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|
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
900 |
mitigation
|
FJI
|
Fiji
|
LTS
|
I_Vehicleimprove
|
Efficiency Improvements in Vehicles
| 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
|
if 100% of vehicles are converted to EVs, there is no need for biofuels. The estimation approach used in this LEDS is a first step to determine the impact of combined measures and then the mode shift impact based on the new vehicle efficiencies. The nine mitigation options considered for low emission projections for land transport include: ⢠Adoption of HEVs and EVs; ⢠Promotion of PT; ⢠Promotion of non-motorized transport (NMT) including cycling; ⢠Promotion of vehicle renewal and scrapping; ⢠Promotion of biofuels; ⢠Adoption of efficient new vehicles; and ⢠Efficiency improvements in operating vehicles.
|
if 100% of vehicles are converted to EVs, there is no need for biofuels. The estimation approach used in this LEDS is a first step to determine the impact of combined measures and then the mode shift impact based on the new vehicle efficiencies. The nine mitigation options considered for low emission projections for land transport include: ⢠Adoption of HEVs and EVs; ⢠Promotion of PT; ⢠Promotion of non-motorized transport (NMT) including cycling; ⢠Promotion of vehicle renewal and scrapping; ⢠Promotion of biofuels; ⢠Adoption of efficient new vehicles; and ⢠Efficiency improvements in operating vehicles.
|
901 |
mitigation
|
FJI
|
Fiji
|
LTS
|
I_Vehicleimprove
|
Efficiency Improvements in Vehicles
| 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 nine mitigation options considered for low emission projections for land transport include: ⢠Adoption of HEVs and EVs; ⢠Promotion of PT; ⢠Promotion of non-motorized transport (NMT) including cycling; ⢠Promotion of vehicle renewal and scrapping; ⢠Promotion of biofuels; ⢠Adoption of efficient new vehicles; and ⢠Efficiency improvements in operating vehicles. Other possible options considered for this LEDS include: promotion of LPG and LNG vehicles and compliance with Euro IV standards, but neither is seen as highly relevant in reducing GHG emissions per se, and thus not incorporated into the scenarios. Other key considerations used in developing the low emission scenarios for land transport include the following: ⢠Power Supply.
|
The nine mitigation options considered for low emission projections for land transport include: ⢠Adoption of HEVs and EVs; ⢠Promotion of PT; ⢠Promotion of non-motorized transport (NMT) including cycling; ⢠Promotion of vehicle renewal and scrapping; ⢠Promotion of biofuels; ⢠Adoption of efficient new vehicles; and ⢠Efficiency improvements in operating vehicles. Other possible options considered for this LEDS include: promotion of LPG and LNG vehicles and compliance with Euro IV standards, but neither is seen as highly relevant in reducing GHG emissions per se, and thus not incorporated into the scenarios. Other key considerations used in developing the low emission scenarios for land transport include the following: ⢠Power Supply.
|
902 |
adaptation
|
FJI
|
Fiji
|
LTS
|
R_Maintain
|
conduct road inspections
| 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
|
Regarding all transport infrastructure, the NAP proposes to develop certification standards for climate proofing transport infrastructure and establishing measures to ensure compliance, and to promote institution strengthening and capacity building for integrated transport planning. With regard to land transport, the NAP proposes to: conduct road inspections, renew and upgrade road infrastructure to address current and future risks, address the impacts of overloaded trucks on sealed road pavement and bridges and to enforce load restrictions, and work to renew and upgrade priority water crossings to withstand climate impacts. Maritime transport has been described as the lifeline of Pacific SIDS, such as Fiji. It is essential to all agendas for climate change resilience, adaptation, economic and sustainable development (including fulfilling most SDGs), government service delivery, and natural disaster preparedness and response.
|
Regarding all transport infrastructure, the NAP proposes to develop certification standards for climate proofing transport infrastructure and establishing measures to ensure compliance, and to promote institution strengthening and capacity building for integrated transport planning. With regard to land transport, the NAP proposes to: conduct road inspections, renew and upgrade road infrastructure to address current and future risks, address the impacts of overloaded trucks on sealed road pavement and bridges and to enforce load restrictions, and work to renew and upgrade priority water crossings to withstand climate impacts. Maritime transport has been described as the lifeline of Pacific SIDS, such as Fiji. It is essential to all agendas for climate change resilience, adaptation, economic and sustainable development (including fulfilling most SDGs), government service delivery, and natural disaster preparedness and response.
|
903 |
adaptation
|
FJI
|
Fiji
|
LTS
|
R_Infrares
|
renew and upgrade road infrastructure to address current and future risks
| 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
|
Regarding all transport infrastructure, the NAP proposes to develop certification standards for climate proofing transport infrastructure and establishing measures to ensure compliance, and to promote institution strengthening and capacity building for integrated transport planning. With regard to land transport, the NAP proposes to: conduct road inspections, renew and upgrade road infrastructure to address current and future risks, address the impacts of overloaded trucks on sealed road pavement and bridges and to enforce load restrictions, and work to renew and upgrade priority water crossings to withstand climate impacts. Maritime transport has been described as the lifeline of Pacific SIDS, such as Fiji. It is essential to all agendas for climate change resilience, adaptation, economic and sustainable development (including fulfilling most SDGs), government service delivery, and natural disaster preparedness and response.
|
Regarding all transport infrastructure, the NAP proposes to develop certification standards for climate proofing transport infrastructure and establishing measures to ensure compliance, and to promote institution strengthening and capacity building for integrated transport planning. With regard to land transport, the NAP proposes to: conduct road inspections, renew and upgrade road infrastructure to address current and future risks, address the impacts of overloaded trucks on sealed road pavement and bridges and to enforce load restrictions, and work to renew and upgrade priority water crossings to withstand climate impacts. Maritime transport has been described as the lifeline of Pacific SIDS, such as Fiji. It is essential to all agendas for climate change resilience, adaptation, economic and sustainable development (including fulfilling most SDGs), government service delivery, and natural disaster preparedness and response.
|
904 |
adaptation
|
FJI
|
Fiji
|
LTS
|
R_Laws
|
address the impacts of overloaded trucks on sealed road pavement and bridges and to enforce load restrictions
| 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
|
Regarding all transport infrastructure, the NAP proposes to develop certification standards for climate proofing transport infrastructure and establishing measures to ensure compliance, and to promote institution strengthening and capacity building for integrated transport planning. With regard to land transport, the NAP proposes to: conduct road inspections, renew and upgrade road infrastructure to address current and future risks, address the impacts of overloaded trucks on sealed road pavement and bridges and to enforce load restrictions, and work to renew and upgrade priority water crossings to withstand climate impacts. Maritime transport has been described as the lifeline of Pacific SIDS, such as Fiji. It is essential to all agendas for climate change resilience, adaptation, economic and sustainable development (including fulfilling most SDGs), government service delivery, and natural disaster preparedness and response.
|
Regarding all transport infrastructure, the NAP proposes to develop certification standards for climate proofing transport infrastructure and establishing measures to ensure compliance, and to promote institution strengthening and capacity building for integrated transport planning. With regard to land transport, the NAP proposes to: conduct road inspections, renew and upgrade road infrastructure to address current and future risks, address the impacts of overloaded trucks on sealed road pavement and bridges and to enforce load restrictions, and work to renew and upgrade priority water crossings to withstand climate impacts. Maritime transport has been described as the lifeline of Pacific SIDS, such as Fiji. It is essential to all agendas for climate change resilience, adaptation, economic and sustainable development (including fulfilling most SDGs), government service delivery, and natural disaster preparedness and response.
|
905 |
adaptation
|
FJI
|
Fiji
|
LTS
|
R_Infrares
|
work to renew and upgrade priority water crossings to withstand climate impacts.
| 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
|
Regarding all transport infrastructure, the NAP proposes to develop certification standards for climate proofing transport infrastructure and establishing measures to ensure compliance, and to promote institution strengthening and capacity building for integrated transport planning. With regard to land transport, the NAP proposes to: conduct road inspections, renew and upgrade road infrastructure to address current and future risks, address the impacts of overloaded trucks on sealed road pavement and bridges and to enforce load restrictions, and work to renew and upgrade priority water crossings to withstand climate impacts. Maritime transport has been described as the lifeline of Pacific SIDS, such as Fiji. It is essential to all agendas for climate change resilience, adaptation, economic and sustainable development (including fulfilling most SDGs), government service delivery, and natural disaster preparedness and response.
|
Regarding all transport infrastructure, the NAP proposes to develop certification standards for climate proofing transport infrastructure and establishing measures to ensure compliance, and to promote institution strengthening and capacity building for integrated transport planning. With regard to land transport, the NAP proposes to: conduct road inspections, renew and upgrade road infrastructure to address current and future risks, address the impacts of overloaded trucks on sealed road pavement and bridges and to enforce load restrictions, and work to renew and upgrade priority water crossings to withstand climate impacts. Maritime transport has been described as the lifeline of Pacific SIDS, such as Fiji. It is essential to all agendas for climate change resilience, adaptation, economic and sustainable development (including fulfilling most SDGs), government service delivery, and natural disaster preparedness and response.
|
906 |
adaptation
|
FJI
|
Fiji
|
LTS
|
R_Infrares
|
new or upgraded climate resilient jetties and landings and repairs and upgrades to lighthouses, beacons, and other navigation aids
| 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
|
Vessels themselves are also highly exposed to increasingly strong storm events and changing weather patterns. In part, to address these issues the NAP calls for new or upgraded climate resilient jetties and landings and repairs and upgrades to lighthouses, beacons, and other navigation aids.248 Smaller vessels and technology, such as WiG craft and dirigibles, also have potential to allow more direct access to communities and reduce reliance on vulnerable shoreside infrastructure. The NAP does not directly address adaptation for domestic air transport, but this too is an important consideration for the LEDS. Mitigation actions identified for the domestic air transport sector are aligned with the Government of Fijiâs national climate change adaptation and resilience objectives.
|
Vessels themselves are also highly exposed to increasingly strong storm events and changing weather patterns. In part, to address these issues the NAP calls for new or upgraded climate resilient jetties and landings and repairs and upgrades to lighthouses, beacons, and other navigation aids.248 Smaller vessels and technology, such as WiG craft and dirigibles, also have potential to allow more direct access to communities and reduce reliance on vulnerable shoreside infrastructure. The NAP does not directly address adaptation for domestic air transport, but this too is an important consideration for the LEDS. Mitigation actions identified for the domestic air transport sector are aligned with the Government of Fijiâs national climate change adaptation and resilience objectives.
|
907 |
adaptation
|
FJI
|
Fiji
|
LTS
|
R_System
|
Smaller vessels and technology, such as WiG craft and dirigibles, also have potential to allow more direct access to communities and reduce reliance on vulnerable shoreside infrastructure.
| 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
|
Vessels themselves are also highly exposed to increasingly strong storm events and changing weather patterns. In part, to address these issues the NAP calls for new or upgraded climate resilient jetties and landings and repairs and upgrades to lighthouses, beacons, and other navigation aids.248 Smaller vessels and technology, such as WiG craft and dirigibles, also have potential to allow more direct access to communities and reduce reliance on vulnerable shoreside infrastructure. The NAP does not directly address adaptation for domestic air transport, but this too is an important consideration for the LEDS. Mitigation actions identified for the domestic air transport sector are aligned with the Government of Fijiâs national climate change adaptation and resilience objectives.
|
Vessels themselves are also highly exposed to increasingly strong storm events and changing weather patterns. In part, to address these issues the NAP calls for new or upgraded climate resilient jetties and landings and repairs and upgrades to lighthouses, beacons, and other navigation aids.248 Smaller vessels and technology, such as WiG craft and dirigibles, also have potential to allow more direct access to communities and reduce reliance on vulnerable shoreside infrastructure. The NAP does not directly address adaptation for domestic air transport, but this too is an important consideration for the LEDS. Mitigation actions identified for the domestic air transport sector are aligned with the Government of Fijiâs national climate change adaptation and resilience objectives.
|
908 |
netzero
|
FIN
|
Finland
|
LTS
|
T_Netzero
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_FL
|
2035.0
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
The long-term strategy does not identify the sectors to which emission reductions should be allocated; nor do the impact assessments derived from the scenarios include any quantitative analysis of the concrete measures or political decisions that would be required to achieve the carbon neutrality target or the 2050 targets considered here. The allocation of emission reductions and policy measures, including those for the land use sector, will be decided in 2020â2021 as part of the process of drafting the Climate and Energy Strategy, the Medium-term Climate Change Policy Plan, the roadmap for fossil-free transport and the climate programme for the land use sector. The 2050 target for GHG emission reductions under the Continuous Growth scenario is 87.5% compared to 1990 levels (excl.
|
The long-term strategy does not identify the sectors to which emission reductions should be allocated; nor do the impact assessments derived from the scenarios include any quantitative analysis of the concrete measures or political decisions that would be required to achieve the carbon neutrality target or the 2050 targets considered here. The allocation of emission reductions and policy measures, including those for the land use sector, will be decided in 2020â2021 as part of the process of drafting the Climate and Energy Strategy, the Medium-term Climate Change Policy Plan, the roadmap for fossil-free transport and the climate programme for the land use sector. The 2050 target for GHG emission reductions under the Continuous Growth scenario is 87.5% compared to 1990 levels (excl.
|
909 |
netzero
|
FIN
|
Finland
|
LTS
|
T_Netzero
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_FL
|
2035.0
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
The 2050 target for GHG emission reductions under the Continuous Growth scenario is 87.5% compared to 1990 levels (excl. the land use sector), while the corresponding target under the Savings scenario stands at 90%. Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme. Instead of setting any specific quantitative carbon-negative target beyond 2035, its level was allowed to be determined by the size of the net carbon sink of the land use sector. With existing measures (WEM), carbon neutrality will not be achieved until 2050 â and even then only with land use net sinks at about 30 Mt CO2-eq.
|
The 2050 target for GHG emission reductions under the Continuous Growth scenario is 87.5% compared to 1990 levels (excl. the land use sector), while the corresponding target under the Savings scenario stands at 90%. Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme. Instead of setting any specific quantitative carbon-negative target beyond 2035, its level was allowed to be determined by the size of the net carbon sink of the land use sector. With existing measures (WEM), carbon neutrality will not be achieved until 2050 â and even then only with land use net sinks at about 30 Mt CO2-eq.
|
910 |
netzero
|
FIN
|
Finland
|
LTS
|
T_Netzero
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_FL
|
2035.0
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
The consultation requested responses to the following four questions: 1) The 2050 greenhouse gas emission reduction target (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. Is the 2050 target to reduce greenhouse gas emissions ambitious enough and what should Finlandâs greenhouse gas emission reduction target be for 2050? 2) In your opinion, have the long-term strategy scenarios successfully identified realistic emission reductions, or has something been overlooked?3) The land use sector will remain a net sink under all of the scenarios; in other words, the sectorâs greenhouse gas removals will exceed emissions, increasing its carbon stocks.
|
The consultation requested responses to the following four questions: 1) The 2050 greenhouse gas emission reduction target (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. Is the 2050 target to reduce greenhouse gas emissions ambitious enough and what should Finlandâs greenhouse gas emission reduction target be for 2050? 2) In your opinion, have the long-term strategy scenarios successfully identified realistic emission reductions, or has something been overlooked?3) The land use sector will remain a net sink under all of the scenarios; in other words, the sectorâs greenhouse gas removals will exceed emissions, increasing its carbon stocks.
|
911 |
netzero
|
FIN
|
Finland
|
LTS
|
T_Netzero
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_FL
|
2035.0
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
Under the Savings scenario, the circular and sharing economies and significantly increasing energy efficiency are key elements in reaching the emission reduction target. CCS technologies will be in use. Agriculture and forestry will promote the circular economy, as will the replacement of mineral oil-based products with new bioproducts. Under the Continuous Growth scenario, the GHG emission reduction target is 87.5% compared to 1990 levels, while the corresponding target under the Savings scenario stands at 90%. Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme.
