Energy conservation in the United Kingdom

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Various energy conservation measures are taken in the United Kingdom.

Contents

Much of the emphasis in energy debates tends to focus on the supply side of the issue, and ignore the demand. A number of commentators are concerned that this is being largely overlooked, partly due to the strength of the energy industry lobby. Energy conservation also has great potential, and may be able to significantly cut the size of the supposed energy gap, if early and concerted action is taken.

General

The UK Government cut subsidies on a range of renewable energy systems and energy efficient cars in 2015. There were fears this could make reaching targets for reducing carbon emissions unreachable. [1]

Housing

Along with road transport, domestic housing and energy use is currently one of the major obstacles to achieving carbon reduction targets. According to a report from 2008, housing accounts for 27% of carbon dioxide emissions in the United Kingdom. [2] Action is being taken on new buildings through 2006 changes to the Building Regulations, and on existing housing through the Carbon Emission Reduction Target. [3] The Government is introducing The Green Deal. It proposes tying low interest loans for energy efficiency improvements to the energy bills of the properties the upgrades are performed on. [4] These debts would then be passed onto new occupiers when they take over the payment of the bills. It is proposed that the costs of the loan repayments would be less than the savings on the bills from the upgrades, however this will be a guideline and not legally enforceable guarantee. It is believed that energy bills like housing a cost people always meet those giving investors a secure return.

Domestic appliances

In the housing sector, consumer electronics and IT products are an area where energy use is expected to continue to rise rapidly. In the decade from the mid-1990s to the mid-2000s electricity consumed by such goods rose by 47%. By the early 2010s it is expected to have risen again by over 80%. [5] It was estimated that, in 2004, at least 8% of domestic electricity was used by items in standby mode, representing 360 kWh and 42 kg of carbon emissions for each household. [6]

Consumption of electricity by all domestic appliances (including cooking and lighting) rise by 123% between 1970 and 2003, and by 223% when cooking and lighting are excluded. [7]

Non domestic energy use

The Energy Savings Opportunity Scheme (ESOS) requires all large businesses in the UK to undertake mandatory assessments looking at energy use and energy efficiency opportunities at least once every four years. The deadline for the first compliance period is 5 December 2015. [8] The ESOS Regulations 2014 [9] bring into force Article 8 of the EU Energy Efficiency Directive. [10] The aim of ESOS is for large businesses to identify energy savings opportunities by compelling them by legislation to conduct energy audits. The audit has to account for 90% of their energy consumption and the opportunities identified do not have to be implemented. The scheme is regulated by the UK Environment Agency who have said that they are taking a light touch to this piece of legislation, however failure to conduct an ESOS audit could see companies liable for fines of up to £50,000.

The compliance date for the first phase was 5 December 2015, and all required participants (those companies with over 250 employees or a turnover of 50m Euros and a balance sheet of 43m Euros) were required to have completed an energy audit by an appointed lead assessor by this date. The compliance for the second phase of the scheme was 5 December 2019 and the qualification requirements remained unchanged from the first phase.

The Streamlined Energy and Carbon Reporting scheme (SECR) [11] is a mandatory reporting framework newly applicable to both quoted and large unquoted companies in the UK (those companies with turnover (or gross income) of £36 million or more, balance sheet assets of £18 million or more, or 250 employees or more). Under changes introduced by the 2013 and 2018 Regulations, quoted companies of any size that are required to prepare a Directors’ Report under Part 15 of the Companies Act 2006, are required to disclose information relating to their energy use and GHG emissions. As of April 2020, qualifying companies must publicly disclose their total annual energy consumption, broken down by source, and the associated greenhouse gas emissions arising from the usage of each fuel type. This needs to be disclosed at the end of the financial year from April 2020 onwards. This report is incorporated within the company’s official accounts.

Transport

Transport continues to grow as a significant user of fuel in the UK, and along with housing, this continues to be one of the major challenges to achieving the Government's carbon reduction targets.

By 2003 the amount of fuel used by transport had risen by around 60% since 1970. While oil is the main energy source, electricity and LPG make up a small percentage. Carbon emissions from transport have almost doubled over this period. Increasing car usage, increasing engine sizes, and levels of congestion are some of the problem areas, as is increasing air travel.

Road transport

Efforts to reduce emissions of nitrogen oxides, sulphur dioxide and particulates from diesel vehicles have actually led to an increase in fuel consumption and carbon dioxide emissions. Current technology should allow further reductions in emissions without increases in fuel consumption, and hopefully future technology will allow fuel consumption, and therefore CO2 emissions, to reduce.

