Potential Energy Cost Savings

Enforcement of vehicle emissions standards not only improves local air quality, but also leads to lower fuel consumption. Vehicle emissions standards may be implemented through mandatory regular emissions checks for vehicles.

The higher the vehicle emissions standard, the less fuel it is likely to consume and the higher the reductions in the emission of fine particles, nitrogen dioxide, ozone, CO₂ and other pollutants. Lower emissions result in higher air quality and lower the risk of respiratory diseases associated with air pollution.

> 200,000 kWh/annum

USD100,000-1,000,000

> 2 years

Reduced carbon emissions

Improved air quality

Enhanced public health and safety

Increased employment opportunities

http://issuu.com/baumot/docs/lez-information-leaflet

Further information can be found at:

https://tfl.gov.uk/corporate/publications-and-reports/low-emission-zone

The aim of the program is to improve air quality in the city by deterring the most polluting vehicles from driving in the area. The vehicles affected by the Low-Emission Zone (LEZ) are older diesel engine lorries, buses, coaches, large vans, minibuses, and other heavy vehicles that are derived from lorries and vans. The LEZ is enforced using fixed and mobile cameras, which read vehicles’ registration number plates as they drive within the zone. This is then checked against a database of registered vehicles, which meet the LEZ emissions standards and which are exempt from a daily charge. If the vehicle does not meet required emission standards or does not qualify for an exemption, the daily charge has to be paid. A critical issue in the successful operation of LEZ schemes is the implementation of an effective enforcement program. If a vehicle driving within the zone is identified as not meeting the LEZ emission standards and no daily charge has been paid, a Penalty Charge Notice is issued to the vehicle's registered keeper. Transport for London, the London transport authority, works together with a European debt recovery agency and has established links with many European vehicle-licensing agencies in order to recover penalties against vehicles registered outside Great Britain.

Environmental zones were created in central areas of Stockholm, which were particularly sensitive to emissions and noise. Based on vehicle age, the approach is simple: all vehicles over 3.5 tons that are older than eight years, including buses, are banned. (Exceptions are made for vehicles between eight and 12 years old if they are retrofitted with new engines). Enforcement is achieved through the police via spot checks as well as an informal arrangement between carriers. Identification of potential violators happens by means of the vehicle number plate, with older vehicles being required to carry permits to prove they have been retrofitted with emissions-standard approved technology. The zone has resulted in older vehicles being replaced earlier than they otherwise would have been, yielding significant reductions in the levels of key pollutants.

https://www.wdronline.worldbank.org/handle/10986/11365

All motorists have to display a sticker showing that their vehicle has passed an emissions test every six months or risk a fine. In its earlier stages of deployment this policy suffered from high levels of evasion—an implementation problem common to similar programs in developing countries. However, as a result of operating through high-volume, test-only centers that are operated by the private sector, program performance has greatly improved. It is estimated that the program has achieved an energy savings potential of approximately 5 percent. Experiences recommend optimizing the number of centers relative to the volume of traffic to be tested, thereby reducing the risk of the tests becoming less rigorous as each center relaxes its inspection protocols in order to attract more customers to increase market share. Each lane in the road section, which generates $10,000 per year, had a capital cost of approximately USD60,000.

Traffic can be positively managed by reducing the number of stops to ensure the most efficient operation of the transport system. Management techniques will seek to minimize distance travelled between origin and destination, ensure the efficient flow of traffic, and encourage multiple occupancy vehicle travel.

Encourage the efficient use of vehicles and minimize journey lengths, reducing fuel use.

> 200,000 kWh/annum

USD100,000-1,000,000

> 2 years

Reduced carbon emissions

Enhanced public health and safety

The city authority optimized traffic signal timing at 135 intersections on 16 of some of Portland's most congested thoroughfares. “Optimization” of traffic signals consists of re-timing the signals to improve their synchronization across a road traffic network. The cost of an intersection synchronization varied between USD1,000 and USD3,000. The resulting reductions in the frequency with which vehicles accelerate and decelerate, as well as the reductions in the time vehicles spend with idling engines, yielded annual fuel savings of 1,750,000 gallons of gas. This is the equivalent of removing 30,000 passenger vehicles from the road for an entire year. The city went a step further by measuring and eliminating CO₂ through the purchase of carbon credits.