|
Under the Savings scenario, the circular and sharing economies and significantly increasing energy efficiency are key elements in reaching the emission reduction target. CCS technologies will be in use. Agriculture and forestry will promote the circular economy, as will the replacement of mineral oil-based products with new bioproducts. Under the Continuous Growth scenario, the GHG emission reduction target is 87.5% compared to 1990 levels, while the corresponding target under the Savings scenario stands at 90%. Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme.
|
912 |
netzero
|
FIN
|
Finland
|
LTS
|
T_Netzero
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_FL
|
2035.0
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
Descriptions of scenario modelling processesSummary of the results of the public consultation organised on Finlandâs long-term strategy The 2050 greenhouse gas emission reduction target (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. Is the 2050 target to reduce greenhouse gas emissions ambitious enough and what should Finlandâs greenhouse gas emission reduction target be for 2050? Summary of responses: There were varying responses about the level of ambition of the emission reduction target.
|
Descriptions of scenario modelling processesSummary of the results of the public consultation organised on Finlandâs long-term strategy The 2050 greenhouse gas emission reduction target (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. Is the 2050 target to reduce greenhouse gas emissions ambitious enough and what should Finlandâs greenhouse gas emission reduction target be for 2050? Summary of responses: There were varying responses about the level of ambition of the emission reduction target.
|
913 |
netzero
|
FIN
|
Finland
|
LTS
|
T_Netzero
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_FL
|
2035.0
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
The 2050 emission reduction target for greenhouse gases (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. The Sámi Parliamentary Council (SPC) is the cooperation body for the Sámi Parliaments of the Nordic countries. In its climate policy strategy of 14 April 2010, the SPC demanded significant cuts in emissions. Comparing emission levels to a single year, 1990, treats different states unequally, making it possible for some states to basically not have to make any emission reductions at all. The SPC proposed that the average emissions of states between 1990 and 2000 be adopted as the point of reference.
|
The 2050 emission reduction target for greenhouse gases (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. The Sámi Parliamentary Council (SPC) is the cooperation body for the Sámi Parliaments of the Nordic countries. In its climate policy strategy of 14 April 2010, the SPC demanded significant cuts in emissions. Comparing emission levels to a single year, 1990, treats different states unequally, making it possible for some states to basically not have to make any emission reductions at all. The SPC proposed that the average emissions of states between 1990 and 2000 be adopted as the point of reference.
|
914 |
targets
|
FIN
|
Finland
|
LTS
|
T_Economy_Unc
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_BYE
|
2035
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
The long-term strategy does not identify the sectors to which emission reductions should be allocated; nor do the impact assessments derived from the scenarios include any quantitative analysis of the concrete measures or political decisions that would be required to achieve the carbon neutrality target or the 2050 targets considered here. The allocation of emission reductions and policy measures, including those for the land use sector, will be decided in 2020â2021 as part of the process of drafting the Climate and Energy Strategy, the Medium-term Climate Change Policy Plan, the roadmap for fossil-free transport and the climate programme for the land use sector. The 2050 target for GHG emission reductions under the Continuous Growth scenario is 87.5% compared to 1990 levels (excl.
|
The long-term strategy does not identify the sectors to which emission reductions should be allocated; nor do the impact assessments derived from the scenarios include any quantitative analysis of the concrete measures or political decisions that would be required to achieve the carbon neutrality target or the 2050 targets considered here. The allocation of emission reductions and policy measures, including those for the land use sector, will be decided in 2020â2021 as part of the process of drafting the Climate and Energy Strategy, the Medium-term Climate Change Policy Plan, the roadmap for fossil-free transport and the climate programme for the land use sector. The 2050 target for GHG emission reductions under the Continuous Growth scenario is 87.5% compared to 1990 levels (excl.
|
915 |
targets
|
FIN
|
Finland
|
LTS
|
T_Economy_Unc
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_BYE
|
2035
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
The 2050 target for GHG emission reductions under the Continuous Growth scenario is 87.5% compared to 1990 levels (excl. the land use sector), while the corresponding target under the Savings scenario stands at 90%. Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme. Instead of setting any specific quantitative carbon-negative target beyond 2035, its level was allowed to be determined by the size of the net carbon sink of the land use sector. With existing measures (WEM), carbon neutrality will not be achieved until 2050 â and even then only with land use net sinks at about 30 Mt CO2-eq.
|
The 2050 target for GHG emission reductions under the Continuous Growth scenario is 87.5% compared to 1990 levels (excl. the land use sector), while the corresponding target under the Savings scenario stands at 90%. Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme. Instead of setting any specific quantitative carbon-negative target beyond 2035, its level was allowed to be determined by the size of the net carbon sink of the land use sector. With existing measures (WEM), carbon neutrality will not be achieved until 2050 â and even then only with land use net sinks at about 30 Mt CO2-eq.
|
916 |
targets
|
FIN
|
Finland
|
LTS
|
T_Economy_Unc
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_BYE
|
2035
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
The consultation requested responses to the following four questions: 1) The 2050 greenhouse gas emission reduction target (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. Is the 2050 target to reduce greenhouse gas emissions ambitious enough and what should Finlandâs greenhouse gas emission reduction target be for 2050? 2) In your opinion, have the long-term strategy scenarios successfully identified realistic emission reductions, or has something been overlooked?3) The land use sector will remain a net sink under all of the scenarios; in other words, the sectorâs greenhouse gas removals will exceed emissions, increasing its carbon stocks.
|
The consultation requested responses to the following four questions: 1) The 2050 greenhouse gas emission reduction target (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. Is the 2050 target to reduce greenhouse gas emissions ambitious enough and what should Finlandâs greenhouse gas emission reduction target be for 2050? 2) In your opinion, have the long-term strategy scenarios successfully identified realistic emission reductions, or has something been overlooked?3) The land use sector will remain a net sink under all of the scenarios; in other words, the sectorâs greenhouse gas removals will exceed emissions, increasing its carbon stocks.
|
917 |
targets
|
FIN
|
Finland
|
LTS
|
T_Economy_Unc
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_BYE
|
2035
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
Under the Savings scenario, the circular and sharing economies and significantly increasing energy efficiency are key elements in reaching the emission reduction target. CCS technologies will be in use. Agriculture and forestry will promote the circular economy, as will the replacement of mineral oil-based products with new bioproducts. Under the Continuous Growth scenario, the GHG emission reduction target is 87.5% compared to 1990 levels, while the corresponding target under the Savings scenario stands at 90%. Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme.
|
Under the Savings scenario, the circular and sharing economies and significantly increasing energy efficiency are key elements in reaching the emission reduction target. CCS technologies will be in use. Agriculture and forestry will promote the circular economy, as will the replacement of mineral oil-based products with new bioproducts. Under the Continuous Growth scenario, the GHG emission reduction target is 87.5% compared to 1990 levels, while the corresponding target under the Savings scenario stands at 90%. Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme.
|
918 |
targets
|
FIN
|
Finland
|
LTS
|
T_Economy_Unc
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_BYE
|
2035
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
Descriptions of scenario modelling processesSummary of the results of the public consultation organised on Finlandâs long-term strategy The 2050 greenhouse gas emission reduction target (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. Is the 2050 target to reduce greenhouse gas emissions ambitious enough and what should Finlandâs greenhouse gas emission reduction target be for 2050? Summary of responses: There were varying responses about the level of ambition of the emission reduction target.
|
Descriptions of scenario modelling processesSummary of the results of the public consultation organised on Finlandâs long-term strategy The 2050 greenhouse gas emission reduction target (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. Is the 2050 target to reduce greenhouse gas emissions ambitious enough and what should Finlandâs greenhouse gas emission reduction target be for 2050? Summary of responses: There were varying responses about the level of ambition of the emission reduction target.
|
919 |
targets
|
FIN
|
Finland
|
LTS
|
T_Economy_Unc
|
2035 carbon neutrality target, GHG emission reduction target is 87.5% compared to 1990 levels (Continuous Growth scenario) or 90% (Savings scenario)
|
T_BYE
|
2035
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
The 2050 emission reduction target for greenhouse gases (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. The Sámi Parliamentary Council (SPC) is the cooperation body for the Sámi Parliaments of the Nordic countries. In its climate policy strategy of 14 April 2010, the SPC demanded significant cuts in emissions. Comparing emission levels to a single year, 1990, treats different states unequally, making it possible for some states to basically not have to make any emission reductions at all. The SPC proposed that the average emissions of states between 1990 and 2000 be adopted as the point of reference.
|
The 2050 emission reduction target for greenhouse gases (excl. the land use sector) is set at 87.5% under the Continuous Growth scenario and at 90% under the Savings scenario compared to 1990 levels. Both of the low-emission scenarios also achieve the 2035 carbon neutrality target. The Sámi Parliamentary Council (SPC) is the cooperation body for the Sámi Parliaments of the Nordic countries. In its climate policy strategy of 14 April 2010, the SPC demanded significant cuts in emissions. Comparing emission levels to a single year, 1990, treats different states unequally, making it possible for some states to basically not have to make any emission reductions at all. The SPC proposed that the average emissions of states between 1990 and 2000 be adopted as the point of reference.
|
920 |
targets
|
FIN
|
Finland
|
LTS
|
T_Transport_O_Unc
|
share of biofuels in road transport energy consumption at 13.5% of the energy content part in 2020 and at 30% in 2030 (linear growth)
| null |
2030
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme. The low-emission scenarios were assigned a number of energy and climate policy targets for 2030, including: a 39% GHG emission reduction target for the effort sharing sector compared to 2005 emission levels; phasing out the use of coal for energy by 2029; cutting back the use of peat at least by half by 2030; share of biofuels in road transport energy consumption at 13.5% of the energy content part in 2020 and at 30% in 2030 (linear growth); a 10% bioliquid blending obligation for light fuel oil used in building-specific heating and for diesel oil used in mobile machinery, with linear growth between 2020 and 2030; the number of electric vehicles at least 250,000 (full electric vehicles, hydrogen-powered vehicles, plug-in hybrids) and, correspondingly, that of gas-powered vehicles at least 50,000 a 38% minimum share of renewable energy in final energy consumption in 2020 and, correspondingly, a 50% minimum target for renewable energy in 2030; a 55% self-sufficiency target for energy supply in 2030 and halving the use of imported oil for energy purposes.
|
Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme. The low-emission scenarios were assigned a number of energy and climate policy targets for 2030, including: a 39% GHG emission reduction target for the effort sharing sector compared to 2005 emission levels; phasing out the use of coal for energy by 2029; cutting back the use of peat at least by half by 2030; share of biofuels in road transport energy consumption at 13.5% of the energy content part in 2020 and at 30% in 2030 (linear growth); a 10% bioliquid blending obligation for light fuel oil used in building-specific heating and for diesel oil used in mobile machinery, with linear growth between 2020 and 2030; the number of electric vehicles at least 250,000 (full electric vehicles, hydrogen-powered vehicles, plug-in hybrids) and, correspondingly, that of gas-powered vehicles at least 50,000 a 38% minimum share of renewable energy in final energy consumption in 2020 and, correspondingly, a 50% minimum target for renewable energy in 2030; a 55% self-sufficiency target for energy supply in 2030 and halving the use of imported oil for energy purposes.
|
921 |
targets
|
FIN
|
Finland
|
LTS
|
T_Transport_O_Unc
|
share of biofuels in road transport energy consumption at 13.5% of the energy content part in 2020 and at 30% in 2030 (linear growth)
| null |
2030
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
The low-emission scenarios were assigned a number of energy and climate policy targets for 2030, including: a 39% GHG emission reduction target for the effort sharing sector compared to 2005 emission levels; phasing out the use of coal for energy by 2029; cutting back the use of peat at least by half by 2030; share of biofuels in road transport energy consumption at 13.5% of the energy content part in 2020 and at 30% in 2030 (linear growth); a 10% bioliquid blending obligation for light fuel oil used in building-specific heating and for diesel oil used in mobile machinery, with linear growth between 2020 and 2030; the number of electric vehicles at least 250,000 (full electric vehicles, hydrogen-powered vehicles, plug-in hybrids) and, correspondingly, that of gas-powered vehicles at least 50,000 a 38% minimum share of renewable energy in final energy consumption in 2020 and, correspondingly, a 50% minimum target for renewable energy in 2030; a 55% self-sufficiency target for energy supply in 2030 and halving the use of imported oil for energy purposes. More detailed assumptions for the scenarios are presented in Chapter 4 of a Finnish-language research report entitled âCarbon neutral Finland 2035 â Scenarios and impact assessmentsâ.2.3 Estimated trends in emissions and removals by 2050 Figure 1 presents the trends in Finlandâs GHG emissions by main source under the basic scenario (WEM) and under the two low-emission scenarios (excluding LULUCF).
|
phasing out the use of coal for energy by 2029; cutting back the use of peat at least by half by 2030; share of biofuels in road transport energy consumption at 13.5% of the energy content part in 2020 and at 30% in 2030 (linear growth); a 10% bioliquid blending obligation for light fuel oil used in building-specific heating and for diesel oil used in mobile machinery, with linear growth between 2020 and 2030; the number of electric vehicles at least 250,000 (full electric vehicles, hydrogen-powered vehicles, plug-in hybrids) and, correspondingly, that of gas-powered vehicles at least 50,000 a 38% minimum share of renewable energy in final energy consumption in 2020 and, correspondingly, a 50% minimum target for renewable energy in 2030; a 55% self-sufficiency target for energy supply in 2030 and halving the use of imported oil for energy purposes. More detailed assumptions for the scenarios are presented in Chapter 4 of a Finnish-language research report entitled âCarbon neutral Finland 2035 â Scenarios and impact assessmentsâ.2.3 Estimated trends in emissions and removals by 2050 Figure 1 presents the trends in Finlandâs GHG emissions by main source under the basic scenario (WEM) and under the two low-emission scenarios (excluding LULUCF).
|
922 |
targets
|
FIN
|
Finland
|
LTS
|
T_Transport_O_Unc
|
the number of electric vehicles at least 250,000 (full electric vehicles, hydrogen-powered vehicles, plug-in hybrids) and, correspondingly, that of gas-powered vehicles at least 50,000 by 2030;
| null |
2030
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme. The low-emission scenarios were assigned a number of energy and climate policy targets for 2030, including: a 39% GHG emission reduction target for the effort sharing sector compared to 2005 emission levels; phasing out the use of coal for energy by 2029; cutting back the use of peat at least by half by 2030; share of biofuels in road transport energy consumption at 13.5% of the energy content part in 2020 and at 30% in 2030 (linear growth); a 10% bioliquid blending obligation for light fuel oil used in building-specific heating and for diesel oil used in mobile machinery, with linear growth between 2020 and 2030; the number of electric vehicles at least 250,000 (full electric vehicles, hydrogen-powered vehicles, plug-in hybrids) and, correspondingly, that of gas-powered vehicles at least 50,000 a 38% minimum share of renewable energy in final energy consumption in 2020 and, correspondingly, a 50% minimum target for renewable energy in 2030; a 55% self-sufficiency target for energy supply in 2030 and halving the use of imported oil for energy purposes.
|
Furthermore, both low-emission scenarios achieve the 2035 carbon neutrality target, which is in line with the Government Programme. The low-emission scenarios were assigned a number of energy and climate policy targets for 2030, including: a 39% GHG emission reduction target for the effort sharing sector compared to 2005 emission levels; phasing out the use of coal for energy by 2029; cutting back the use of peat at least by half by 2030; share of biofuels in road transport energy consumption at 13.5% of the energy content part in 2020 and at 30% in 2030 (linear growth); a 10% bioliquid blending obligation for light fuel oil used in building-specific heating and for diesel oil used in mobile machinery, with linear growth between 2020 and 2030; the number of electric vehicles at least 250,000 (full electric vehicles, hydrogen-powered vehicles, plug-in hybrids) and, correspondingly, that of gas-powered vehicles at least 50,000 a 38% minimum share of renewable energy in final energy consumption in 2020 and, correspondingly, a 50% minimum target for renewable energy in 2030; a 55% self-sufficiency target for energy supply in 2030 and halving the use of imported oil for energy purposes.