The basis of Vehicle Excise Duty (VED), also known as "road tax", was changed so that cars registered on or after 1 March 2001 are taxed according to the VED band that they fall into. VED bands are based on the results of a laboratory test, designed to calculate the theoretical potential emissions of the vehicle in grammes of CO2 per kilometre travelled, under ideal conditions. [12] This has encouraged a 21% increase in the ownership of diesel cars, which produce lower CO2 emissions, but increase particulates. Company Car Tax, regulated by Her Majesty's Revenue and Customs (HMRC) department, was also revised to reflect both the list price and CO2 emissions.

A voluntary scheme to display Fuel Economy Labels on new cars was introduced during July 2005, including information on Vehicle Excise Duty and likely fuel costs Archived 17 August 2010 at the Wayback Machine . The scheme brings the UK into line with European Directive 1999/94/EC, [13] and aims to influence the behaviour of both consumers and manufacturers.

During the 1990s the Fuel Price Escalator was used to raise road fuel tax in an attempt to reduce vehicle usage and cut emissions. The mechanism was abandoned in the wake of the 2000 fuel protests. In the December 2006 Pre-Budget Report [14] the Government announced a rise in fuel tax, and stated that fuel prices should rise each year 'at least in line with inflation'.

From 2008, a Renewable Transport Fuel Obligation is being introduced, under which petrol and diesel are likely to be blended with 5% biofuels by 2010. It is anticipated that this will cut carbon emissions in the transport sector by between 2% and 3%.

The Low Carbon Vehicle Partnership [15] is pursuing the goal that new cars should produce no more than 100 g/km of CO2 by 2012. It also works in on reducing carbon emissions from commercial vehicles and in the area of alternative fuels.

Domestic shipping

Although 7.5% of freight within the UK is moved by coastal shipping and on inland waterways (in tonne kilometres, excluding crude oil from the North Sea), this is largely limited to stone, aggregates and refined petroleum. A series of reports have discussed the financial and environmental advantages of increasing this proportion. Compared to road transport, carbon emissions are around 80% less and nitrogen dioxide about 35% less. [16]

As a result, the issue is receiving more attention with, for example, British Waterways considering the potential for developing inland container ports. Blocks to the regular movement of containers include the lack of regular shipping services by reliable shippers of adequate size, and the additional handling costs involved. [17]

In some areas, including London, investment is being made in the canal infrastructure in order to boost freight transport, [18] [19] and action is being taken to protect the remaining wharves on the Thames. [20]

Air transport

Air transport is currently taxed through Air Passenger Duty.

Carbon emissions from international aviation are currently excluded from UK and international carbon reduction targets. Due to the current and projected rise in passenger numbers, the sector is expected to become a major source of emissions in the future. In 1998, 123.9 million international passengers were carried through UK airports (159.1 million in total, including domestic aviation). Due to the expansion of airport capacity envisaged by the Department for Transport's white paper The Future of Air Transport , it is forecast that 470 million passengers are likely to be carried by 2030. [21]

Using the Department for Transport's 'best case' emission forecasts, in their August 2006 report the Environmental Audit Select Committee expect that the sector will account for 24% of the UK's emissions in 2050, compared to around 5% in 2006. [22] In addition, due to a variety of altitude-related factors, carbon emissions from aviation are considered to be between 2 and 4 times as damaging as emissions at ground level. [23] The Select Committee have called for a number of actions to combat this projected emissions increase, including the taxation of aviation fuel, the imposition of VAT on international air tickets, and a rise in Air Passenger Duty. [22]

Industry

Compared to 1990, energy use by industry had fallen by over 5% by 2004.

The highest profile initiative to cut carbon emissions is the European Union Emission Trading Scheme, which is operated in the UK under the 'Greenhouse Gas Emissions Trading Scheme Regulations'. Under Phase I of the scheme, the UK was allocated an allowance of 736 million tonnes of CO2 for the period 2005-2007 (i.e. an annual average of 245.3 million tonnes). [24] An annual average of 246.2 million tonnes has been set for the Phase II period (2008–2012). [25]

Other measures affecting industry include the Climate Change Levy and Climate Change Agreements.