In order to achieve a more efficient usage of car parks and encourage shoppers into the central retail area of Milton Keynes, as well as reduce congestion caused by cars looking for parking, the city administration invested in Variable Message Signs that display the location and availability of parking spaces to road users. Installation costs were lowered by making use of the existing ducted network in Milton Keynes used by the police for CCTV. This created the added benefit of providing a large capacity network for future growth in data transmissions. The reduction in congestion and delays resulting from the system are estimated to save motorists and bus passengers in the central area more than GBP3 million over a 10-year period.

High environmental standards, low housing density, and high motorization rates influenced the decision to implement an HOV-lane scheme on the median of the N-VI motorway into Madrid. Finally, in 1995, median reversible HOV lanes were opened. The cutoff limit for the lane is 2+ passengers and the facility is separated from the mix-flow lanes by a concrete barrier along its entire length. A successful design aspect is the reversible basis on which the system operates to match peak flows, serving the inbound trips during the morning peak and the outbound trips during the evening peak. Rather than increase ridesharing, the lanes have attracted a growth in public transport mode share (40 percent in the period 0700-1000 in the year following implementation), resulting in increased frequencies of services.

Develop or improve the public transport system and take measures to increase its accessibility and use. Public transport achieves lower emissions per capita than private cars, and has the potential to provide an equitable transport network. A reduction in the number of private vehicles in circulation can lower emissions and improve air quality.

> 200,000 kWh/annum

> USD1,000,000

> 2 years

Reduced carbon emissions

Improved air quality

Enhanced public health and safety

With the completion of its first two phases, the TransMilenio BRT system serves about 1.5 million passengers every day and has reduced citywide fuel consumption by 47 percent. Key success factors have been citywide comprehensive planning of infrastructure, use of state-of-the-art technologies, implementation of a variety of design features to accommodate high volumes of passengers, and the use of a simple single-price fare system. It does not require subsidies for operation—these are fully covered by fares. The project’s capital cost totaled USD240 million. The system is managed by a company that was set up by the mayor, but runs independently from the city administration. While the company is in charge of all planning, maintenance, and construction of infrastructure as well as organization of bus service schedules, buses and drivers are contracted through private firms, resulting in a complex but innovative management structure.

The case of Curitiba, Brazil, shows that cost is no barrier to ecological and economic urban planning, development, and management. Curitiba has developed a sustainable urban environment through integrated urban planning. To avoid unplanned sprawl, Curitiba directed urban growth linearly along strategic axes, along which the city encouraged high-density commercial and residential development linked to the city’s integrated master plan and land-use zoning. Curitiba adopted an affordable but innovative bus system rather than expensive railways that require significant time to implement. Curitiba’s efficient and well-designed bus system serves most of the urban area, and public transportation (bus) ridership has reached 45 percent. The city now has less traffic congestion, which has reduced fuel consumption and enhanced air quality. The green area has been increased, mainly in parks that have been created to improve flood prevention and through regulations that have enabled the transfer of development rights to preserve green areas and cultural heritage zones.

Curitiba's master plan integrated transportation with land-use planning. Zoning laws are used to direct linear growth by attracting residential and commercial density along a mass transportation lane. High-density residential and commercial development is permitted within walking distance of stops, with much lower densities elsewhere in the city. The city’s central area is partly closed to vehicular traffic, and pedestrian streets have been created. In addition, a strict street hierarchy safeguards the right of way for the current BRT, which has significantly contributed to the success of the transportation network.