|
923 |
targets
|
FIN
|
Finland
|
LTS
|
T_Transport_O_Unc
|
the number of electric vehicles at least 250,000 (full electric vehicles, hydrogen-powered vehicles, plug-in hybrids) and, correspondingly, that of gas-powered vehicles at least 50,000 by 2030;
| null |
2030
|
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
The low-emission scenarios were assigned a number of energy and climate policy targets for 2030, including: a 39% GHG emission reduction target for the effort sharing sector compared to 2005 emission levels; phasing out the use of coal for energy by 2029; cutting back the use of peat at least by half by 2030; share of biofuels in road transport energy consumption at 13.5% of the energy content part in 2020 and at 30% in 2030 (linear growth); a 10% bioliquid blending obligation for light fuel oil used in building-specific heating and for diesel oil used in mobile machinery, with linear growth between 2020 and 2030; the number of electric vehicles at least 250,000 (full electric vehicles, hydrogen-powered vehicles, plug-in hybrids) and, correspondingly, that of gas-powered vehicles at least 50,000 a 38% minimum share of renewable energy in final energy consumption in 2020 and, correspondingly, a 50% minimum target for renewable energy in 2030; a 55% self-sufficiency target for energy supply in 2030 and halving the use of imported oil for energy purposes. More detailed assumptions for the scenarios are presented in Chapter 4 of a Finnish-language research report entitled âCarbon neutral Finland 2035 â Scenarios and impact assessmentsâ.2.3 Estimated trends in emissions and removals by 2050 Figure 1 presents the trends in Finlandâs GHG emissions by main source under the basic scenario (WEM) and under the two low-emission scenarios (excluding LULUCF).
|
phasing out the use of coal for energy by 2029; cutting back the use of peat at least by half by 2030; share of biofuels in road transport energy consumption at 13.5% of the energy content part in 2020 and at 30% in 2030 (linear growth); a 10% bioliquid blending obligation for light fuel oil used in building-specific heating and for diesel oil used in mobile machinery, with linear growth between 2020 and 2030; the number of electric vehicles at least 250,000 (full electric vehicles, hydrogen-powered vehicles, plug-in hybrids) and, correspondingly, that of gas-powered vehicles at least 50,000 a 38% minimum share of renewable energy in final energy consumption in 2020 and, correspondingly, a 50% minimum target for renewable energy in 2030; a 55% self-sufficiency target for energy supply in 2030 and halving the use of imported oil for energy purposes. More detailed assumptions for the scenarios are presented in Chapter 4 of a Finnish-language research report entitled âCarbon neutral Finland 2035 â Scenarios and impact assessmentsâ.2.3 Estimated trends in emissions and removals by 2050 Figure 1 presents the trends in Finlandâs GHG emissions by main source under the basic scenario (WEM) and under the two low-emission scenarios (excluding LULUCF).
|
924 |
mitigation
|
FIN
|
Finland
|
LTS
|
I_Biofuel
|
The share of biofuels in transport modelled under the WEM scenario will account for about 16% of final consumption in 2030, while the figure will stand as high as at about 35% under the Continuous Growth scenario and at about 30% under the Savings scenario. In 2050, the share of biofuels will stand at 41% under the Continuous Growth scenario and at 53% under the Savings scenario. It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels
| null | null |
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
The share of biofuels in transport modelled under the WEM scenario will account for about 16% of final consumption in 2030, while the figure will stand as high as at about 35% under the Continuous Growth scenario and at about 30% under the Savings scenario. In 2050, the share of biofuels will stand at 41% under the Continuous Growth scenario and at 53% under the Savings scenario. The renewable energy source with the highest quantitative growth is wood bioenergy and the strongest increase in its use focuses on forest chips and black liquor and other concentrated liquors. In addition, bioenergy will be increasingly produced from agricultural by-products, largely as biogas, but also from energy crops, especially under the Savings scenario.
|
The share of biofuels in transport modelled under the WEM scenario will account for about 16% of final consumption in 2030, while the figure will stand as high as at about 35% under the Continuous Growth scenario and at about 30% under the Savings scenario. In 2050, the share of biofuels will stand at 41% under the Continuous Growth scenario and at 53% under the Savings scenario. The renewable energy source with the highest quantitative growth is wood bioenergy and the strongest increase in its use focuses on forest chips and black liquor and other concentrated liquors. In addition, bioenergy will be increasingly produced from agricultural by-products, largely as biogas, but also from energy crops, especially under the Savings scenario.
|
925 |
mitigation
|
FIN
|
Finland
|
LTS
|
I_Emobility
|
by switching to electric, gas-powered or fuel cell electric vehicles
| null | null |
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
One of the key objectives of increasing the use of renewable energy put forward in the National Energy and Climate Strategy and the Medium-term Climate Change Policy Plan is to raise the share of renewable energy sources in transport. In road transport, the obligation to distribute biofuels is setat 30% in 20306, which will be achieved under both the Savings and Continuous Growth scenarios. It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles.
|
One of the key objectives of increasing the use of renewable energy put forward in the National Energy and Climate Strategy and the Medium-term Climate Change Policy Plan is to raise the share of renewable energy sources in transport. In road transport, the obligation to distribute biofuels is setat 30% in 20306, which will be achieved under both the Savings and Continuous Growth scenarios. It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles.
|
926 |
mitigation
|
FIN
|
Finland
|
LTS
|
I_Emobility
|
by switching to electric, gas-powered or fuel cell electric vehicles
| null | null |
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles. The scenarios considered here assume that the share of ethanol can only rise to 10% of traditional motor petrol, but it will nevertheless be complemented with the market entry of second-generation biopetrol, which can practically replace fossil petrol in full, just as fossil diesel oil can be substituted with renewable diesel. In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel.
|
It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles. The scenarios considered here assume that the share of ethanol can only rise to 10% of traditional motor petrol, but it will nevertheless be complemented with the market entry of second-generation biopetrol, which can practically replace fossil petrol in full, just as fossil diesel oil can be substituted with renewable diesel. In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel.
|
927 |
mitigation
|
FIN
|
Finland
|
LTS
|
I_LPGCNGLNG
|
by switching to electric, gas-powered or fuel cell electric vehicles
| null | null |
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
One of the key objectives of increasing the use of renewable energy put forward in the National Energy and Climate Strategy and the Medium-term Climate Change Policy Plan is to raise the share of renewable energy sources in transport. In road transport, the obligation to distribute biofuels is setat 30% in 20306, which will be achieved under both the Savings and Continuous Growth scenarios. It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles.
|
One of the key objectives of increasing the use of renewable energy put forward in the National Energy and Climate Strategy and the Medium-term Climate Change Policy Plan is to raise the share of renewable energy sources in transport. In road transport, the obligation to distribute biofuels is setat 30% in 20306, which will be achieved under both the Savings and Continuous Growth scenarios. It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles.
|
928 |
mitigation
|
FIN
|
Finland
|
LTS
|
I_LPGCNGLNG
|
by switching to electric, gas-powered or fuel cell electric vehicles
| null | null |
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles. The scenarios considered here assume that the share of ethanol can only rise to 10% of traditional motor petrol, but it will nevertheless be complemented with the market entry of second-generation biopetrol, which can practically replace fossil petrol in full, just as fossil diesel oil can be substituted with renewable diesel. In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel.
|
It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles. The scenarios considered here assume that the share of ethanol can only rise to 10% of traditional motor petrol, but it will nevertheless be complemented with the market entry of second-generation biopetrol, which can practically replace fossil petrol in full, just as fossil diesel oil can be substituted with renewable diesel. In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel.
|
929 |
mitigation
|
FIN
|
Finland
|
LTS
|
I_Hydrogen
|
by switching to electric, gas-powered or fuel cell electric vehicles
| null | null |
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
One of the key objectives of increasing the use of renewable energy put forward in the National Energy and Climate Strategy and the Medium-term Climate Change Policy Plan is to raise the share of renewable energy sources in transport. In road transport, the obligation to distribute biofuels is setat 30% in 20306, which will be achieved under both the Savings and Continuous Growth scenarios. It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles.
|
One of the key objectives of increasing the use of renewable energy put forward in the National Energy and Climate Strategy and the Medium-term Climate Change Policy Plan is to raise the share of renewable energy sources in transport. In road transport, the obligation to distribute biofuels is setat 30% in 20306, which will be achieved under both the Savings and Continuous Growth scenarios. It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles.
|
930 |
mitigation
|
FIN
|
Finland
|
LTS
|
I_Hydrogen
|
by switching to electric, gas-powered or fuel cell electric vehicles
| null | null |
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles. The scenarios considered here assume that the share of ethanol can only rise to 10% of traditional motor petrol, but it will nevertheless be complemented with the market entry of second-generation biopetrol, which can practically replace fossil petrol in full, just as fossil diesel oil can be substituted with renewable diesel. In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel.
|
It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles. The scenarios considered here assume that the share of ethanol can only rise to 10% of traditional motor petrol, but it will nevertheless be complemented with the market entry of second-generation biopetrol, which can practically replace fossil petrol in full, just as fossil diesel oil can be substituted with renewable diesel. In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel.
|
931 |
mitigation
|
FIN
|
Finland
|
LTS
|
I_Biofuel
|
The scenarios considered here assume that the share of ethanol can only rise to 10% of traditional motor petrol, but it will nevertheless be complemented with the market entry of second-generation biopetrol, which can practically replace fossil petrol in full, just as fossil diesel oil can be substituted with renewable diesel.
| null | null |
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles. The scenarios considered here assume that the share of ethanol can only rise to 10% of traditional motor petrol, but it will nevertheless be complemented with the market entry of second-generation biopetrol, which can practically replace fossil petrol in full, just as fossil diesel oil can be substituted with renewable diesel. In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel.
|
It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles. The scenarios considered here assume that the share of ethanol can only rise to 10% of traditional motor petrol, but it will nevertheless be complemented with the market entry of second-generation biopetrol, which can practically replace fossil petrol in full, just as fossil diesel oil can be substituted with renewable diesel. In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel.
|
932 |
mitigation
|
FIN
|
Finland
|
LTS
|
I_Jetfuel
|
In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel
| null | null |
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles. The scenarios considered here assume that the share of ethanol can only rise to 10% of traditional motor petrol, but it will nevertheless be complemented with the market entry of second-generation biopetrol, which can practically replace fossil petrol in full, just as fossil diesel oil can be substituted with renewable diesel. In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel.
|
It would indeed be technically possible to replace fossil petrol and diesel in transport fuels almost fully with biofuels or by switching to electric, gas-powered or fuel cell electric vehicles. The scenarios considered here assume that the share of ethanol can only rise to 10% of traditional motor petrol, but it will nevertheless be complemented with the market entry of second-generation biopetrol, which can practically replace fossil petrol in full, just as fossil diesel oil can be substituted with renewable diesel. In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel.
|
933 |
mitigation
|
FIN
|
Finland
|
LTS
|
I_Jetfuel
|
In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel
| null | null |
https://unfccc.int/sites/default/files/resource/LTS_Finland_Oct2020.pdf
|
../data/downloaded_documents/0f6a869ceeefeabc81ef2f936a15bfb06b433ae72879a0c816128144f1bb8c14.pdf
|
en-US
|
In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel. While it is also possible to expand the use of biogas in vehicles to a substantial extent, its role will remain considerably less significant as a whole when compared with other biofuels. Manufacturing of synthetic biogas from solid biomass, for example, is not financially profitable under these scenarios due to the price and limited availability of sustainable raw material. Its technical-economic production potential will therefore not become very significant and, at the same time, it also has other applications besides transport that are conducive to reducing emissions. The declining livestock numbers assumed in the modelling for agriculture will likewise diminish the potential of biogas derived from manure.
|
In air transport, it is likewise assumed that biokerosine will enter the market at production costs comparable to renewable diesel. While it is also possible to expand the use of biogas in vehicles to a substantial extent, its role will remain considerably less significant as a whole when compared with other biofuels. Manufacturing of synthetic biogas from solid biomass, for example, is not financially profitable under these scenarios due to the price and limited availability of sustainable raw material. Its technical-economic production potential will therefore not become very significant and, at the same time, it also has other applications besides transport that are conducive to reducing emissions. The declining livestock numbers assumed in the modelling for agriculture will likewise diminish the potential of biogas derived from manure.
|
934 |
netzero
|
FRA
|
France
|
LTS
|
T_Netzero
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050.0
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
In parallel to the reduction of territorial emissions, the national low carbon strategy aims to achieve an overall reduction in the French carbon footprint (cf. chapter 4.1.i. âCarbon footprintâ). We must develop a new sustainable model of growth that creates jobs and wealth and improves wellbeing whilst building a circular economy for the future that is resilient to climate change. 2.1. Strategic Themes A. Ambition Achieving carbon neutrality by 2050 is a real challenge (reducing gross emissions by a factor of at least 6) requiring very ambitious efforts in terms of energy efficiency, ambitious also in terms of sobriety, involving massive investments and a substantial transformation of our production and consumption patterns in order to develop a more circular economy, which is both resource-efficient and less waste-producing.
|
In parallel to the reduction of territorial emissions, the national low carbon strategy aims to achieve an overall reduction in the French carbon footprint (cf. chapter 4.1.i. âCarbon footprintâ). We must develop a new sustainable model of growth that creates jobs and wealth and improves wellbeing whilst building a circular economy for the future that is resilient to climate change. 2.1. Strategic Themes A. Ambition Achieving carbon neutrality by 2050 is a real challenge (reducing gross emissions by a factor of at least 6) requiring very ambitious efforts in terms of energy efficiency, ambitious also in terms of sobriety, involving massive investments and a substantial transformation of our production and consumption patterns in order to develop a more circular economy, which is both resource-efficient and less waste-producing.
|
935 |
netzero
|
FRA
|
France
|
LTS
|
T_Netzero
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050.0
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Ambition Achieving carbon neutrality by 2050 is a real challenge (reducing gross emissions by a factor of at least 6) requiring very ambitious efforts in terms of energy efficiency, ambitious also in terms of sobriety, involving massive investments and a substantial transformation of our production and consumption patterns in order to develop a more circular economy, which is both resource-efficient and less waste-producing. These climate issues are global and closely linked to our consumption. Thus, it is also our responsibility to control the emissions embedded in the goods and services imported to France. B.
|
Ambition Achieving carbon neutrality by 2050 is a real challenge (reducing gross emissions by a factor of at least 6) requiring very ambitious efforts in terms of energy efficiency, ambitious also in terms of sobriety, involving massive investments and a substantial transformation of our production and consumption patterns in order to develop a more circular economy, which is both resource-efficient and less waste-producing. These climate issues are global and closely linked to our consumption. Thus, it is also our responsibility to control the emissions embedded in the goods and services imported to France. B.
|
936 |
netzero
|
FRA
|
France
|
LTS
|
T_Netzero
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050.0
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Thus, it is also our responsibility to control the emissions embedded in the goods and services imported to France. B. International equity France assumes its responsibility in the fight against climate change, and upholds the principle already approved at international level of an action that is proportionate to the common responsibilities of States, but is fair and thus differentiated depending on the countries, taking into account the differences in the national situations, notably in terms of their capacity and potential to reduce emissions and their historical responsibility. C. Realism The strategy is based on a prospective baseline scenario of achieving carbon neutrality by 2050 (cf. chapter 2.2. âThe baseline scenarioâ). This will allow us to define one credible vision for the transition to carbon neutrality.
|
Thus, it is also our responsibility to control the emissions embedded in the goods and services imported to France. B. International equity France assumes its responsibility in the fight against climate change, and upholds the principle already approved at international level of an action that is proportionate to the common responsibilities of States, but is fair and thus differentiated depending on the countries, taking into account the differences in the national situations, notably in terms of their capacity and potential to reduce emissions and their historical responsibility. C. Realism The strategy is based on a prospective baseline scenario of achieving carbon neutrality by 2050 (cf. chapter 2.2. âThe baseline scenarioâ). This will allow us to define one credible vision for the transition to carbon neutrality.