In 2019, the United Kingdom passed the net zero emissions law which requires all greenhouse gas emissions to be reduced to net zero by 2050. [26] A range of techniques will be required including carbon sinks (greenhouse gas removal) in order to counterbalance emissions from agriculture and aviation. These carbon sinks might include reforestation, habitat restoration, soil carbon sequestration, bioenergy with carbon capture and storage and even direct air capture. [27] The UK government has recently linked attainment of net zero targets as a potential mechanism for improved air quality as a co-benefit. [28]

See also

Related Research Articles

An environmental tax, ecotax, or green tax is a tax levied on activities which are considered to be harmful to the environment and is intended to promote environmentally friendly activities via economic incentives. One notable example is a carbon tax. Such a policy can complement or avert the need for regulatory approaches. Often, an ecotax policy proposal may attempt to maintain overall tax revenue by proportionately reducing other taxes ; such proposals are known as a green tax shift towards ecological taxation. Ecotaxes address the failure of free markets to consider environmental impacts.

<span class="mw-page-title-main">Energy conservation</span> Reducing energy consumption

Energy conservation is the effort to reduce wasteful energy consumption by using fewer energy services. This can be done by using energy more effectively or changing one's behavior to use less and better source of service. Energy conservation can be achieved through efficient energy use, which has some advantages, including a reduction in greenhouse gas emissions and a smaller carbon footprint, as well as cost, water, and energy savings.

<span class="mw-page-title-main">Zero-emissions vehicle</span> Class of motor vehicle

A zero-emission vehicle (ZEV) is a vehicle that does not emit exhaust gas or other pollutants from the onboard source of power. The California definition also adds that this includes under any and all possible operational modes and conditions. This is because under cold-start conditions for example, internal combustion engines tend to produce the maximum amount of pollutants. In a number of countries and states, transport is cited as the main source of greenhouse gases (GHG) and other pollutants. The desire to reduce this is thus politically strong.

<span class="mw-page-title-main">Green vehicle</span> Environmentally friendly vehicles

A green vehicle, clean vehicle, eco-friendly vehicle or environmentally friendly vehicle is a road motor vehicle that produces less harmful impacts to the environment than comparable conventional internal combustion engine vehicles running on gasoline or diesel, or one that uses certain alternative fuels. Presently, in some countries the term is used for any vehicle complying or surpassing the more stringent European emission standards, or California's zero-emissions vehicle standards, or the low-carbon fuel standards enacted in several countries.

<span class="mw-page-title-main">European Union Emissions Trading System</span> First large greenhouse gas emissions trading scheme in the world

The European Union Emissions Trading System is a carbon emission trading scheme that began in 2005 and is intended to lower greenhouse gas emissions in the EU. Cap and trade schemes limit emissions of specified pollutants over an area and allow companies to trade emissions rights within that area. The ETS covers around 45% of the EU's greenhouse gas emissions.

<span class="mw-page-title-main">Fuel economy in automobiles</span> Distance traveled by a vehicle compared to volume of fuel consumed

The fuel economy of an automobile relates to the distance traveled by a vehicle and the amount of fuel consumed. Consumption can be expressed in terms of the volume of fuel to travel a distance, or the distance traveled per unit volume of fuel consumed. Since fuel consumption of vehicles is a significant factor in air pollution, and since the importation of motor fuel can be a large part of a nation's foreign trade, many countries impose requirements for fuel economy.

Domestic housing in the United Kingdom presents a possible opportunity for achieving the 20% overall cut in UK greenhouse gas emissions targeted by the Government for 2010. However, the process of achieving that drop is proving problematic given the very wide range of age and condition of the UK housing stock.

<span class="mw-page-title-main">Energy policy of the United Kingdom</span> United Kingdom legislation

The energy policy of the United Kingdom refers to the United Kingdom's efforts towards reducing energy intensity, reducing energy poverty, and maintaining energy supply reliability. The United Kingdom has had success in this, though energy intensity remains high. There is an ambitious goal to reduce carbon dioxide emissions in future years, but it is unclear whether the programmes in place are sufficient to achieve this objective. Regarding energy self-sufficiency, UK policy does not address this issue, other than to concede historic energy security is currently ceasing to exist.

<span class="mw-page-title-main">Environmental impact of aviation</span> Effect of emissions from aircraft engines

Aircraft engines produce gases, noise, and particulates from fossil fuel combustion, raising environmental concerns over their global effects and their effects on local air quality. Jet airliners contribute to climate change by emitting carbon dioxide, the best understood greenhouse gas, and, with less scientific understanding, nitrogen oxides, contrails and particulates. Their radiative forcing is estimated at 1.3–1.4 that of CO2 alone, excluding induced cirrus cloud with a very low level of scientific understanding. In 2018, global commercial operations generated 2.4% of all CO2 emissions.

