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Energy for Buildings
Published in Jacqueline A. Stagner, David S-K. Ting, Green Energy and Infrastructure, 2020
Could internationally enforceable regulations, at least among the Paris Agreement countries, be imposed along the lines of those introduced in 1975 for various classes of the US on-road motor vehicles regulating how far vehicles must travel on a gallon of fuel? The US Corporate Average Fuel Economy (CAFE) rules have led to significant improvements in energy efficiency in the transportation sub-sectors covered by the regulations (US Department of Transportation 2019). However, as part of the work being undertaken by a recently formed IEA Global Commission,14 a public survey was conducted involving respondents in over 80 countries, and in response to the question of why potential energy efficiency improvements were not being fulfilled, the most important factor was identified as How to raise the profile of energy efficiency to ensure it is higher on government agendas (IEA 2019 Global Commission). The Commission intends to develop a series of recommendations by summer 2020 so that improvements in energy efficiency can be rapidly accelerated by government actions. It is the acceleration that is called for since improvements in Building energy efficiency have been made both in the residential and non-residential sectors according to the IEA, as shown in Figure 1.14 (Global Alliance 2019).
The Endangered Global Atmosphere
Published in Stanley Manahan, Environmental Chemistry, 2017
Regardless of the technologies used to reduce emissions of greenhouse gases, political and economic pressures must be applied to ensure that they are implemented and sustained. One of the most directly effective measures consists of mileage standards for vehicles. These were imposed in the United States during the earlier years of the “energy crisis” but inexcusably were allowed to languish during the latter 1900s and early 2000s. Finally, in 2007, laws were passed requiring gradual imposition of higher mileage for new vehicles. In the United States, vehicle fuel economy is dictated by Corporate Average Fuel Economy (CAFE) regulations for passenger vehicles. CAFE standards parallel, but are higher than actual mileage values achieved. In 2013, the fleetwide CAFE mileage for new passenger vehicles sold in the United States, including a mix of standard, hybrid, and electric cars, was 30.1 miles per gallon (mpg) on a path to a goal of 35.5 mpg in 2016 and an ambitious target of 54.5 mpg in 2025.
Transportation, Energy, And The Environment
Published in Dušan Teodorović, The Routledge Handbook of Transportation, 2015
Corporate Average Fuel Economy (CAFE) requires car and light truck manufacturers to comply with the fuel economy standards set by the US Department of Transportation. First enacted by Congress in 1975, the purpose of CAFE is to reduce energy consumption by increasing fuel economy. The most recent standards are projected to require average fleet-wide performance levels of 35.5 mpg (250 grams/mile of CO2) by model year 2016 and 54.5 mpg (163 grams/mile of CO2) by 2025 (Schoettle and Sivak, 2013; US Environmental Protection Agency and the National Highway Traffic Safety Administration, 2012). Research shows that CAFE performance is meeting or exceeding the projected GHG reductions contained in the latest standards (Schoettle and Sivak, 2013). Research also cautions that increasing the fuel economy (and thus, decreasing the fuel expenditures) might induce additional travel, offsetting the savings resulting from increased fuel efficiency (known as the rebound effect) (Litman, 2013; Transportation Research Board, 2011).
Production and decarbonisation of conventional gasoline vehicle automakers under subsidy and regulation policies
Published in International Journal of Production Research, 2023
To encourage EV diffusion, various incentive policies have been adopted. The subsidy policy is one of the most common incentives (Li et al. 2022). For example, China, the world’s largest EV market, launched a strong EV subsidy programme in 2009, followed by an update in 2013 (Gu, Liu, and Qing 2017). The U.S. government also subsidises each EV consumer with $2,500 to $7,500 in tax credits starting in 2010 (Cohen, Lobel, and Perakis 2016). Other countries such as Japan and many EU member states have similar subsidy policies (ACEA 2021; Chakraborty, Kumar, and Bhaskar 2021). In addition to providing subsidies, implementing regulations from the supply side is an emerging way (Chen, Fan, and Zhao 2022). The U.S. expanded the Corporate Average Fuel Economy (CAFE) standard in 2011 to address light-duty vehicle fuel consumption and greenhouse gas emissions (Sen, Noori, and Tatari 2017). The latest CAFE standard requires an industry-wide average fuel economy of approximately 49 mpg for passenger cars and light trucks in 2026, which is the most stringent fuel efficiency standard to date (USDOT 2022). Other similar regulations are being and will be implemented in China, Canada, France, Germany, and India (MIIT 2017; Huang and Zhu 2021).
Trends in onroad transportation energy and emissions
Published in Journal of the Air & Waste Management Association, 2018
U.S. CAFE standards applied to sales-weighted fuel economy of light-duty passenger vehicles beginning with the 1978 model year. For passenger cars, the standard increased from 18.0 mpg in 1978 to 27.5 mpg in 1985 and, with some minor variations, was essentially unchanged through 2008. The CAFE standard for light-duty trucks was 20.2 mph in 1991 (Atabani et al. 2011). Beginning with the 2009 model year, California promulgated its own vehicle GHG emissions standards, which were equivalent to a CAFE standard of 27.6 mpg for passenger car and light-duty truck 1 (PC/LDT1) vehicles, with a goal of 43.4 mpg by the 2016 model year.