|
937 |
netzero
|
FRA
|
France
|
LTS
|
T_Netzero
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050.0
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The hypotheses considered by 2050 in fact assume a very substantial change in French agricultural practices compared to 2015, particularly: 25% reduction of the dairy cattle (livestock), 33% reduction of the cattle other than dairy (livestock), 82% reduction of surplus nitrogen Maximised soil cover according to the principles of agro-ecology with in particular: ⦠84% increase in intermediate nitrate-trap crops ⦠60% increase in intermediate crops for energy purposes. c) Compliance with greenhouse gas emissions reduction targets This trajectory allows the following targets in greenhouse gas emissions reduction to be met in France at the 2030 and 2050 time frames (see also the analysis of compliance with the first three carbon budgets in chapter 3 âThe carbon budgetsâ): Horizon Objective Reference Results of AMS scenario -40% GHG emissions compared to 1990 (excluding LULUCF and excluding CCS) The energy transition for green growth act -37% compared to 2005 excluding LULUCF and excluding sectors subject to the European carbon market (EU ETS) The EU 2030 climate and energy framework 2050 Carbon neutrality Climate plan 2017 Achieving carbon neutrality (within a margin of eq) d) Cumulative residual GHG emissions trajectory Cumulative GHG emissions between 2015 and 2050 are presented in the graph below for both the reference trajectory of the strategy adopted in 2015 and its current revision.
|
practices compared to 2015, particularly: 25% reduction of the dairy cattle (livestock), 33% reduction of the cattle other than dairy (livestock), 82% reduction of surplus nitrogen Maximised soil cover according to the principles of agro-ecology with in particular: ⦠84% increase in intermediate nitrate-trap crops ⦠60% increase in intermediate crops for energy purposes. c) Compliance with greenhouse gas emissions reduction targets This trajectory allows the following targets in greenhouse gas emissions reduction to be met in France at the 2030 and 2050 time frames (see also the analysis of compliance with the first three carbon budgets in chapter 3 âThe carbon budgetsâ): Horizon Objective Reference Results of AMS scenario -40% GHG emissions compared to 1990 (excluding LULUCF and excluding CCS) The energy transition for green growth act -37% compared to 2005 excluding LULUCF and excluding sectors subject to the European carbon market (EU ETS) The EU 2030 climate and energy framework 2050 Carbon neutrality Climate plan 2017 Achieving carbon neutrality (within a margin of eq) d) Cumulative residual GHG emissions trajectory Cumulative GHG emissions between 2015 and 2050 are presented in the graph below for both the reference trajectory of the strategy adopted in 2015 and its current revision.
|
938 |
netzero
|
FRA
|
France
|
LTS
|
T_Netzero
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050.0
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
In: Climate change 2014, Mitigating climate change Contribution of Working Group III to the fifth Evaluation Report of the Intergovernmental Panel on Climate Change National low carbon strategy - March 2020 166/176APPENDIX 10: CARBON SINKS This appendix is a list of the strategic elements of the SNBC related to carbon sinks. Achieving carbon neutrality by 2050 involves striking a balance between greenhouse gas emissions and absorptions on the national territory. Indeed, by 2050, by mobilising as much as possible the potential of each available lever to reduce greenhouse gas emissions, without, however, making technological bets, a certain level of emissions seems incompressible, particularly in the non-energy sectors (agriculture in particular).
|
In: Climate change 2014, Mitigating climate change Contribution of Working Group III to the fifth Evaluation Report of the Intergovernmental Panel on Climate Change National low carbon strategy - March 2020 166/176APPENDIX 10: CARBON SINKS This appendix is a list of the strategic elements of the SNBC related to carbon sinks. Achieving carbon neutrality by 2050 involves striking a balance between greenhouse gas emissions and absorptions on the national territory. Indeed, by 2050, by mobilising as much as possible the potential of each available lever to reduce greenhouse gas emissions, without, however, making technological bets, a certain level of emissions seems incompressible, particularly in the non-energy sectors (agriculture in particular).
|
939 |
netzero
|
FRA
|
France
|
LTS
|
T_Netzero
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050.0
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
chapter 2.2), the estimated total sink in the land sector (forest and agricultural land) at optimal and sustainable performance, added to an estimated capture and storage sink, would only allow us to balance these residual non-energy emissions and the residual emissions from fossil fuels retained for part of the transport sector (national air and international transport). 174 See INRA study âstocker du carbone dans les sols français â quel potentiel au regard de l objectif 4 pour 1000 et à quel coût ?â (âStoring carbon in French soils - what potential with regard to objective 4 per 1000 and at what cost?â) - July 2019 National low carbon strategy - March 2020 167/176Sinks and greenhouse gas emissions in France in 2050 according to the baseline scenario The optimised mobilisation of carbon sinks is therefore an essential lever for achieving carbon neutrality by 2050.
|
chapter 2.2), the estimated total sink in the land sector (forest and agricultural land) at optimal and sustainable performance, added to an estimated capture and storage sink, would only allow us to balance these residual non-energy emissions and the residual emissions from fossil fuels retained for part of the transport sector (national air and international transport). 174 See INRA study âstocker du carbone dans les sols français â quel potentiel au regard de l objectif 4 pour 1000 et à quel coût ?â (âStoring carbon in French soils - what potential with regard to objective 4 per 1000 and at what cost?â) - July 2019 National low carbon strategy - March 2020 167/176Sinks and greenhouse gas emissions in France in 2050 according to the baseline scenario The optimised mobilisation of carbon sinks is therefore an essential lever for achieving carbon neutrality by 2050.
|
940 |
netzero
|
FRA
|
France
|
LTS
|
T_Netzero
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050.0
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
174 See INRA study âstocker du carbone dans les sols français â quel potentiel au regard de l objectif 4 pour 1000 et à quel coût ?â (âStoring carbon in French soils - what potential with regard to objective 4 per 1000 and at what cost?â) - July 2019 National low carbon strategy - March 2020 167/176Sinks and greenhouse gas emissions in France in 2050 according to the baseline scenario The optimised mobilisation of carbon sinks is therefore an essential lever for achieving carbon neutrality by 2050. A. Sinks in the land sector The forest contributes to the underlying SNBC scenario (AMS scenario) as a carbon sink in the forest ecosystem, as a carbon sink in wood products, and through substitution effects through the production of materials and energy that can substitute for more GHG-emitting materials and energy.
|
174 See INRA study âstocker du carbone dans les sols français â quel potentiel au regard de l objectif 4 pour 1000 et à quel coût ?â (âStoring carbon in French soils - what potential with regard to objective 4 per 1000 and at what cost?â) - July 2019 National low carbon strategy - March 2020 167/176Sinks and greenhouse gas emissions in France in 2050 according to the baseline scenario The optimised mobilisation of carbon sinks is therefore an essential lever for achieving carbon neutrality by 2050. A. Sinks in the land sector The forest contributes to the underlying SNBC scenario (AMS scenario) as a carbon sink in the forest ecosystem, as a carbon sink in wood products, and through substitution effects through the production of materials and energy that can substitute for more GHG-emitting materials and energy.
|
941 |
targets
|
FRA
|
France
|
LTS
|
T_Economy_Unc
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
In parallel to the reduction of territorial emissions, the national low carbon strategy aims to achieve an overall reduction in the French carbon footprint (cf. chapter 4.1.i. âCarbon footprintâ). We must develop a new sustainable model of growth that creates jobs and wealth and improves wellbeing whilst building a circular economy for the future that is resilient to climate change. 2.1. Strategic Themes A. Ambition Achieving carbon neutrality by 2050 is a real challenge (reducing gross emissions by a factor of at least 6) requiring very ambitious efforts in terms of energy efficiency, ambitious also in terms of sobriety, involving massive investments and a substantial transformation of our production and consumption patterns in order to develop a more circular economy, which is both resource-efficient and less waste-producing.
|
In parallel to the reduction of territorial emissions, the national low carbon strategy aims to achieve an overall reduction in the French carbon footprint (cf. chapter 4.1.i. âCarbon footprintâ). We must develop a new sustainable model of growth that creates jobs and wealth and improves wellbeing whilst building a circular economy for the future that is resilient to climate change. 2.1. Strategic Themes A. Ambition Achieving carbon neutrality by 2050 is a real challenge (reducing gross emissions by a factor of at least 6) requiring very ambitious efforts in terms of energy efficiency, ambitious also in terms of sobriety, involving massive investments and a substantial transformation of our production and consumption patterns in order to develop a more circular economy, which is both resource-efficient and less waste-producing.
|
942 |
targets
|
FRA
|
France
|
LTS
|
T_Economy_Unc
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Ambition Achieving carbon neutrality by 2050 is a real challenge (reducing gross emissions by a factor of at least 6) requiring very ambitious efforts in terms of energy efficiency, ambitious also in terms of sobriety, involving massive investments and a substantial transformation of our production and consumption patterns in order to develop a more circular economy, which is both resource-efficient and less waste-producing. These climate issues are global and closely linked to our consumption. Thus, it is also our responsibility to control the emissions embedded in the goods and services imported to France. B.
|
Ambition Achieving carbon neutrality by 2050 is a real challenge (reducing gross emissions by a factor of at least 6) requiring very ambitious efforts in terms of energy efficiency, ambitious also in terms of sobriety, involving massive investments and a substantial transformation of our production and consumption patterns in order to develop a more circular economy, which is both resource-efficient and less waste-producing. These climate issues are global and closely linked to our consumption. Thus, it is also our responsibility to control the emissions embedded in the goods and services imported to France. B.
|
943 |
targets
|
FRA
|
France
|
LTS
|
T_Economy_Unc
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Thus, it is also our responsibility to control the emissions embedded in the goods and services imported to France. B. International equity France assumes its responsibility in the fight against climate change, and upholds the principle already approved at international level of an action that is proportionate to the common responsibilities of States, but is fair and thus differentiated depending on the countries, taking into account the differences in the national situations, notably in terms of their capacity and potential to reduce emissions and their historical responsibility. C. Realism The strategy is based on a prospective baseline scenario of achieving carbon neutrality by 2050 (cf. chapter 2.2. âThe baseline scenarioâ). This will allow us to define one credible vision for the transition to carbon neutrality.
|
Thus, it is also our responsibility to control the emissions embedded in the goods and services imported to France. B. International equity France assumes its responsibility in the fight against climate change, and upholds the principle already approved at international level of an action that is proportionate to the common responsibilities of States, but is fair and thus differentiated depending on the countries, taking into account the differences in the national situations, notably in terms of their capacity and potential to reduce emissions and their historical responsibility. C. Realism The strategy is based on a prospective baseline scenario of achieving carbon neutrality by 2050 (cf. chapter 2.2. âThe baseline scenarioâ). This will allow us to define one credible vision for the transition to carbon neutrality.
|
944 |
targets
|
FRA
|
France
|
LTS
|
T_Economy_Unc
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The hypotheses considered by 2050 in fact assume a very substantial change in French agricultural practices compared to 2015, particularly: 25% reduction of the dairy cattle (livestock), 33% reduction of the cattle other than dairy (livestock), 82% reduction of surplus nitrogen Maximised soil cover according to the principles of agro-ecology with in particular: ⦠84% increase in intermediate nitrate-trap crops ⦠60% increase in intermediate crops for energy purposes. c) Compliance with greenhouse gas emissions reduction targets This trajectory allows the following targets in greenhouse gas emissions reduction to be met in France at the 2030 and 2050 time frames (see also the analysis of compliance with the first three carbon budgets in chapter 3 âThe carbon budgetsâ): Horizon Objective Reference Results of AMS scenario -40% GHG emissions compared to 1990 (excluding LULUCF and excluding CCS) The energy transition for green growth act -37% compared to 2005 excluding LULUCF and excluding sectors subject to the European carbon market (EU ETS) The EU 2030 climate and energy framework 2050 Carbon neutrality Climate plan 2017 Achieving carbon neutrality (within a margin of eq) d) Cumulative residual GHG emissions trajectory Cumulative GHG emissions between 2015 and 2050 are presented in the graph below for both the reference trajectory of the strategy adopted in 2015 and its current revision.
|
practices compared to 2015, particularly: 25% reduction of the dairy cattle (livestock), 33% reduction of the cattle other than dairy (livestock), 82% reduction of surplus nitrogen Maximised soil cover according to the principles of agro-ecology with in particular: ⦠84% increase in intermediate nitrate-trap crops ⦠60% increase in intermediate crops for energy purposes. c) Compliance with greenhouse gas emissions reduction targets This trajectory allows the following targets in greenhouse gas emissions reduction to be met in France at the 2030 and 2050 time frames (see also the analysis of compliance with the first three carbon budgets in chapter 3 âThe carbon budgetsâ): Horizon Objective Reference Results of AMS scenario -40% GHG emissions compared to 1990 (excluding LULUCF and excluding CCS) The energy transition for green growth act -37% compared to 2005 excluding LULUCF and excluding sectors subject to the European carbon market (EU ETS) The EU 2030 climate and energy framework 2050 Carbon neutrality Climate plan 2017 Achieving carbon neutrality (within a margin of eq) d) Cumulative residual GHG emissions trajectory Cumulative GHG emissions between 2015 and 2050 are presented in the graph below for both the reference trajectory of the strategy adopted in 2015 and its current revision.
|
945 |
targets
|
FRA
|
France
|
LTS
|
T_Economy_Unc
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
In: Climate change 2014, Mitigating climate change Contribution of Working Group III to the fifth Evaluation Report of the Intergovernmental Panel on Climate Change National low carbon strategy - March 2020 166/176APPENDIX 10: CARBON SINKS This appendix is a list of the strategic elements of the SNBC related to carbon sinks. Achieving carbon neutrality by 2050 involves striking a balance between greenhouse gas emissions and absorptions on the national territory. Indeed, by 2050, by mobilising as much as possible the potential of each available lever to reduce greenhouse gas emissions, without, however, making technological bets, a certain level of emissions seems incompressible, particularly in the non-energy sectors (agriculture in particular).
|
In: Climate change 2014, Mitigating climate change Contribution of Working Group III to the fifth Evaluation Report of the Intergovernmental Panel on Climate Change National low carbon strategy - March 2020 166/176APPENDIX 10: CARBON SINKS This appendix is a list of the strategic elements of the SNBC related to carbon sinks. Achieving carbon neutrality by 2050 involves striking a balance between greenhouse gas emissions and absorptions on the national territory. Indeed, by 2050, by mobilising as much as possible the potential of each available lever to reduce greenhouse gas emissions, without, however, making technological bets, a certain level of emissions seems incompressible, particularly in the non-energy sectors (agriculture in particular).
|
946 |
targets
|
FRA
|
France
|
LTS
|
T_Economy_Unc
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
chapter 2.2), the estimated total sink in the land sector (forest and agricultural land) at optimal and sustainable performance, added to an estimated capture and storage sink, would only allow us to balance these residual non-energy emissions and the residual emissions from fossil fuels retained for part of the transport sector (national air and international transport). 174 See INRA study âstocker du carbone dans les sols français â quel potentiel au regard de l objectif 4 pour 1000 et à quel coût ?â (âStoring carbon in French soils - what potential with regard to objective 4 per 1000 and at what cost?â) - July 2019 National low carbon strategy - March 2020 167/176Sinks and greenhouse gas emissions in France in 2050 according to the baseline scenario The optimised mobilisation of carbon sinks is therefore an essential lever for achieving carbon neutrality by 2050.