<span class="mw-page-title-main">Greenhouse gas emissions by the United States</span> Climate changing gases from the North American country

The United States produced 5.2 billion metric tons of carbon dioxide equivalent greenhouse gas (GHG) emissions in 2020, the second largest in the world after greenhouse gas emissions by China and among the countries with the highest greenhouse gas emissions per person. In 2019 China is estimated to have emitted 27% of world GHG, followed by the United States with 11%, then India with 6.6%. In total the United States has emitted a quarter of world GHG, more than any other country. Annual emissions are over 15 tons per person and, amongst the top eight emitters, is the highest country by greenhouse gas emissions per person.

The CRC Energy Efficiency Scheme was a mandatory carbon emissions reduction scheme in the United Kingdom which applied to large energy-intensive organisations in the public and private sectors. It was estimated that the scheme would reduce carbon emissions by 1.2 million tonnes of carbon per year by 2020. In an effort to avoid dangerous climate change, the British Government first committed to cutting UK carbon emissions by 60% by 2050, and in October 2008 increased this commitment to 80%. The scheme has also been credited with driving up demand for energy-efficient goods and services.

<span class="mw-page-title-main">Efficient energy use</span> Methods for higher energy efficiency

Efficient energy use, or energy efficiency, is the process of reducing the amount of energy required to provide products and services. There are many technologies and methods available that are more energy efficient than conventional systems. For example, insulating a building allows it to use less heating and cooling energy while still maintaining a comfortable temperature. Another method is to remove energy subsidies that promote high energy consumption and inefficient energy use. Improved energy efficiency in buildings, industrial processes and transportation could reduce the world's energy needs in 2050 by one third.

The environmental impact of transport in Australia have been reported in several research findings. Australia subsidizes fossil fuel energy, keeping prices artificially low and raising greenhouse gas emissions due to the increased use of fossil fuels as a result of the subsidies. The Australian Energy Regulator and state agencies, such as the New South Wales' Independent Pricing and Regulatory Tribunal, set and regulate electricity prices, which lower production and consumer cost.

<span class="mw-page-title-main">Greenhouse gas emissions by Australia</span> Release of gases from Australia which contribute to global warming

Greenhouse gas emissions by Australia totalled 533 million tonnes CO2-equivalent based on greenhouse gas national inventory report data for 2019; representing per capita CO2e emissions of 21 tons, three times the global average. Coal was responsible for 30% of emissions. The national Greenhouse Gas Inventory estimates for the year to March 2021 were 494.2 million tonnes, which is 27.8 million tonnes, or 5.3%, lower than the previous year. It is 20.8% lower than in 2005. According to the government, the result reflects the decrease in transport emissions due to COVID-19 pandemic restrictions, reduced fugitive emissions, and reductions in emissions from electricity; however, there were increased greenhouse gas emissions from the land and agriculture sectors.

<span class="mw-page-title-main">Energy in Switzerland</span>

Energy in Switzerland is transitioning towards sustainability, targeting net zero emissions by 2050 and a 50% reduction in greenhouse gas emissions by 2030.

<span class="mw-page-title-main">Environmental impact of transport</span>

The environmental impact of transport are significant because transport is a major user of energy, and burns most of the world's petroleum. This creates air pollution, including nitrous oxides and particulates, and is a significant contributor to global warming through emission of carbon dioxide. and also plant pollution, by heavy metals. Within the transport sector, road transport is the largest contributor to global warming.

<span class="mw-page-title-main">Greenhouse gas emissions by the United Kingdom</span> Overview of the greenhouse gas emissions by United Kingdom

In 2021, net greenhouse gas (GHG) emissions in the United Kingdom (UK) were 427 million tonnes (Mt) carbon dioxide equivalent, 80% of which was carbon dioxide itself. Emissions increased by 5% in 2021 with the easing of COVID-19 restrictions, primarily due to the extra road transport. The UK has over time emitted about 3% of the world total human caused CO2, with a current rate under 1%, although the population is less than 1%.

<span class="mw-page-title-main">Energy policy of Finland</span>

Energy policy of Finland describes the politics of Finland related to energy. Energy in Finland describes energy and electricity production, consumption and import in Finland. Electricity sector in Finland is the main article of electricity in Finland.