Singapore is an island city-state at the southern tip of the Malay Peninsula. With a land area of 700 square kilometers and a population of 4.8 million, Singapore has become developed because of innovative urban planning integrated with the efficient use of land and natural resources. Singapore’s small size poses a challenge when it comes to the availability of land and natural resources. To optimize land use, Singapore promotes high-density development not only for businesses and commercial entities, but also for residential structures. High density lends itself to higher economic productivity per unit of land and facilitates the identification of green spaces and natural areas for preservation.

Furthermore, high-density development has translated into greater use of public transportation as major business, commercial, and residential areas are well connected to an integrated public transportation network. In 2004, public transportation as a share of all transportation modes during morning peak hours reached 63 percent. The significant use of public transportation helps reduce greenhouse gas emissions. High public transportation ridership also means Singapore has been able to recover all public transportation operating costs from fares, a feat only also achieved by Hong Kong, China, among modern, highly developed cities.

The interconnectedness of national and local Auckland issues (such as housing and education) with growth and innovation, and the major required investments (particularly in land transport) have created complex and difficult issues among multiple authorities. Despite Auckland’s importance to the New Zealand economy and the areas of common interest, such as transportation and energy provision, the national government did not initially play a close role in directing regional and local government planning. Concern emerged that, without agreement on an overarching regional strategy and framework, decision making in the region could become ad hoc and adversarial if each stakeholder tried to have a say from a narrow perspective and without viewing the region as a whole. As a result, there was a clear need for coordinated strategic planning across the Auckland region to ensure that Auckland would be able to remain competitive in today’s globalized world. The response involved a process undertaken in 2001 to prepare a regional growth strategy that aimed to provide a vision of what Auckland could be like in 50 years.

Non-motorized transport modes have zero operational fuel consumption and require low capital costs for implementation. In addition to improving the health of users, their use reduces noise pollution and improves air quality.

Benefits include improved air quality, lower operating costs for users and providers, and lower infrastructure requirements.

100,000-200,000 kWh/annum

> USD1,000,000

> 2 years

Reduced carbon emissions

Improved air quality

Enhanced public health and safety

The main retail streets have been fully pedestrianized, while other through roads in the central area are only accessible to buses and pedestrians. The adoption of a step-by-step, integrated approach to the implementation of the road closure program has been seen as critical to the success of the significant road-space reallocation element of the scheme. Opposition to the USD6 million scheme was raised most notably on the grounds that traffic congestion on two key routes in the city would worsen, as well as from retailers concerned about delivery access and trade levels. These concerns were attended to via an extensive consultation process and an effective publicity campaign prior to the implementation of the scheme. This included leaflets, advertisements on buses, citywide poster boards, and a series of press releases.

Ciclorutas is considered a unique cycling network where design has taken the topography of the city into consideration in order to create maximum flow and function (manmade and natural features, hills, waterways, parklands, essential facilities). In a period of just seven years, following an investment of USD50 million, the use of bicycles on the network increased by more than 268 percent. Ciclorutas plays an important role for lower-income groups as more than 23 percent of the trips made by the lowest-income group in the city are by walking or by bicycle. The development of Ciclorutas has also helped recover public space along riverbanks and wetlands as for many years the city’s wetlands were occupied by illegal settlements.

In 1990, the Municipality of Lima set up a micro-credit program to help low-income citizens purchase bicycles. By saving on daily public transportation costs, workers can see their income effectively rise more than 12 percent once the loan is paid off. In order to enhance the success of the program, efforts have been made at standardizing the use of bicycles in the city. Actions to achieve this have so far consisted of the development of a manual of technical standards for the design and planning of cycle ways.

Paris launched a 24/7 bicycle hire scheme through Vélib’, a public-private partnership between the City of Paris and a company led by a major advertising group. Users must purchase a daily, weekly, or annual subscription and bike rental is free for the first half hour of every individual trip after which it costs a fixed rate. The escalating price scale ensures that the bikes are kept in circulation. Notably, the City of Paris generates revenues from the project without any investment (which cost USD108 million). The public-private partnership is the reason for this success, with the private company paying operating costs plus rights to advertising space to the city funded by advertising revenues.