|
chapter 2.2), the estimated total sink in the land sector (forest and agricultural land) at optimal and sustainable performance, added to an estimated capture and storage sink, would only allow us to balance these residual non-energy emissions and the residual emissions from fossil fuels retained for part of the transport sector (national air and international transport). 174 See INRA study âstocker du carbone dans les sols français â quel potentiel au regard de l objectif 4 pour 1000 et à quel coût ?â (âStoring carbon in French soils - what potential with regard to objective 4 per 1000 and at what cost?â) - July 2019 National low carbon strategy - March 2020 167/176Sinks and greenhouse gas emissions in France in 2050 according to the baseline scenario The optimised mobilisation of carbon sinks is therefore an essential lever for achieving carbon neutrality by 2050.
|
947 |
targets
|
FRA
|
France
|
LTS
|
T_Economy_Unc
|
Achieving carbon neutrality by 2050
|
T_FL
|
2050
|
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
174 See INRA study âstocker du carbone dans les sols français â quel potentiel au regard de l objectif 4 pour 1000 et à quel coût ?â (âStoring carbon in French soils - what potential with regard to objective 4 per 1000 and at what cost?â) - July 2019 National low carbon strategy - March 2020 167/176Sinks and greenhouse gas emissions in France in 2050 according to the baseline scenario The optimised mobilisation of carbon sinks is therefore an essential lever for achieving carbon neutrality by 2050. A. Sinks in the land sector The forest contributes to the underlying SNBC scenario (AMS scenario) as a carbon sink in the forest ecosystem, as a carbon sink in wood products, and through substitution effects through the production of materials and energy that can substitute for more GHG-emitting materials and energy.
|
174 See INRA study âstocker du carbone dans les sols français â quel potentiel au regard de l objectif 4 pour 1000 et à quel coût ?â (âStoring carbon in French soils - what potential with regard to objective 4 per 1000 and at what cost?â) - July 2019 National low carbon strategy - March 2020 167/176Sinks and greenhouse gas emissions in France in 2050 according to the baseline scenario The optimised mobilisation of carbon sinks is therefore an essential lever for achieving carbon neutrality by 2050. A. Sinks in the land sector The forest contributes to the underlying SNBC scenario (AMS scenario) as a carbon sink in the forest ecosystem, as a carbon sink in wood products, and through substitution effects through the production of materials and energy that can substitute for more GHG-emitting materials and energy.
|
948 |
mitigation
|
FRA
|
France
|
LTS
|
I_Vehicleeff
|
Significant efforts should also be made in terms of vehicle efficiency, particularly for thermal vehicles. In particular, the scenario targets a level of 4L/100km in real consumption for new vehicles sold in 2030. New electric vehicles should reach a performance level of 12.5 kWh/100 km by 2050 (about 40% less consumption in comparison to current levels).
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
In particular, the scenario targets a level of 4L/100km in real consumption for new vehicles sold in 2030. New electric vehicles should reach a performance level of 12.5 kWh/100 km by 2050 (about 40% less consumption in comparison to current levels). A more balanced mix (renewable gas, electricity, biofuels) is sought for goods transport because of the greater constraints in the engines used in this type of transport. Electrification for these vehicles will be slower than for cars. Significant efforts in energy efficiency will also be made for heavy goods vehicles: depending on the type of engine, improvements in efficiency of 35-40% will be obtained by 2050. The improvements in energy efficiency and decarbonisation will concern all modes of transport.
|
In particular, the scenario targets a level of 4L/100km in real consumption for new vehicles sold in 2030. New electric vehicles should reach a performance level of 12.5 kWh/100 km by 2050 (about 40% less consumption in comparison to current levels). A more balanced mix (renewable gas, electricity, biofuels) is sought for goods transport because of the greater constraints in the engines used in this type of transport. Electrification for these vehicles will be slower than for cars. Significant efforts in energy efficiency will also be made for heavy goods vehicles: depending on the type of engine, improvements in efficiency of 35-40% will be obtained by 2050. The improvements in energy efficiency and decarbonisation will concern all modes of transport.
|
949 |
mitigation
|
FRA
|
France
|
LTS
|
I_Vehicleeff
|
Set ambitious energy efficiency targets at national level and take these to the European level, in order to decrease pressure on carbon-free resources created by the carbon neutrality goal. for cars, aim for an actual consumption level of: ⪠Approximately 4 l/100 km for new thermal vehicles sold after 203071; ⪠12.5 kWh/100 km for new electric vehicles by 2050; ⦠for heavy goods vehicles, aim for a consumption in 2040 of: ⪠21 l/100 km for new vehicles running on diesel; ⪠15 kg/100 km for new vehicles running on natural gas for vehicles (NGV); ⪠129 kWh/100 km for vehicles running on electricity.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Set ambitious energy efficiency targets at national level and take these to the European National low carbon strategy - March 2020 72/176level, in order to decrease pressure on carbon-free resources created by the carbon neutrality goal. These objectives should: ⦠for cars, aim for an actual consumption level of: ⪠Approximately 4 l/100 km for new thermal vehicles sold after 203071; ⪠12.5 kWh/100 km for new electric vehicles by 2050; ⦠for heavy goods vehicles, aim for a consumption in 2040 of: ⪠21 l/100 km for new vehicles running on diesel; ⪠15 kg/100 km for new vehicles running on natural gas for vehicles (NGV); ⪠129 kWh/100 km for vehicles running on electricity.
|
Set ambitious energy efficiency targets at national level and take these to the European National low carbon strategy - March 2020 72/176level, in order to decrease pressure on carbon-free resources created by the carbon neutrality goal. These objectives should: ⦠for cars, aim for an actual consumption level of: ⪠Approximately 4 l/100 km for new thermal vehicles sold after 203071; ⪠12.5 kWh/100 km for new electric vehicles by 2050; ⦠for heavy goods vehicles, aim for a consumption in 2040 of: ⪠21 l/100 km for new vehicles running on diesel; ⪠15 kg/100 km for new vehicles running on natural gas for vehicles (NGV); ⪠129 kWh/100 km for vehicles running on electricity.
|
950 |
mitigation
|
FRA
|
France
|
LTS
|
I_Vehiclescrappage
|
Support vehicle renewal to accelerate the energy transition, while taking the economicimpacts of this into account and paying particular attention to the most precarious and geographically isolated members of the population
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
To meet this objective, the main technologies available are electric vehicles, which by 2040 will be at a highly advanced stage, and hydrogen, for which deployment prospects for 2040 will have to be analysed in more detail, but which remains an interesting solution to run alongside electric vehicles. As a reminder, the baseline scenario targets 35% sales of new electric passenger cars and 10% sales of plug-in hybrids in 2030 and 100% sales of new electric passenger cars in 2040. c) Guideline T 3: support fleet changes for all modes of transport Support vehicle renewal to accelerate the energy transition, while taking the economic impacts of this into account and paying particular attention to the most precarious and geographically isolated members of the population.
|
To meet this objective, the main technologies available are electric vehicles, which by 2040 will be at a highly advanced stage, and hydrogen, for which deployment prospects for 2040 will have to be analysed in more detail, but which remains an interesting solution to run alongside electric vehicles. As a reminder, the baseline scenario targets 35% sales of new electric passenger cars and 10% sales of plug-in hybrids in 2030 and 100% sales of new electric passenger cars in 2040. c) Guideline T 3: support fleet changes for all modes of transport Support vehicle renewal to accelerate the energy transition, while taking the economic impacts of this into account and paying particular attention to the most precarious and geographically isolated members of the population.
|
951 |
mitigation
|
FRA
|
France
|
LTS
|
I_Vehiclescrappage
|
Support vehicle renewal to accelerate the energy transition, while taking the economicimpacts of this into account and paying particular attention to the most precarious and geographically isolated members of the population
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
As a reminder, the baseline scenario targets 35% sales of new electric passenger cars and 10% sales of plug-in hybrids in 2030 and 100% sales of new electric passenger cars in 2040. c) Guideline T 3: support fleet changes for all modes of transport Support vehicle renewal to accelerate the energy transition, while taking the economic impacts of this into account and paying particular attention to the most precarious and geographically isolated members of the population. Through legislative and regulatory measures and investments, facilitate the deployment of a permanent network of recharging facilities that is open to the public and spread evenly across the whole of the country (proximity network) and higher power recharges on the major roads and junctions.
|
As a reminder, the baseline scenario targets 35% sales of new electric passenger cars and 10% sales of plug-in hybrids in 2030 and 100% sales of new electric passenger cars in 2040. c) Guideline T 3: support fleet changes for all modes of transport Support vehicle renewal to accelerate the energy transition, while taking the economic impacts of this into account and paying particular attention to the most precarious and geographically isolated members of the population. Through legislative and regulatory measures and investments, facilitate the deployment of a permanent network of recharging facilities that is open to the public and spread evenly across the whole of the country (proximity network) and higher power recharges on the major roads and junctions.
|
952 |
mitigation
|
FRA
|
France
|
LTS
|
I_Vehicleimprove
|
Set ambitious decarbonisation goals for vehicles, including two-wheeled vehicles (in gCO2/km rather than gCO2/kWh) and public health objectives, by prioritising a life cycle approach, incorporating the various environmental criteria (pollution, resources etc.).
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Support changes in actual fleet energy efficiency by improving vehicle use through an awareness campaign for all citizens and professionals about eco-driving. Set ambitious decarbonisation goals for vehicles, including two-wheeled vehicles (in gCO /km rather than gCO /kWh) and public health objectives, by prioritising a life cycle approach, incorporating the various environmental criteria (pollution, resources etc.). ⦠At the same time, guarantee the continuity of these strategic directions by giving a clear view, over as long a time frame as possible, of the resulting public policies, while taking into account the inherent uncertainties, coherence with European guidelines, technological developments and technological risks over the long term. ⦠Take the vehicles with the highest impact on atmospheric pollution out of circulation through appropriate measures, including low emissions zones.
|
Support changes in actual fleet energy efficiency by improving vehicle use through an awareness campaign for all citizens and professionals about eco-driving. Set ambitious decarbonisation goals for vehicles, including two-wheeled vehicles (in gCO /km rather than gCO /kWh) and public health objectives, by prioritising a life cycle approach, incorporating the various environmental criteria (pollution, resources etc.). ⦠At the same time, guarantee the continuity of these strategic directions by giving a clear view, over as long a time frame as possible, of the resulting public policies, while taking into account the inherent uncertainties, coherence with European guidelines, technological developments and technological risks over the long term. ⦠Take the vehicles with the highest impact on atmospheric pollution out of circulation through appropriate measures, including low emissions zones.
|
953 |
mitigation
|
FRA
|
France
|
LTS
|
I_Emobility
|
The objective of neutrality by 2050 implies a near-total decarbonisation of the transport sector by switching to electric motors
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
These will be extended and completed in order to expand the base affected and the intensity of the measures. Over time, measures that deviate more substantially from current trends will be enacted. C. Synthesis of the scenario by sector The main approaches and measures included in the baseline scenario are described below by sector. a) Transport The objective of neutrality by 2050 implies a near-total decarbonisation of the transport sector by switching to electric motors, biofuel and biogas depending on the mode of transport. A share of non-bio-based fuels is however reserved in 2050 for air transport and international marine bunkers. The scenario assumes that demand for mobility will grow but will be uncoupled from economic growth compared to the current trend.
|
These will be extended and completed in order to expand the base affected and the intensity of the measures. Over time, measures that deviate more substantially from current trends will be enacted. C. Synthesis of the scenario by sector The main approaches and measures included in the baseline scenario are described below by sector. a) Transport The objective of neutrality by 2050 implies a near-total decarbonisation of the transport sector by switching to electric motors, biofuel and biogas depending on the mode of transport. A share of non-bio-based fuels is however reserved in 2050 for air transport and international marine bunkers. The scenario assumes that demand for mobility will grow but will be uncoupled from economic growth compared to the current trend.
|
954 |
mitigation
|
FRA
|
France
|
LTS
|
I_Biofuel
|
biofuel
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
These will be extended and completed in order to expand the base affected and the intensity of the measures. Over time, measures that deviate more substantially from current trends will be enacted. C. Synthesis of the scenario by sector The main approaches and measures included in the baseline scenario are described below by sector. a) Transport The objective of neutrality by 2050 implies a near-total decarbonisation of the transport sector by switching to electric motors, biofuel and biogas depending on the mode of transport. A share of non-bio-based fuels is however reserved in 2050 for air transport and international marine bunkers. The scenario assumes that demand for mobility will grow but will be uncoupled from economic growth compared to the current trend.
|
These will be extended and completed in order to expand the base affected and the intensity of the measures. Over time, measures that deviate more substantially from current trends will be enacted. C. Synthesis of the scenario by sector The main approaches and measures included in the baseline scenario are described below by sector. a) Transport The objective of neutrality by 2050 implies a near-total decarbonisation of the transport sector by switching to electric motors, biofuel and biogas depending on the mode of transport. A share of non-bio-based fuels is however reserved in 2050 for air transport and international marine bunkers. The scenario assumes that demand for mobility will grow but will be uncoupled from economic growth compared to the current trend.
|
955 |
mitigation
|
FRA
|
France
|
LTS
|
I_Biofuel
|
biofuel
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
c) Guideline A 3: developing low carbon energy production and the bioeconomy in order to contribute to the overall reduction of CO emissions in France and bolstering the added value of the agricultural sector Developing anaerobic digestion for livestock effluents or low worth crop production (intermediate biofuel-producing crops, crop residues, even surplus grass etc.) 94; Developing wind power on farms and solar power on farm buildings 95 Making use of wood energy from agroforestry96; Diversify liquid biofuel production so as to ensure advanced biofuel development97 Developing other facets of the bioeconomy, such as the production of bio-based materials or chemicals for their ability to replace materials of non-renewable origin98.
|
c) Guideline A 3: developing low carbon energy production and the bioeconomy in order to contribute to the overall reduction of CO emissions in France and bolstering the added value of the agricultural sector Developing anaerobic digestion for livestock effluents or low worth crop production (intermediate biofuel-producing crops, crop residues, even surplus grass etc.) 94; Developing wind power on farms and solar power on farm buildings 95 Making use of wood energy from agroforestry96; Diversify liquid biofuel production so as to ensure advanced biofuel development97 Developing other facets of the bioeconomy, such as the production of bio-based materials or chemicals for their ability to replace materials of non-renewable origin98.
|
956 |
mitigation
|
FRA
|
France
|
LTS
|
I_Biofuel
|
biofuel
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
94; Developing wind power on farms and solar power on farm buildings 95 Making use of wood energy from agroforestry96; Diversify liquid biofuel production so as to ensure advanced biofuel development97 Developing other facets of the bioeconomy, such as the production of bio-based materials or chemicals for their ability to replace materials of non-renewable origin98. As a reminder, the baseline scenario sets out that 2/3 of the total biomass mobilised by 2050 for energy production will come directly or indirectly from the agricultural sector.
|
94; Developing wind power on farms and solar power on farm buildings 95 Making use of wood energy from agroforestry96; Diversify liquid biofuel production so as to ensure advanced biofuel development97 Developing other facets of the bioeconomy, such as the production of bio-based materials or chemicals for their ability to replace materials of non-renewable origin98. As a reminder, the baseline scenario sets out that 2/3 of the total biomass mobilised by 2050 for energy production will come directly or indirectly from the agricultural sector.
|
957 |
mitigation
|
FRA
|
France
|
LTS
|
I_Biofuel
|
biogas depending on the mode of transport. A share of non-bio-based fuels is however reserved in 2050 for air transport and international marine bunkers.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
These will be extended and completed in order to expand the base affected and the intensity of the measures. Over time, measures that deviate more substantially from current trends will be enacted. C. Synthesis of the scenario by sector The main approaches and measures included in the baseline scenario are described below by sector. a) Transport The objective of neutrality by 2050 implies a near-total decarbonisation of the transport sector by switching to electric motors, biofuel and biogas depending on the mode of transport. A share of non-bio-based fuels is however reserved in 2050 for air transport and international marine bunkers. The scenario assumes that demand for mobility will grow but will be uncoupled from economic growth compared to the current trend.
