5.5.1.3 Regulatory and operational measures
Although pricing and fiscal instruments are obvious tools for government policy, they are often not very effective, as reflected by the potential reduction in fuel savings (IEA, 2003). Potential effective (and cost-effective) non-fiscal measures that can be effective in an oil crisis are regulatory measures such as:
- Lower speed limits on motorways;
- High occupancy vehicle requirements for certain roads and networks;
- Vehicle maintenance requirements;
- Odd/even number plate and other driving restrictions;
- Providing information on CO2 emission performances of vehicles (labelling);
- Establishing carbon standards for fuels;
- Direct traffic restrictions (e.g., no entry into business district);
- Free/expanded urban public transport;
- Encouraging alternatives to travel (e.g., greater telecommuting);
- Emergency switching from road to rail freight;
- Reducing congestion through removal of night-time/weekend driving bans for freight.
IEA (2003) indicates that such measures could contribute to significant oil savings. This is a typical case where a portfolio of measures is applied together and they would work well with adequate systems of monitoring and enforcement.
For the measures to be implemented effectively considerable preparatory work is necessary and Table 5.17 shows examples of what could be done to ensure the measures proposed above can be effective in oil savings.
Table 5.17: Preparations required to implement some regulatory measures
| Measure to be implemented | Preparatory work |
|---|
| Speed limitsa) | Install electronic speed limit system |
| | Change the law |
| Carpool days | System of finding rides |
| | Car parks |
| | High occupancy car lanes |
| Energy efficient car and driving choice from home | On board efficient indicator systems |
| | Driver training |
| | Information on efficient car purchases |
| Telecommuting days | Telecommuting programmes and protocols |
| | Practice |
| Clean car choice | Public awareness of car consumption |
| | Labeling based on CO2 performance |
| Car free days | Biking/walking/transit facilities |
| | Home/job commuting reduced |
| |
| |
The combined effect of these regulatory measures used to target light-duty vehicles (in addition to blending non-petroleum fuels with gasoline and diesel) is estimated to be a reduction of 15% of daily fuel consumption.
In OECD countries vehicles consume 10–20% more fuel per km than indicated by their rated efficiency. It is estimated that 5–10% reduction in fuel consumption can be achieved by stronger inspection and vehicle maintenance programmes, adoption of on board technologies, more widespread driver training and better enforcement and control of vehicle speeds.
Vehicle travel demand can be reduced by 10–15% by aggressively combining infrastructure improvements, intelligent transport technologies and systems (e.g., better routing systems and congestion reduction), information systems and better transit systems in addition to road pricing.
Another regulatory approach, under consideration in California as part of its 2006 Global Warming Solutions Act, is carbon-based fuel standards. Fuel suppliers would be required to reduce the carbon content of their fuels according to a tightening schedule. For instance, gasoline from conventional oil would be rated at 1.0, ethanol from corn and natural gas at 0.8, electricity for vehicles at 0.6 and so on. The fuel suppliers would be allowed to trade and bank credits and car makers would be required to produce vehicles at an amount that corresponds to the planned sales of alternative fuels. Reductions of 5% or more in transport fuel GHGs by 2020 are envisioned, with much greater reductions in later years.