Restricting parking availability discourages car use and provides an incentive to use more sustainable modes of transport, including public transport.

Removing vehicles from circulation reduces fuel use and the effects of congestion.

100,000-200,000 kWh/annum

> 2 years

Reduced carbon emissions

Improved air quality

Enhanced public health and safety

Increased employment opportunities

Complementary implementation activity: Planning measures

The London Plan establishes maximum parking guidelines for residential development. It stipulates that all development in areas of good public transport accessibility should aim for significantly less than one parking space per unit. The main challenge continues to be ensuring that these standards are supported by other measures that reduce car dependency, both within the development and in the surrounding area, e.g., improved and increased public transportation accessibility.

San Francisco Municipal Transit Agency (SFMTA) installed new electronic, multi-space meters in 2009 and activated parking spot sensors attached to the pavement in 2010. The aim is to use pricing to help redistribute the demand for parking. At the heart of SFpark is a data management system that sorts a tremendous amount of data collected from the networked array of remote sensors in all 6,000 parking spots. These wireless sensors can detect whether a spot is occupied by a vehicle and report parking occupancy information in real time to a central computer. The project produced valuable data about the effect of meter pricing on occupancy. Drivers can check the available parking spots via SFPark website, as well as smartphone app. The system took effect in April 2011, compassed 6,000 of San Francisco’s 25,000 metered curbside parking spots in seven pilot neighborhoods and additional fourteen city-owned garages. A March 2014 study found that SFPark met its 60-80% occupancy goal and that cruising for parking is down by 50%.

The city used to suffer from high levels of congested on-street parking. In order to reduce the effects of the “90-minute shuffle” (where locals and downtown commuters moved their vehicles every 90 minutes to avoid getting a parking ticket), the city introduced charges for on-street parking using multi-space meters. Parking fees are highest in the center and decline with distance from the core. The city had a marketing campaign to let motorists know about the meters, including distribution of one free prepaid parking meter card to each resident to help familiarize him or her with the system. Motorists were allowed one free parking violation, and parking control officers provide an hour of free parking to drivers confused by the meters.

Oxford city has five Park-and-Ride sites serving the city’s shoppers, visitors, and commuters. These sites used to charge for parking to provide income to cover operational costs, but were not able to generate additional revenue for repairs or improvement. In order to achieve savings, the management of the Park-and-Ride sites was transferred to Oxfordshire county, resulting in efficiency savings of GBP250,000 per year for the city administration. These savings were achieved primarily through economies of scale, and by sharing the cost of providing the service with taxpayers across the county, and not just those in the city—both of whom used the facilities.

Discouraging potential drivers from using their cars leads to fewer cars in circulation. This encourages people to use alternative modes, which in turn will increase their viability (increased public transport patronage, for example).

Removing vehicles from circulation reduces fuel use and the need for road space.

100,000-200,000 kWh/annum

USD100,000-1,000,000

1-2 years

Reduced carbon emissions

Improved air quality

Enhanced public health and safety

Motorcycles have been completely banned in the City of Guangzhou. The ban was implemented in phases, beginning with a moratorium on new licenses, extending to various roads and time periods. Gradual implementation has been crucial to allow time for the public to adapt, and efficient supply of additional infrastructure/services has supported the induced modal shift. Many motorbike riders have shifted to bicycles and buses, and cycle rickshaws have also emerged as a popular substitute. Road accidents have dropped by 40 percent since the ban was implemented from 2004

Singapore sets the number of new vehicles allowed for registration. Potential buyers need to bid for a non-transferable license, which entitles them to own a vehicle for a fixed number of years. The scheme had to be modified soon after implementation to safeguard against speculative action. The licenses used to be transferable and within the first two months of the first round of release 20 percent changed hands in “buy and sell” transactions with speculators making sizable profits of up to SD5,000. As the rationing system does not control annual mileage, the success of the rationed registration in limiting vehicle usage has been dependent on support from other traffic-restraint measures, such as high road tolls, parking fees, and electronic road pricing.