|
These will be extended and completed in order to expand the base affected and the intensity of the measures. Over time, measures that deviate more substantially from current trends will be enacted. C. Synthesis of the scenario by sector The main approaches and measures included in the baseline scenario are described below by sector. a) Transport The objective of neutrality by 2050 implies a near-total decarbonisation of the transport sector by switching to electric motors, biofuel and biogas depending on the mode of transport. A share of non-bio-based fuels is however reserved in 2050 for air transport and international marine bunkers. The scenario assumes that demand for mobility will grow but will be uncoupled from economic growth compared to the current trend.
|
958 |
mitigation
|
FRA
|
France
|
LTS
|
I_Emobility
|
Electrification is approximately two to three times more efficient than thermal solutions in terms of fuel efficiency for vehicles. This option is prioritised in the long term, particularly for cars (100% of sales for new cars will be electric after 2040). This option should be developed ambitiously since it requires a five-fold multiplication of electric vehicle sales by 2022 (corresponding to the commitment in the Contrat stratégique de la filière Automobile 2018-2022, Strategic Contract for the Automobile sector 2018-2022). In 2030, the scenario attains a 35% share for private electric cars and a 10% share for private rechargeable hybrid cars in sales of new vehicles.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
This option is prioritised in the long term, particularly for cars (100% of sales for new cars will be electric after 2040). This option should be developed ambitiously since it requires a five-fold multiplication of electric vehicle sales by 2022 (corresponding to the commitment in the Contrat stratégique de la filière Automobile 2018-2022, Strategic Contract for the Automobile sector 2018-2022). In 2030, the scenario attains a 35% share for private electric cars and a 10% share for private rechargeable hybrid cars in sales of new vehicles. Significant efforts should also be made in terms of vehicle efficiency, particularly for thermal vehicles. In particular, the scenario targets a level of 4L/100km in real consumption for new vehicles sold in 2030.
|
This option is prioritised in the long term, particularly for cars (100% of sales for new cars will be electric after 2040). This option should be developed ambitiously since it requires a five-fold multiplication of electric vehicle sales by 2022 (corresponding to the commitment in the Contrat stratégique de la filière Automobile 2018-2022, Strategic Contract for the Automobile sector 2018-2022). In 2030, the scenario attains a 35% share for private electric cars and a 10% share for private rechargeable hybrid cars in sales of new vehicles. Significant efforts should also be made in terms of vehicle efficiency, particularly for thermal vehicles. In particular, the scenario targets a level of 4L/100km in real consumption for new vehicles sold in 2030.
|
959 |
mitigation
|
FRA
|
France
|
LTS
|
I_Altfuels
|
A more balanced mix (renewable gas, electricity, biofuels) is sought for goods transport because of the greater constraints in the engines used in this type of transport. Electrification for these vehicles will be slower than for cars. Significant efforts in energy efficiency will also be made for heavy goods vehicles: depending on the type of engine, improvements in efficiency of 35-40% will be obtained by 2050.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
In particular, the scenario targets a level of 4L/100km in real consumption for new vehicles sold in 2030. New electric vehicles should reach a performance level of 12.5 kWh/100 km by 2050 (about 40% less consumption in comparison to current levels). A more balanced mix (renewable gas, electricity, biofuels) is sought for goods transport because of the greater constraints in the engines used in this type of transport. Electrification for these vehicles will be slower than for cars. Significant efforts in energy efficiency will also be made for heavy goods vehicles: depending on the type of engine, improvements in efficiency of 35-40% will be obtained by 2050. The improvements in energy efficiency and decarbonisation will concern all modes of transport.
|
In particular, the scenario targets a level of 4L/100km in real consumption for new vehicles sold in 2030. New electric vehicles should reach a performance level of 12.5 kWh/100 km by 2050 (about 40% less consumption in comparison to current levels). A more balanced mix (renewable gas, electricity, biofuels) is sought for goods transport because of the greater constraints in the engines used in this type of transport. Electrification for these vehicles will be slower than for cars. Significant efforts in energy efficiency will also be made for heavy goods vehicles: depending on the type of engine, improvements in efficiency of 35-40% will be obtained by 2050. The improvements in energy efficiency and decarbonisation will concern all modes of transport.
|
960 |
mitigation
|
FRA
|
France
|
LTS
|
I_Jetfuel
|
The scenario notably envisages a progressive development of biofuels in aviation to reach 50% by 2050.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The improvements in energy efficiency and decarbonisation will concern all modes of transport. The scenario notably envisages a progressive development of biofuels in aviation to reach 50% by 21 Where appropriate by comparison with the âcourse of timeâ scenarios. National low carbon strategy - March 2020 19/1762050. Sea and river transport will be entirely carbon-free for domestic emissions by 2050 and 50% decarbonised for the international bunkers. The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised.
|
The improvements in energy efficiency and decarbonisation will concern all modes of transport. The scenario notably envisages a progressive development of biofuels in aviation to reach 50% by 21 Where appropriate by comparison with the âcourse of timeâ scenarios. National low carbon strategy - March 2020 19/1762050. Sea and river transport will be entirely carbon-free for domestic emissions by 2050 and 50% decarbonised for the international bunkers. The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised.
|
961 |
mitigation
|
FRA
|
France
|
LTS
|
I_Shipping
|
Sea and river transport will be entirely carbon-free for domestic emissions by 2050 and 50% decarbonised for the international bunkers
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The improvements in energy efficiency and decarbonisation will concern all modes of transport. The scenario notably envisages a progressive development of biofuels in aviation to reach 50% by 21 Where appropriate by comparison with the âcourse of timeâ scenarios. National low carbon strategy - March 2020 19/1762050. Sea and river transport will be entirely carbon-free for domestic emissions by 2050 and 50% decarbonised for the international bunkers. The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised.
|
The improvements in energy efficiency and decarbonisation will concern all modes of transport. The scenario notably envisages a progressive development of biofuels in aviation to reach 50% by 21 Where appropriate by comparison with the âcourse of timeâ scenarios. National low carbon strategy - March 2020 19/1762050. Sea and river transport will be entirely carbon-free for domestic emissions by 2050 and 50% decarbonised for the international bunkers. The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised.
|
962 |
mitigation
|
FRA
|
France
|
LTS
|
A_TDM
|
rise in traffic both for the transport of people and for the transport of goods will be controlled,
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The improvements in energy efficiency and decarbonisation will concern all modes of transport. The scenario notably envisages a progressive development of biofuels in aviation to reach 50% by 21 Where appropriate by comparison with the âcourse of timeâ scenarios. National low carbon strategy - March 2020 19/1762050. Sea and river transport will be entirely carbon-free for domestic emissions by 2050 and 50% decarbonised for the international bunkers. The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised.
|
The improvements in energy efficiency and decarbonisation will concern all modes of transport. The scenario notably envisages a progressive development of biofuels in aviation to reach 50% by 21 Where appropriate by comparison with the âcourse of timeâ scenarios. National low carbon strategy - March 2020 19/1762050. Sea and river transport will be entirely carbon-free for domestic emissions by 2050 and 50% decarbonised for the international bunkers. The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised.
|
963 |
mitigation
|
FRA
|
France
|
LTS
|
A_TDM
|
rise in traffic both for the transport of people and for the transport of goods will be controlled,
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised. Passenger traffic in passenger-km for all modes together will rise by 26% between 2015 and 2050 but at a more moderate rate than in the business-as-usual scenario, notably because of the increase in teleworking and a limitation of urban sprawl. The modal share of cycling will be multiplied by 4 after 2030. Public transport will develop significantly with a progression in its modal share of 7 points, this will also apply to shared transport and car-sharing.
|
The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised. Passenger traffic in passenger-km for all modes together will rise by 26% between 2015 and 2050 but at a more moderate rate than in the business-as-usual scenario, notably because of the increase in teleworking and a limitation of urban sprawl. The modal share of cycling will be multiplied by 4 after 2030. Public transport will develop significantly with a progression in its modal share of 7 points, this will also apply to shared transport and car-sharing.
|
964 |
mitigation
|
FRA
|
France
|
LTS
|
S_Activemobility
|
that a modal shift will occur towards active means of transport,
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The improvements in energy efficiency and decarbonisation will concern all modes of transport. The scenario notably envisages a progressive development of biofuels in aviation to reach 50% by 21 Where appropriate by comparison with the âcourse of timeâ scenarios. National low carbon strategy - March 2020 19/1762050. Sea and river transport will be entirely carbon-free for domestic emissions by 2050 and 50% decarbonised for the international bunkers. The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised.
|
The improvements in energy efficiency and decarbonisation will concern all modes of transport. The scenario notably envisages a progressive development of biofuels in aviation to reach 50% by 21 Where appropriate by comparison with the âcourse of timeâ scenarios. National low carbon strategy - March 2020 19/1762050. Sea and river transport will be entirely carbon-free for domestic emissions by 2050 and 50% decarbonised for the international bunkers. The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised.
|
965 |
mitigation
|
FRA
|
France
|
LTS
|
S_Activemobility
|
that a modal shift will occur towards active means of transport,
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised. Passenger traffic in passenger-km for all modes together will rise by 26% between 2015 and 2050 but at a more moderate rate than in the business-as-usual scenario, notably because of the increase in teleworking and a limitation of urban sprawl. The modal share of cycling will be multiplied by 4 after 2030. Public transport will develop significantly with a progression in its modal share of 7 points, this will also apply to shared transport and car-sharing.
|
The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised. Passenger traffic in passenger-km for all modes together will rise by 26% between 2015 and 2050 but at a more moderate rate than in the business-as-usual scenario, notably because of the increase in teleworking and a limitation of urban sprawl. The modal share of cycling will be multiplied by 4 after 2030. Public transport will develop significantly with a progression in its modal share of 7 points, this will also apply to shared transport and car-sharing.
|
966 |
mitigation
|
FRA
|
France
|
LTS
|
S_Infraimprove
|
public transport and bulk transportation and that vehicle use will be optimised.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The improvements in energy efficiency and decarbonisation will concern all modes of transport. The scenario notably envisages a progressive development of biofuels in aviation to reach 50% by 21 Where appropriate by comparison with the âcourse of timeâ scenarios. National low carbon strategy - March 2020 19/1762050. Sea and river transport will be entirely carbon-free for domestic emissions by 2050 and 50% decarbonised for the international bunkers. The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised.
|
The improvements in energy efficiency and decarbonisation will concern all modes of transport. The scenario notably envisages a progressive development of biofuels in aviation to reach 50% by 21 Where appropriate by comparison with the âcourse of timeâ scenarios. National low carbon strategy - March 2020 19/1762050. Sea and river transport will be entirely carbon-free for domestic emissions by 2050 and 50% decarbonised for the international bunkers. The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised.
|
967 |
mitigation
|
FRA
|
France
|
LTS
|
S_Infraimprove
|
public transport and bulk transportation and that vehicle use will be optimised.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised. Passenger traffic in passenger-km for all modes together will rise by 26% between 2015 and 2050 but at a more moderate rate than in the business-as-usual scenario, notably because of the increase in teleworking and a limitation of urban sprawl. The modal share of cycling will be multiplied by 4 after 2030. Public transport will develop significantly with a progression in its modal share of 7 points, this will also apply to shared transport and car-sharing.
|
The scenario assumes that the rise in traffic both for the transport of people and for the transport of goods will be controlled, that a modal shift will occur towards active means of transport, public transport and bulk transportation and that vehicle use will be optimised. Passenger traffic in passenger-km for all modes together will rise by 26% between 2015 and 2050 but at a more moderate rate than in the business-as-usual scenario, notably because of the increase in teleworking and a limitation of urban sprawl. The modal share of cycling will be multiplied by 4 after 2030. Public transport will develop significantly with a progression in its modal share of 7 points, this will also apply to shared transport and car-sharing.
|
968 |
mitigation
|
FRA
|
France
|
LTS
|
A_Mixuse
|
Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
a) Guideline URB: Containing land take and reducing carbon emissions caused by urbanisation Make the existing urban framework60 more dynamic by strengthening urban hubs and rural villages, and revitalising areas that have lost their attraction. Develop regional cooperation. Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling. Encourage households, businesses and artisans to move back into town centres. Encourage the reselling of empty buildings and bring them up to standard to limit new construction. Implement strong property policies to manage property prices and preserve diversified uses. Optimize land use by industrial spaces, transport infrastructures and large infrastructures (logistics, ports, airports etc.)
|
a) Guideline URB: Containing land take and reducing carbon emissions caused by urbanisation Make the existing urban framework60 more dynamic by strengthening urban hubs and rural villages, and revitalising areas that have lost their attraction. Develop regional cooperation. Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling. Encourage households, businesses and artisans to move back into town centres. Encourage the reselling of empty buildings and bring them up to standard to limit new construction. Implement strong property policies to manage property prices and preserve diversified uses. Optimize land use by industrial spaces, transport infrastructures and large infrastructures (logistics, ports, airports etc.)
|
969 |
mitigation
|
FRA
|
France
|
LTS
|
A_Mixuse
|
Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The results will be incorporated into the next review of the SNBC. Make the existing urban framework176 more dynamic by strengthening urban hubs and rural villages, and revitalising areas that have lost their attraction. Develop regional cooperation. Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling. Encourage households, businesses and artisans to move back into town centres. Encourage the reselling of empty buildings and bring them up to standard to limit new construction. Implement strong property policies to manage property prices and preserve diversified uses. Optimize land use by industrial spaces, transport infrastructures and large infrastructures (logistics, ports, airports etc.)
|
The results will be incorporated into the next review of the SNBC. Make the existing urban framework176 more dynamic by strengthening urban hubs and rural villages, and revitalising areas that have lost their attraction. Develop regional cooperation. Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling. Encourage households, businesses and artisans to move back into town centres. Encourage the reselling of empty buildings and bring them up to standard to limit new construction. Implement strong property policies to manage property prices and preserve diversified uses. Optimize land use by industrial spaces, transport infrastructures and large infrastructures (logistics, ports, airports etc.)
|
970 |
mitigation
|
FRA
|
France
|
LTS
|
A_Density
|
Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
a) Guideline URB: Containing land take and reducing carbon emissions caused by urbanisation Make the existing urban framework60 more dynamic by strengthening urban hubs and rural villages, and revitalising areas that have lost their attraction. Develop regional cooperation. Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling. Encourage households, businesses and artisans to move back into town centres. Encourage the reselling of empty buildings and bring them up to standard to limit new construction. Implement strong property policies to manage property prices and preserve diversified uses. Optimize land use by industrial spaces, transport infrastructures and large infrastructures (logistics, ports, airports etc.)
|
a) Guideline URB: Containing land take and reducing carbon emissions caused by urbanisation Make the existing urban framework60 more dynamic by strengthening urban hubs and rural villages, and revitalising areas that have lost their attraction. Develop regional cooperation. Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling. Encourage households, businesses and artisans to move back into town centres. Encourage the reselling of empty buildings and bring them up to standard to limit new construction. Implement strong property policies to manage property prices and preserve diversified uses. Optimize land use by industrial spaces, transport infrastructures and large infrastructures (logistics, ports, airports etc.)
|
971 |
mitigation
|
FRA
|
France
|
LTS
|
A_Density
|
Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
The results will be incorporated into the next review of the SNBC. Make the existing urban framework176 more dynamic by strengthening urban hubs and rural villages, and revitalising areas that have lost their attraction. Develop regional cooperation. Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling. Encourage households, businesses and artisans to move back into town centres. Encourage the reselling of empty buildings and bring them up to standard to limit new construction. Implement strong property policies to manage property prices and preserve diversified uses. Optimize land use by industrial spaces, transport infrastructures and large infrastructures (logistics, ports, airports etc.)
|
The results will be incorporated into the next review of the SNBC. Make the existing urban framework176 more dynamic by strengthening urban hubs and rural villages, and revitalising areas that have lost their attraction. Develop regional cooperation. Develop highly dense urban forms structured around transport routes, services, businesses and jobs. Encourage different functions on a same plot of land to avoid urban sprawling. Encourage households, businesses and artisans to move back into town centres. Encourage the reselling of empty buildings and bring them up to standard to limit new construction. Implement strong property policies to manage property prices and preserve diversified uses. Optimize land use by industrial spaces, transport infrastructures and large infrastructures (logistics, ports, airports etc.)