<span class="mw-page-title-main">Climate change in Finland</span> Emissions, impacts and responses of Finland related to clime change

Climate change has far reaching impacts on the natural environment and people of Finland. Finland was among the top five greenhouse gas emitters in 2001, on a per capita basis. Emissions increased to 58.8 million tonnes in 2016. Finland needs to triple its current cuts to emissions in order to be carbon neutral by 2035. Finland relies on coal and peat for its energy, but plans to phase out coal by 2029. Finland has a target of carbon neutrality by the year 2035 without carbon credits. The policies include nature conservation, more investments in trains, changes in taxation and more sustainable wood burning. After 2035 Finland will be carbon negative, meaning soaking more carbon than emitting.

A carbon pricing scheme in Australia was introduced by the Gillard Labor minority government in 2011 as the Clean Energy Act 2011 which came into effect on 1 July 2012. Emissions from companies subject to the scheme dropped 7% upon its introduction. As a result of being in place for such a short time, and because the then Opposition leader Tony Abbott indicated he intended to repeal "the carbon tax", regulated organizations responded rather weakly, with very few investments in emissions reductions being made. The scheme was repealed on 17 July 2014, backdated to 1 July 2014. In its place the Abbott government set up the Emission Reduction Fund in December 2014. Emissions thereafter resumed their growth evident before the tax.

References

  1. ↑ BBC (London) 31 July 2015 AA joins protest at government's green changes
  2. ↑ "Key statistics". UK Green Building Council . Retrieved 30 May 2013.
  3. ↑ "Ofgem Carbon Emissions Reduction Target".
  4. ↑ "BBC News - UK government's Green Deal to cut fuel bills". BBC.co.uk. 23 November 2011. Retrieved 12 February 2012.
  5. ↑ Archived 26 March 2007 at the Wayback Machine , Energy Saving Trust
  6. ↑ Market Transformation Programme - Supporting UK Government policy on sustainable products
  7. ↑ , Department of Trade and Industry
  8. ↑ "ESOS: Energy Savings Opportunity Scheme". The Carbon Trust. Retrieved 9 July 2014.
  9. ↑ "The Energy Savings Opportunity Scheme Regulations 2014". UK Government. Retrieved 9 July 2014.
  10. ↑ "Directive 2012/27/EU of the European Parliament and of the Council of 25 October 2012". Official Journal of the European Union. Retrieved 9 July 2014.
  11. ↑ https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/850130/Env-reporting-guidance_inc_SECR_31March.pdf [ bare URL PDF ]
  12. ↑ English, Andrew (6 October 2007). "Fuel's gold - the cost of carbon emissions". The Daily Telegraph. London. Archived from the original on 10 January 2008. Retrieved 20 January 2008.
  13. ↑ SCADPlus: Information on the fuel consumption and CO2 emissions of new cars
  14. ↑ "Pre-Budget Report 2006: Index". Archived from the original on 1 December 2006. Retrieved 15 November 2006., HM Treasury.
  15. ↑ "Low Carbon Vehicle Partnership Working Group | Bio Fuel & Electric Alternatives". Archived from the original on 4 November 2006. Retrieved 29 August 2010.
  16. ↑ "Archived copy" (PDF). Archived from the original (PDF) on 25 February 2009. Retrieved 29 August 2010.{{cite web}}: CS1 maint: archived copy as title (link)
  17. ↑ Department for Transport
  18. ↑ , Transport for London
  19. ↑ , Transport for London
  20. ↑ "Sea and Water News & Events". Archived from the original on 21 December 2007. Retrieved 29 August 2010.
  21. ↑ The Future of Air Transport - White Paper - Annex A - UK air travel forecasts, Department for Transport , published 2005-12-22, accessed 2007-04-11.
  22. 1 2 Select Committee on Environmental Audit Ninth Report, Select Committee on Environmental Audit , published 2006-07-19, accessed 2007-04-11
  23. ↑ Contraction & Convergence: UK carbon emissions and the implications for UK air traffic Archived 2007-09-27 at the Wayback Machine , page 18, Tyndall Centre , published February 2006, accessed 2007-04-11.
  24. ↑ Archived 27 October 2007 at the Wayback Machine , DEFRA
  25. ↑ "Archived copy" (PDF). Archived from the original (PDF) on 27 July 2010. Retrieved 29 August 2010.{{cite web}}: CS1 maint: archived copy as title (link)
  26. ↑ "UK becomes first major economy to pass net zero emissions law".
  27. ↑ "Net Zero: CO2 removal technology could make UK carbon neutral by 2050". 12 September 2018.
  28. ↑ "Air Quality Library- Defra, UK".

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