Introduced as part of a zoning and rerouting, this program stipulates a one-day rest for tricycle drivers in the central business district. Regulation of illegally operated tricycles is a major impediment as enforcement irregularities pose questions of inequality between illegal and legal tricycle taxi drivers. Furthermore, the income potential of those who comply with the rest day is lost to the illegal operators.

Congestion charging restrains access by selected vehicle types, usually the private car, into large urban areas during congested times of the day. Usually the aim is to discourage work-based commuting trips into a defined urban area. Measures range from complete restriction to discouragement through charging. It is a market-based mechanism for influencing driver behavior, which looks to capture the “external cost” of vehicle travel during congested periods of the day.

The main benefit is realized by reducing the volume of low-occupancy vehicles entering the defined area. The aim is to induce modal transfer from low- to high-occupancy transport units, such as public transport. Maximum energy efficiency will be realized if there are complementary interventions on the public transport systems such as the implementation of energy-efficient vehicles. Congestion charging should provide a revenue stream with the surplus (after operating costs) invested in transport systems that are more efficient.

100,000-200,000 kWh/annum

> USD1,000,000

> 2 years

Reduced carbon emissions

Improved air quality

Enhanced public health and safety

Drivers are charged every time upon entry into and out of the congestion zone (“crossing the cordon”), which encompasses the city center. The charge varies according to the time of entry, and high-definition cameras with Automated Number Plate Recognition software are used to register vehicles. Drivers are automatically billed, usually by 7 p.m. the same day. Measures that have been key to addressing the perceived implementation barriers have been a simple and user-friendly zone charging structure; a simplified payment process; and a consideration of seasonal traffic variations to enhance public opinion (the month of July—a key holiday in Sweden—is exempt from the charge).

(1) Source: ESMAP (2011). “Good Practices in City Energy Efficiency, London, UK: Congestion Charges for Urban Transport,” available online at http://www.esmap.org/esmap/node/1279.

In February 2003, London, the capital city of the United Kingdom, introduced a daily congestion fee for vehicles travelling in the city’s central district during weekdays. This fee was meant to ease traffic congestion, improve travel time and reliability, and make Central London more attractive to businesses and visitors.

According to analysis by the city, the program has largely met its objectives. After four years of operation, traffic entering the charge zone was reduced by 21 percent; congestion, measured as a travel rate (minutes per kilometer), was 8 percent lower; and annual fuel consumption fell by approximately 44-48 million liters or about 3 percent.  These changes translated into 110,000-120,000 tons of carbon dioxide (CO₂) reductions annually, a 112 ton reduction in nitrogen oxides (NO_x), an eight-ton reduction in particulate matter (PM₁₀), and some 250 fewer accidents. 

In terms of the program cost-effectiveness, the identified benefits exceeded the costs by more than 50 percent.  In addition, the scheme brought a steady net revenue stream for transport improvements, of which 80 percent has been reinvested in improving public bus operations and infrastructure.  

Among the first programs of its kind, London’s congestion charging scheme was successfully developed and implemented.  The city proved to be innovative and resourceful by ensuring key elements of the scheme were in place, including technical design, public consultation, project management, information campaign, and impact monitoring.  London’s innovation has helped other cities around the world assess this as a policy option in meeting their urban transport needs.

(2) Source: UN Habitat (2006). “London's Congestion Charging System,” Habitat Debate, Vol. 12, No. 1, available online at http://ww2.unhabitat.org/HD/hdv12n1/Vol12No1e.pdf.

The London USD170,000,000 congestion charge scheme uses a flat-rate fee applicable during normal working hours on weekdays as it is both easy to understand and implement, and is also reflective of the nature of congestion in London (consistent throughout the day). Video cameras at entry points to the zone and mobile units within the zone register vehicles that enter the zone by means of automatic number plate recognition technology. Payments are made electronically on the day of entry into the zone. There are discounts for monthly/annual payments, as well as 90 percent discounts for residents within the priced area.