|
972 |
mitigation
|
FRA
|
France
|
LTS
|
A_Landuse
|
Optimize land use by industrial spaces, transport infrastructures and large infrastructures (logistics, ports, airports etc.) that cannot be located in urban areas, and diversify their uses.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Optimize land use by industrial spaces, transport infrastructures and large infrastructures (logistics, ports, airports etc.) that cannot be located in urban areas, and diversify their uses. Promote shops in city centres before developing shops on the outskirts and optimise the footprint of existing large commercial activity zones located outside city centres in line with Action 12 of the biodiversity plan to modernise the regulatory framework and governance relating to commercial development. Incorporate measures in the planning documents encouraging the development of renewable energy, particularly in areas where their impact on the landscape, soil quality, the functioning of the ecosystems and biodiversity is limited.
|
Optimize land use by industrial spaces, transport infrastructures and large infrastructures (logistics, ports, airports etc.) that cannot be located in urban areas, and diversify their uses. Promote shops in city centres before developing shops on the outskirts and optimise the footprint of existing large commercial activity zones located outside city centres in line with Action 12 of the biodiversity plan to modernise the regulatory framework and governance relating to commercial development. Incorporate measures in the planning documents encouraging the development of renewable energy, particularly in areas where their impact on the landscape, soil quality, the functioning of the ecosystems and biodiversity is limited.
|
973 |
mitigation
|
FRA
|
France
|
LTS
|
A_Finance
|
provide the sector with incentive price signals
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Other alternative fuels, such as synthetic kerosene, could be used if their environmental and energy balance proves relevant. a) Guideline T 1: provide the sector with incentive price signals Find a way to gradually standardise intra-European competition in road transport, in order to standardise fuel tax rates at European level or within a group of neighbouring Member States, particularly for professional road transport, in line with the objectives of greening fleets and with public policy objectives (e.g. for public transport). Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas.
|
Other alternative fuels, such as synthetic kerosene, could be used if their environmental and energy balance proves relevant. a) Guideline T 1: provide the sector with incentive price signals Find a way to gradually standardise intra-European competition in road transport, in order to standardise fuel tax rates at European level or within a group of neighbouring Member States, particularly for professional road transport, in line with the objectives of greening fleets and with public policy objectives (e.g. for public transport). Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas.
|
974 |
mitigation
|
FRA
|
France
|
LTS
|
A_Fueltax
|
standardise fuel tax rates at European level or within a group of neighbouring Member States,
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Other alternative fuels, such as synthetic kerosene, could be used if their environmental and energy balance proves relevant. a) Guideline T 1: provide the sector with incentive price signals Find a way to gradually standardise intra-European competition in road transport, in order to standardise fuel tax rates at European level or within a group of neighbouring Member States, particularly for professional road transport, in line with the objectives of greening fleets and with public policy objectives (e.g. for public transport). Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas.
|
Other alternative fuels, such as synthetic kerosene, could be used if their environmental and energy balance proves relevant. a) Guideline T 1: provide the sector with incentive price signals Find a way to gradually standardise intra-European competition in road transport, in order to standardise fuel tax rates at European level or within a group of neighbouring Member States, particularly for professional road transport, in line with the objectives of greening fleets and with public policy objectives (e.g. for public transport). Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas.
|
975 |
mitigation
|
FRA
|
France
|
LTS
|
A_Roadcharging
|
Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Other alternative fuels, such as synthetic kerosene, could be used if their environmental and energy balance proves relevant. a) Guideline T 1: provide the sector with incentive price signals Find a way to gradually standardise intra-European competition in road transport, in order to standardise fuel tax rates at European level or within a group of neighbouring Member States, particularly for professional road transport, in line with the objectives of greening fleets and with public policy objectives (e.g. for public transport). Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas.
|
Other alternative fuels, such as synthetic kerosene, could be used if their environmental and energy balance proves relevant. a) Guideline T 1: provide the sector with incentive price signals Find a way to gradually standardise intra-European competition in road transport, in order to standardise fuel tax rates at European level or within a group of neighbouring Member States, particularly for professional road transport, in line with the objectives of greening fleets and with public policy objectives (e.g. for public transport). Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas.
|
976 |
mitigation
|
FRA
|
France
|
LTS
|
A_Roadcharging
|
Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas. For air transport, support a significant increase in the share of alternative fuels that are highly decarbonated (in life cycle analysis) and convincing in terms of their overall environmental and energy balance by relying on second-generation biofuels or even synthetic kerosene, support R&D to improve energy efficiency and to develop alternatives to hydrocarbons (hydrogen and electric aircraft), and act in European and international bodies to strengthen existing fiscal and market instruments (ETS, CORSIA, ticket taxes), or even replace them with new ones (kerosene taxation), in order to accelerate the decarbonisation of air transport, seeking convergence with national energy taxation.
|
Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas. For air transport, support a significant increase in the share of alternative fuels that are highly decarbonated (in life cycle analysis) and convincing in terms of their overall environmental and energy balance by relying on second-generation biofuels or even synthetic kerosene, support R&D to improve energy efficiency and to develop alternatives to hydrocarbons (hydrogen and electric aircraft), and act in European and international bodies to strengthen existing fiscal and market instruments (ETS, CORSIA, ticket taxes), or even replace them with new ones (kerosene taxation), in order to accelerate the decarbonisation of air transport, seeking convergence with national energy taxation.
|
977 |
mitigation
|
FRA
|
France
|
LTS
|
I_Jetfuel
|
For air transport, support a significant increase in the share of alternative fuels
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas. For air transport, support a significant increase in the share of alternative fuels that are highly decarbonated (in life cycle analysis) and convincing in terms of their overall environmental and energy balance by relying on second-generation biofuels or even synthetic kerosene, support R&D to improve energy efficiency and to develop alternatives to hydrocarbons (hydrogen and electric aircraft), and act in European and international bodies to strengthen existing fiscal and market instruments (ETS, CORSIA, ticket taxes), or even replace them with new ones (kerosene taxation), in order to accelerate the decarbonisation of air transport, seeking convergence with national energy taxation.
|
Enable the internalisation of the external costs of road use (climatic, environmental, health and use) and charge a fair price for road modes, both over long distances and in urban areas. For air transport, support a significant increase in the share of alternative fuels that are highly decarbonated (in life cycle analysis) and convincing in terms of their overall environmental and energy balance by relying on second-generation biofuels or even synthetic kerosene, support R&D to improve energy efficiency and to develop alternatives to hydrocarbons (hydrogen and electric aircraft), and act in European and international bodies to strengthen existing fiscal and market instruments (ETS, CORSIA, ticket taxes), or even replace them with new ones (kerosene taxation), in order to accelerate the decarbonisation of air transport, seeking convergence with national energy taxation.
|
978 |
mitigation
|
FRA
|
France
|
LTS
|
I_Jetfuel
|
For air transport, support a significant increase in the share of alternative fuels
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
For air transport, support a significant increase in the share of alternative fuels that are highly decarbonated (in life cycle analysis) and convincing in terms of their overall environmental and energy balance by relying on second-generation biofuels or even synthetic kerosene, support R&D to improve energy efficiency and to develop alternatives to hydrocarbons (hydrogen and electric aircraft), and act in European and international bodies to strengthen existing fiscal and market instruments (ETS, CORSIA, ticket taxes), or even replace them with new ones (kerosene taxation), in order to accelerate the decarbonisation of air transport, seeking convergence with national energy taxation. b) Guideline T 2: set clear and coherent goals with targeted objectives for the energy transition of fleets.
|
For air transport, support a significant increase in the share of alternative fuels that are highly decarbonated (in life cycle analysis) and convincing in terms of their overall environmental and energy balance by relying on second-generation biofuels or even synthetic kerosene, support R&D to improve energy efficiency and to develop alternatives to hydrocarbons (hydrogen and electric aircraft), and act in European and international bodies to strengthen existing fiscal and market instruments (ETS, CORSIA, ticket taxes), or even replace them with new ones (kerosene taxation), in order to accelerate the decarbonisation of air transport, seeking convergence with national energy taxation. b) Guideline T 2: set clear and coherent goals with targeted objectives for the energy transition of fleets.
|
979 |
mitigation
|
FRA
|
France
|
LTS
|
I_Ecodriving
|
Support changes in actual fleet energy efficiency by improving vehicle use through an awareness campaign for all citizens and professionals about eco-driving
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
These objectives should: ⦠for cars, aim for an actual consumption level of: ⪠Approximately 4 l/100 km for new thermal vehicles sold after 203071; ⪠12.5 kWh/100 km for new electric vehicles by 2050; ⦠for heavy goods vehicles, aim for a consumption in 2040 of: ⪠21 l/100 km for new vehicles running on diesel; ⪠15 kg/100 km for new vehicles running on natural gas for vehicles (NGV); ⪠129 kWh/100 km for vehicles running on electricity. Support changes in actual fleet energy efficiency by improving vehicle use through an awareness campaign for all citizens and professionals about eco-driving.
|
These objectives should: ⦠for cars, aim for an actual consumption level of: ⪠Approximately 4 l/100 km for new thermal vehicles sold after 203071; ⪠12.5 kWh/100 km for new electric vehicles by 2050; ⦠for heavy goods vehicles, aim for a consumption in 2040 of: ⪠21 l/100 km for new vehicles running on diesel; ⪠15 kg/100 km for new vehicles running on natural gas for vehicles (NGV); ⪠129 kWh/100 km for vehicles running on electricity. Support changes in actual fleet energy efficiency by improving vehicle use through an awareness campaign for all citizens and professionals about eco-driving.
|
980 |
mitigation
|
FRA
|
France
|
LTS
|
I_Ecodriving
|
Support changes in actual fleet energy efficiency by improving vehicle use through an awareness campaign for all citizens and professionals about eco-driving
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Support changes in actual fleet energy efficiency by improving vehicle use through an awareness campaign for all citizens and professionals about eco-driving. Set ambitious decarbonisation goals for vehicles, including two-wheeled vehicles (in gCO /km rather than gCO /kWh) and public health objectives, by prioritising a life cycle approach, incorporating the various environmental criteria (pollution, resources etc.). ⦠At the same time, guarantee the continuity of these strategic directions by giving a clear view, over as long a time frame as possible, of the resulting public policies, while taking into account the inherent uncertainties, coherence with European guidelines, technological developments and technological risks over the long term. ⦠Take the vehicles with the highest impact on atmospheric pollution out of circulation through appropriate measures, including low emissions zones.
|
Support changes in actual fleet energy efficiency by improving vehicle use through an awareness campaign for all citizens and professionals about eco-driving. Set ambitious decarbonisation goals for vehicles, including two-wheeled vehicles (in gCO /km rather than gCO /kWh) and public health objectives, by prioritising a life cycle approach, incorporating the various environmental criteria (pollution, resources etc.). ⦠At the same time, guarantee the continuity of these strategic directions by giving a clear view, over as long a time frame as possible, of the resulting public policies, while taking into account the inherent uncertainties, coherence with European guidelines, technological developments and technological risks over the long term. ⦠Take the vehicles with the highest impact on atmospheric pollution out of circulation through appropriate measures, including low emissions zones.
|
981 |
mitigation
|
FRA
|
France
|
LTS
|
I_ICEdiesel
|
Establish a pathway for renewing the fleet which is consistent with carbon neutrality and, for light vehicles, with the objective of ending sales of new light vehicles using fossil fuels in 2040, in line with the mobility guidance law.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
⦠Take the vehicles with the highest impact on atmospheric pollution out of circulation through appropriate measures, including low emissions zones. Monitor the equilibrium of the standards and fleets so as to avoid any adverse effects of vehicle substitution, such the substitution of goods transport for light commercial vehicles (LCV) or the development of ârapid deliveryâ when these new vectors are not decarbonised. Establish a pathway for renewing the fleet which is consistent with carbon neutrality and, for light vehicles, with the objective of ending sales of new light vehicles using fossil fuels in 2040, in line with the mobility guidance law.
|
⦠Take the vehicles with the highest impact on atmospheric pollution out of circulation through appropriate measures, including low emissions zones. Monitor the equilibrium of the standards and fleets so as to avoid any adverse effects of vehicle substitution, such the substitution of goods transport for light commercial vehicles (LCV) or the development of ârapid deliveryâ when these new vectors are not decarbonised. Establish a pathway for renewing the fleet which is consistent with carbon neutrality and, for light vehicles, with the objective of ending sales of new light vehicles using fossil fuels in 2040, in line with the mobility guidance law.
|
982 |
mitigation
|
FRA
|
France
|
LTS
|
I_ICEdiesel
|
Establish a pathway for renewing the fleet which is consistent with carbon neutrality and, for light vehicles, with the objective of ending sales of new light vehicles using fossil fuels in 2040, in line with the mobility guidance law.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Establish a pathway for renewing the fleet which is consistent with carbon neutrality and, for light vehicles, with the objective of ending sales of new light vehicles using fossil fuels in 2040, in line with the mobility guidance law. To meet this objective, the main technologies available are electric vehicles, which by 2040 will be at a highly advanced stage, and hydrogen, for which deployment prospects for 2040 will have to be analysed in more detail, but which remains an interesting solution to run alongside electric vehicles.
|
Establish a pathway for renewing the fleet which is consistent with carbon neutrality and, for light vehicles, with the objective of ending sales of new light vehicles using fossil fuels in 2040, in line with the mobility guidance law. To meet this objective, the main technologies available are electric vehicles, which by 2040 will be at a highly advanced stage, and hydrogen, for which deployment prospects for 2040 will have to be analysed in more detail, but which remains an interesting solution to run alongside electric vehicles.
|
983 |
mitigation
|
FRA
|
France
|
LTS
|
I_Emobilitycharging
|
facilitate the deployment of a permanent network of recharging facilities that is open to the public and spread evenly across the whole of the country (proximity network) and higher power recharges on the major roads and junctions. Facilitate recharging at home and at work, particularly by supporting the deployment of recharging facilities in collective housing through legislative and regulatory measures and financial aid.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Through legislative and regulatory measures and investments, facilitate the deployment of a permanent network of recharging facilities that is open to the public and spread evenly across the whole of the country (proximity network) and higher power recharges on the major roads and junctions. This network must be sustainable so as to avoid slowing the development of electromobility72. Facilitate recharging at home and at work, particularly by supporting the deployment of recharging facilities in collective housing through legislative and regulatory measures and financial aid. 71 This objective covers a wide range of circumstances, including the rapid development of electric vehicles that consume no fuel at all.
|
Through legislative and regulatory measures and investments, facilitate the deployment of a permanent network of recharging facilities that is open to the public and spread evenly across the whole of the country (proximity network) and higher power recharges on the major roads and junctions. This network must be sustainable so as to avoid slowing the development of electromobility72. Facilitate recharging at home and at work, particularly by supporting the deployment of recharging facilities in collective housing through legislative and regulatory measures and financial aid. 71 This objective covers a wide range of circumstances, including the rapid development of electric vehicles that consume no fuel at all.
|
984 |
mitigation
|
FRA
|
France
|
LTS
|
I_Shipping
|
Define transition trajectories for maritime and river fleets by type of fleet (commercial, pleasure craft, fishing, government, etc.) with the sectors, aiming in particular for total decarbonisation of domestic journeys by 2050
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
71 This objective covers a wide range of circumstances, including the rapid development of electric vehicles that consume no fuel at all. 72 Within the framework of the national strategy for the development of clean mobility and acted by the Working Group on anaerobic digestion chaired by Sébastien Lecornu (February-March 2018). National low carbon strategy - March 2020 73/176 Define transition trajectories for maritime and river fleets by type of fleet (commercial, pleasure craft, fishing, government, etc.) with the sectors, aiming in particular for total decarbonisation of domestic journeys by 2050.