As a measure to meet the predicted rise in demand for public transportation, the city authority invested in the pre-implementation expansion of the bus service. Results show that the scheme has reduced congestion in the central zone by 18 percent; reduced delays by 30 percent; and caused major reductions in road accidents (70 less per annum). Surplus revenue over operating costs for the original zone are used to improve the efficiency of public transport systems. The city authority is now looking to expand the scheme at a forecast cost of USD25 million to USD40 million for the zone extension.

Implemented first in 1975, Singapore’s congestion pricing initiative has evolved from a manual scheme based on paper permits and applicable only during the morning peak period to an electronic version that operates throughout the day. The city authority enacted a pre-implementation expansion of the bus fleet to meet the predicted rise in demand and also developed new Park-and-Ride facilities to support the scheme. Results show that weekday traffic entering the restricted zone has been reduced by 24 percent (271,000 to 206,000 vehicles/day). Annual revenue is approximately 11 times the initial capital costs and annual running costs, giving a significant payback. However, the variable cost of entry into the restricted zone has made the scheme difficult to enforce.

Informing drivers about alternative modes of transport and sharing resources with other drivers leads to fewer cars being used and more trips with public transport.

Removing vehicles from circulation reduces fuel use and increases the viability and efficiency of public transport.

100,000-200,000 kWh/annum

USD100,000-1,000,000

1-2 years

Reduced carbon emissions

Improved air quality

Financial savings

See Portland case study for more details.

Run by the city’s Office of Transportation, SmartTrips is a campaign that aims to inform Portland’s citizens of the various existing alternatives to single-occupancy vehicle trips. It hand delivers information packets to residents, detailing available alternative modes of transportation, and distributes supporting maps and information on relevant event schedules. The SmartTrips campaign operates by targeting specific areas and different target groups over its lifetime, and notably runs “Senior Strolls,” which are slower paced walks that help seniors become active and comfortable with walking as a transportation option, as well as “Women’s Clinics,” which educate women on how to ride with children and how to shop by bike. The program is funded by revenues from the city’s share of gas taxes and other transportation revenues, supplemented by energy tax credits earned by private businesses.

Nottingham City Hospital has approximately 14,000 two-way car trips (including visitors, patients, and deliveries) accessing its site each day. When the hospital underwent redevelopment and expansion work, associated planning regulated required measures to reduce this number of car trips. The hospital management introduced a range of measures, including improved pedestrian and cycle access to the site, staff discount at a local bicycle shop, bus services running through the hospital site linking local estates and suburbs (though these services receive no subsidy from the hospital), and increased transport information on the intra- and Internet sites. The results were reductions in single-occupancy vehicle trips with significant increases in ride sharing and use of public transportation. Observations have been made that expanding the ride-share scheme to other local employers could increase the number of potential matches and uptake.

Operated by NTUC Income Co-operative, Singapore’s first residential car club is seen as a more efficient option than individual car ownership, as individuals are able to choose the most cost-effective mode for specific journeys. Private car ownership is very expensive in Singapore as a result of licensing quotas, and the car club has been able to ease the pressure on demand. The car co-operative in Singapore has also caused a net reduction in public transport use, although a reduction in public transport use for social and shopping trips has partly been compensated by an increase in use for commuting, reducing congestion.

Public education and training campaigns will increase the public’s awareness and understanding of the benefits of energy efficiency and can help change attitudes towards energy efficiency. Providing information on easy ways to be more energy efficient can help modify citizen behavior and contribute to overall energy savings. This can be achieved through:

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  Advertisement campaigns;
  
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  Public events;
  
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  Articles in the local press;
  
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  User-friendly website providing information about energy efficiency;
  
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  Training programs in schools, community centers, and businesses; and
  
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  An “energy efficiency champion” program.
  