|
71 This objective covers a wide range of circumstances, including the rapid development of electric vehicles that consume no fuel at all. 72 Within the framework of the national strategy for the development of clean mobility and acted by the Working Group on anaerobic digestion chaired by Sébastien Lecornu (February-March 2018). National low carbon strategy - March 2020 73/176 Define transition trajectories for maritime and river fleets by type of fleet (commercial, pleasure craft, fishing, government, etc.) with the sectors, aiming in particular for total decarbonisation of domestic journeys by 2050.
|
985 |
mitigation
|
FRA
|
France
|
LTS
|
I_Altfuels
|
Develop the infrastructures, including ports and airports, serving other fuel alternatives, by facilitating - for example for gas - connections to NGV refuelling infrastructures in the transport network or by supporting bio-NGV not injected into the network when this is produced in regions far from the network infrastructure.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
with the sectors, aiming in particular for total decarbonisation of domestic journeys by 2050. Develop the infrastructures, including ports and airports, serving other fuel alternatives, by facilitating - for example for gas - connections to NGV refuelling infrastructures in the transport network or by supporting bio-NGV not injected into the network when this is produced in regions far from the network infrastructure73. Set ambitious targets for greening the public vehicle fleet and some private fleets, including at a European scale. Continue efforts in research, innovation and development (cf. chapter 4.1.iii. âResearch and Innovation Policyâ) on knowledge of fleets and technologies, as well as on the instruments used and the environmental impacts of these technologies.
|
with the sectors, aiming in particular for total decarbonisation of domestic journeys by 2050. Develop the infrastructures, including ports and airports, serving other fuel alternatives, by facilitating - for example for gas - connections to NGV refuelling infrastructures in the transport network or by supporting bio-NGV not injected into the network when this is produced in regions far from the network infrastructure73. Set ambitious targets for greening the public vehicle fleet and some private fleets, including at a European scale. Continue efforts in research, innovation and development (cf. chapter 4.1.iii. âResearch and Innovation Policyâ) on knowledge of fleets and technologies, as well as on the instruments used and the environmental impacts of these technologies.
|
986 |
mitigation
|
FRA
|
France
|
LTS
|
A_LEZ
|
Progressively deploy low emissions zones or congestion charges, as a priority in the French agglomerations that are the most exposed to pollution
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
âResearch and Innovation Policyâ) on knowledge of fleets and technologies, as well as on the instruments used and the environmental impacts of these technologies. d) Guideline T 4: support local authorities and businesses to implement innovative initiatives Progressively deploy low emissions zones or congestion charges, as a priority in the French agglomerations that are the most exposed to pollution. Encourage these agglomerations to set up incentives for using clean and shared modes (with for example routes, access zones, timetables and reserved parking depending on the vehicles). Make it easier for regions to participate in the clean mobility policy by introducing appropriate coordination tools and by encouraging the most innovative initiatives (see also guidelines in chapter 4.1.iv. âUrban planning, development and regional dynamicsâ).
|
âResearch and Innovation Policyâ) on knowledge of fleets and technologies, as well as on the instruments used and the environmental impacts of these technologies. d) Guideline T 4: support local authorities and businesses to implement innovative initiatives Progressively deploy low emissions zones or congestion charges, as a priority in the French agglomerations that are the most exposed to pollution. Encourage these agglomerations to set up incentives for using clean and shared modes (with for example routes, access zones, timetables and reserved parking depending on the vehicles). Make it easier for regions to participate in the clean mobility policy by introducing appropriate coordination tools and by encouraging the most innovative initiatives (see also guidelines in chapter 4.1.iv. âUrban planning, development and regional dynamicsâ).
|
987 |
mitigation
|
FRA
|
France
|
LTS
|
A_Complan
|
Encourage these agglomerations to set up incentives for using clean and shared modes (with for example routes, access zones, timetables and reserved parking depending on the vehicles).
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
âResearch and Innovation Policyâ) on knowledge of fleets and technologies, as well as on the instruments used and the environmental impacts of these technologies. d) Guideline T 4: support local authorities and businesses to implement innovative initiatives Progressively deploy low emissions zones or congestion charges, as a priority in the French agglomerations that are the most exposed to pollution. Encourage these agglomerations to set up incentives for using clean and shared modes (with for example routes, access zones, timetables and reserved parking depending on the vehicles). Make it easier for regions to participate in the clean mobility policy by introducing appropriate coordination tools and by encouraging the most innovative initiatives (see also guidelines in chapter 4.1.iv. âUrban planning, development and regional dynamicsâ).
|
âResearch and Innovation Policyâ) on knowledge of fleets and technologies, as well as on the instruments used and the environmental impacts of these technologies. d) Guideline T 4: support local authorities and businesses to implement innovative initiatives Progressively deploy low emissions zones or congestion charges, as a priority in the French agglomerations that are the most exposed to pollution. Encourage these agglomerations to set up incentives for using clean and shared modes (with for example routes, access zones, timetables and reserved parking depending on the vehicles). Make it easier for regions to participate in the clean mobility policy by introducing appropriate coordination tools and by encouraging the most innovative initiatives (see also guidelines in chapter 4.1.iv. âUrban planning, development and regional dynamicsâ).
|
988 |
mitigation
|
FRA
|
France
|
LTS
|
A_Commute
|
Encourage companies to draw up action plans to reduce their emissions and renew their fleets, through for example reinforcing staff mobility plans, increasing the participation of companies and user representatives in transport policy decision-making on a regional scale
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
âUrban planning, development and regional dynamicsâ). Encourage companies to draw up action plans to reduce their emissions and renew their fleets, through for example reinforcing staff mobility plans, increasing the participation of companies and user representatives in transport policy decision-making on a regional scale and strengthening the fiscal tools and advantages for sustainable commuting. e) Guideline T 5: encourage the modal shift by supporting active transport and public and mass transit (for freight and passengers), and by developing transport intermodality. Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050.
|
âUrban planning, development and regional dynamicsâ). Encourage companies to draw up action plans to reduce their emissions and renew their fleets, through for example reinforcing staff mobility plans, increasing the participation of companies and user representatives in transport policy decision-making on a regional scale and strengthening the fiscal tools and advantages for sustainable commuting. e) Guideline T 5: encourage the modal shift by supporting active transport and public and mass transit (for freight and passengers), and by developing transport intermodality. Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050.
|
989 |
mitigation
|
FRA
|
France
|
LTS
|
A_Finance
|
strengthening the fiscal tools and advantages for sustainable commuting
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
âUrban planning, development and regional dynamicsâ). Encourage companies to draw up action plans to reduce their emissions and renew their fleets, through for example reinforcing staff mobility plans, increasing the participation of companies and user representatives in transport policy decision-making on a regional scale and strengthening the fiscal tools and advantages for sustainable commuting. e) Guideline T 5: encourage the modal shift by supporting active transport and public and mass transit (for freight and passengers), and by developing transport intermodality. Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050.
|
âUrban planning, development and regional dynamicsâ). Encourage companies to draw up action plans to reduce their emissions and renew their fleets, through for example reinforcing staff mobility plans, increasing the participation of companies and user representatives in transport policy decision-making on a regional scale and strengthening the fiscal tools and advantages for sustainable commuting. e) Guideline T 5: encourage the modal shift by supporting active transport and public and mass transit (for freight and passengers), and by developing transport intermodality. Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050.
|
990 |
mitigation
|
FRA
|
France
|
LTS
|
A_Commute
|
strengthening the fiscal tools and advantages for sustainable commuting
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
âUrban planning, development and regional dynamicsâ). Encourage companies to draw up action plans to reduce their emissions and renew their fleets, through for example reinforcing staff mobility plans, increasing the participation of companies and user representatives in transport policy decision-making on a regional scale and strengthening the fiscal tools and advantages for sustainable commuting. e) Guideline T 5: encourage the modal shift by supporting active transport and public and mass transit (for freight and passengers), and by developing transport intermodality. Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050.
|
âUrban planning, development and regional dynamicsâ). Encourage companies to draw up action plans to reduce their emissions and renew their fleets, through for example reinforcing staff mobility plans, increasing the participation of companies and user representatives in transport policy decision-making on a regional scale and strengthening the fiscal tools and advantages for sustainable commuting. e) Guideline T 5: encourage the modal shift by supporting active transport and public and mass transit (for freight and passengers), and by developing transport intermodality. Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050.
|
991 |
mitigation
|
FRA
|
France
|
LTS
|
S_Cycling
|
Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
âUrban planning, development and regional dynamicsâ). Encourage companies to draw up action plans to reduce their emissions and renew their fleets, through for example reinforcing staff mobility plans, increasing the participation of companies and user representatives in transport policy decision-making on a regional scale and strengthening the fiscal tools and advantages for sustainable commuting. e) Guideline T 5: encourage the modal shift by supporting active transport and public and mass transit (for freight and passengers), and by developing transport intermodality. Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050.
|
âUrban planning, development and regional dynamicsâ). Encourage companies to draw up action plans to reduce their emissions and renew their fleets, through for example reinforcing staff mobility plans, increasing the participation of companies and user representatives in transport policy decision-making on a regional scale and strengthening the fiscal tools and advantages for sustainable commuting. e) Guideline T 5: encourage the modal shift by supporting active transport and public and mass transit (for freight and passengers), and by developing transport intermodality. Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050.
|
992 |
mitigation
|
FRA
|
France
|
LTS
|
S_Cycling
|
Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050. Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads.
|
Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050. Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads.
|
993 |
mitigation
|
FRA
|
France
|
LTS
|
S_Walking
|
Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050. Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads.
|
Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050. Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads.
|
994 |
mitigation
|
FRA
|
France
|
LTS
|
S_Walking
|
Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads. Support the development of public transport: for daily journeys, increase the range of public transport options in the urban, interurban and rail transport networks (transilien, TER, RER); for long-distance rail options the emphasis should be put on improving network performance, particularly with a view to encouraging a modal shift from air to rail. As a reminder, the baseline scenario aims to increase the modal share of public transport by 7 points between 2015 and 2050.
|
Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads. Support the development of public transport: for daily journeys, increase the range of public transport options in the urban, interurban and rail transport networks (transilien, TER, RER); for long-distance rail options the emphasis should be put on improving network performance, particularly with a view to encouraging a modal shift from air to rail. As a reminder, the baseline scenario aims to increase the modal share of public transport by 7 points between 2015 and 2050.
|
995 |
mitigation
|
FRA
|
France
|
LTS
|
S_Cycling
|
Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050. Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads.
|
Supporting active modes Set an ambitious trajectory for the development of bicycle use that is consistent with the objectives of the 2018 cycling plan: increasing the modal share (in number of short-distance trips) from 3% to 12% by 2030 and to 15% by 2050. Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads.
|
996 |
mitigation
|
FRA
|
France
|
LTS
|
S_Cycling
|
Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads. Support the development of public transport: for daily journeys, increase the range of public transport options in the urban, interurban and rail transport networks (transilien, TER, RER); for long-distance rail options the emphasis should be put on improving network performance, particularly with a view to encouraging a modal shift from air to rail. As a reminder, the baseline scenario aims to increase the modal share of public transport by 7 points between 2015 and 2050.
|
Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads. Support the development of public transport: for daily journeys, increase the range of public transport options in the urban, interurban and rail transport networks (transilien, TER, RER); for long-distance rail options the emphasis should be put on improving network performance, particularly with a view to encouraging a modal shift from air to rail. As a reminder, the baseline scenario aims to increase the modal share of public transport by 7 points between 2015 and 2050.
|
997 |
mitigation
|
FRA
|
France
|
LTS
|
S_PublicTransport
|
Support the development of public transport: for daily journeys, increase the range of public transport options in the urban, interurban and rail transport networks (transilien, TER, RER); for long-distance rail options the emphasis should be put on improving network performance, particularly with a view to encouraging a modal shift from air to rail. As a reminder, the baseline scenario aims to increase the modal share of public transport by 7 points between 2015 and 2050.
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads. Support the development of public transport: for daily journeys, increase the range of public transport options in the urban, interurban and rail transport networks (transilien, TER, RER); for long-distance rail options the emphasis should be put on improving network performance, particularly with a view to encouraging a modal shift from air to rail. As a reminder, the baseline scenario aims to increase the modal share of public transport by 7 points between 2015 and 2050.
|
Implement a package of actions that contribute to meeting these objectives: developing secure cycle parks, creating bike paths, supporting the use of bicycles, constructing pedestrian and cycle spaces during renovation and/or extension work on roads. Support the development of public transport: for daily journeys, increase the range of public transport options in the urban, interurban and rail transport networks (transilien, TER, RER); for long-distance rail options the emphasis should be put on improving network performance, particularly with a view to encouraging a modal shift from air to rail. As a reminder, the baseline scenario aims to increase the modal share of public transport by 7 points between 2015 and 2050.
|
998 |
mitigation
|
FRA
|
France
|
LTS
|
S_Railfreight
|
To effectively and sustainably reduce freight emissions, encourage a more pronounced modal shift for goods transport and boost the competitiveness of rail freight (install rail motorways), boost the competitiveness of river transport, encourage a shift towards alternatives to road use (aide à la pince),
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
As a reminder, the baseline scenario aims to increase the modal share of public transport by 7 points between 2015 and 2050. To effectively and sustainably reduce freight emissions, encourage a more pronounced modal shift for goods transport and boost the competitiveness of rail freight (install rail motorways), boost the competitiveness of river transport, encourage a shift towards alternatives to road use (aide à la pince), develop the competitiveness and attractiveness 73 In the context of the Clean Transport Development Strategy, accepted by the anaerobic digestion work group presided by Sébastien Lecornu (February-March 2018).
|
As a reminder, the baseline scenario aims to increase the modal share of public transport by 7 points between 2015 and 2050. To effectively and sustainably reduce freight emissions, encourage a more pronounced modal shift for goods transport and boost the competitiveness of rail freight (install rail motorways), boost the competitiveness of river transport, encourage a shift towards alternatives to road use (aide à la pince), develop the competitiveness and attractiveness 73 In the context of the Clean Transport Development Strategy, accepted by the anaerobic digestion work group presided by Sébastien Lecornu (February-March 2018).
|
999 |
mitigation
|
FRA
|
France
|
LTS
|
S_Railfreight
|
To effectively and sustainably reduce freight emissions, encourage a more pronounced modal shift for goods transport and boost the competitiveness of rail freight (install rail motorways), boost the competitiveness of river transport, encourage a shift towards alternatives to road use (aide à la pince),
| null | null |
https://unfccc.int/sites/default/files/resource/en_SNBC-2_complete.pdf
|
../data/downloaded_documents/2cd245eeee102aee269ea736b1e966346501ba05c31c0dabbaa73adcd24e18b3.pdf
|
en-US
|
To effectively and sustainably reduce freight emissions, encourage a more pronounced modal shift for goods transport and boost the competitiveness of rail freight (install rail motorways), boost the competitiveness of river transport, encourage a shift towards alternatives to road use (aide à la pince), develop the competitiveness and attractiveness 73 In the context of the Clean Transport Development Strategy, accepted by the anaerobic digestion work group presided by Sébastien Lecornu (February-March 2018). National low carbon strategy - March 2020 74/176of port and maritime sectors, make modes of transport and networks more green, optimize the weight and volume of loads, promote research and innovation and help urban transport flow more freely and cleanly.
|
To effectively and sustainably reduce freight emissions, encourage a more pronounced modal shift for goods transport and boost the competitiveness of rail freight (install rail motorways), boost the competitiveness of river transport, encourage a shift towards alternatives to road use (aide à la pince), develop the competitiveness and attractiveness 73 In the context of the Clean Transport Development Strategy, accepted by the anaerobic digestion work group presided by Sébastien Lecornu (February-March 2018). National low carbon strategy - March 2020 74/176of port and maritime sectors, make modes of transport and networks more green, optimize the weight and volume of loads, promote research and innovation and help urban transport flow more freely and cleanly.
|
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