100,000-200,000 kWh/annum

USD100,000-1,000,000

Reduced carbon emissions

Improved air quality

Enhanced public health and safety

Financial savings

Security of supply

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  Ask champions to come to a “train the trainer” course and provide them with support to run sessions within their own community.
  

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  Teach champions about simple ways to save energy and then give them leaflets to distribute in their community. Ensure that champions inform people that they are the local contact for any energy efficiency questions.
  

PlaNYC is a comprehensive sustainability plan for New York City’s future. The plan puts forth a strategy to reduce the city’s greenhouse gas footprint, while also accommodating a population growth of nearly one million, and improving infrastructure and the environment. Recognizing the importance to reduce global carbon emissions, and the value of leading by example, New York has reduced its citywide carbon emissions by 19 percent since 2005, and it is on track to reach the reduction of 80 percent by 2050.

Within the energy sector of the plan, the city has an initiative to undertake extensive education, training, and quality control programs to promote energy efficiency. In 2010, the city launched an energy awareness campaign and set up training, certification, and monitoring programs. The plan proposes that these measures will be delivered through a series of partnerships until an Energy Efficiency Authority is established.

The Energy Efficiency Office in Toronto provides energy saving tips for households, businesses, and developers on the city’s website. As an example, the Energy Efficiency Office conducts the Employee Energy Efficiency at Work (E3@Work), an awareness program designed to save money and promote energy efficiency practices by managing office equipment power loads. Developed and implemented by the City of Toronto in 2002, the program is being promoted to business establishments and offices across the city. The goal is to reduce energy consumption and building operating costs, improve energy security and reliability, and help preserve the environment.

Source: Low Carbon Singapore. Available online at http://www.lowcarbonsg.com.

“Low Carbon Singapore” is an online community dedicated to help Singapore reduce its carbon emissions and move towards the goal of a low-carbon economy. The project aims to educate individuals, communities, businesses, and organizations on issues relating to climate change, global warming, and clean energy, providing information, news, tips, and resources on various ways to reduce carbon emissions, including adoption of clean energy and energy efficient behaviors and technologies.

Low Carbon Singapore is published by Green Future Solutions, a Singapore-based business that promotes environmental awareness and action for a green future through a network of green websites, events, presentations, publications, and consultancy.

Walsall Council has been rolling out energy awareness training with the Carbon Trust under their funded Carbon Management Energy Efficiency (CMEE) program, including:

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  Energy surveys of the council’s least energy efficient buildings;
  

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  Evaluating feasibility of combined heat and power (CHP) generation at the council’s leisure centers; and
  

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  Raising staff awareness through a number of energy presentations to senior managers, building managers, school caretakers, and a number of the council’s general staff. A total of 226 staff were trained in this round using presentations developed by the Carbon Trust and adapted, with the help of some of the environmental champions, to reflect Walsall Council’s needs.
  

The Siemens Energy Efficiency Academy brings together some of the leading international and local experts to share their insights on government policy, emerging technologies, market drivers, and best practice implementation.

Apart from adopting and showcasing its own energy efficient practices, it runs regular training programs for businesses across topics such as:

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  Incentive schemes: Market mechanisms, grants, and funding explained;
  

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  Building winning business cases for energy efficiency;
  

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  Energy efficiency policy in Australian governments;
  

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  Next generation technology: What’s next?
  

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  Best practice implementation for variable speed drives and power quality; and
  

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  Energy monitoring in industrial and commercial facilities.
  

In 2004, the Meath Energy Management Agency (MEMA) extended its Energy Awareness Week to everyone who lived or worked in the County of Meath, Ireland, using a concentrated burst of media campaigning to raise energy awareness among consumers. Visits to schools, information displays, widespread media coverage, competitions, a “Car-Free Day,” and an offer of free CFL light bulbs encouraged participation at all levels. The campaign dramatically increased requests for information from the energy agency. The competitions and promotions also improved local knowledge of energy efficiency, and encouraged people to choose sustainable energy and transport options in the future.