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announced a plan to provide fully subsidised SWH to low-income households, and aims to award contracts through competitive tendering for the manufacturing of 650,000 individual SWH by 2015.125 However, simultaneously, South Africa delayed the provision of incentives and postponed from 2014 to 2015 its target to install 1 million SWH.126 The U.K. allocated USD 8.24 million (GBP 5 million) to the installation of renewable heating technologies such as biomass boilers as well as heat pumps in public housing; and the Flanders region of Belgium allocated USD 9.2 million (EUR 6.7 million) to promote renewable heat production, waste heat recovery, and the construction of district heat networks.127 At least two countries adopted or revised low-interest loans to support renewable heat. Spain approved a USD 172 million (EUR 125 million) programme to offer zero-interest loans for energy efficiency retrofits of existing buildings, which also include the incorporation of solar thermal.128 Tunisia extended to 2016 its existing preferential low-interest loans for SWH, and began providing a 30% investment credit for solar thermal process heat systems.129 Although support in the sector is generally increasing, there were a few instances of policy expirations and downwards revisions. A law expiration in Chile at the end of 2013 led to the removal of tax rebates for solar thermal systems, and India’s Ministry of New and Renewable Energy reduced grant support for SWH.130 ■■TRANSPORT POLICIES Most policies to increase the use of renewable energy in the transport sector focus on support for the production, promotion, or use of biofuels. During 2013, such policies continued to be enacted or revised by a number of countries that are using a mix of fiscal incentives and regulations. Common policies include biofuel production subsidies, biofuel blend mandates, and tax incentives. As of early 2014, blend mandates existed in 33 countries, with 31 national mandates and 26 additional mandates at the state/ provincial level. (See Reference Table R18.) New blend mandates were introduced in 2013 by Ukraine, which established an initial E5 mandate (5% ethanol blended with gasoline) scheduled to increase to E7 by 2017; Ecuador, which enacted a B5 mandate (5% biodiesel blended with diesel fuel) with plans for a future (undated) increase to B10; and Panama, whose current E5 mandate is set to be increased to E7 in 2015 and E10 in 2016.131 Many existing blend mandates were strengthened in 2013. India raised its ethanol blend mandate from E5 to E10 at the end of 2013; Malaysia began extending the B5 blend mandate to more regions with the aim of enacting it nationwide by July 2014; and the Philippines began implementing the E10 mandate, delayed since 2011.132 In South America, Argentina increased its blend mandate from B7 to B10, and Brazil increased the national ethanol blend level from E20 to E25, and began studying a possible increase in its biofuel blend from B5 to B7.133 In Africa, Zimbabwe raised its existing blend mandate twice, initially from the existing E5 mandate to E10 in early 2013, and subsequently from E10 to E15; it also set a goal of introducing E20 by early 2014.134 South Africa set a date of October 2015 to begin implementing the E2 and B5 blend mandates first established in 2007.135 At the same time, biofuel support policies in Europe and the United States continued to be challenged by concerns about the impacts of cultivating energy crops on food production, land use, biodiversity, and water. Net lifecycle greenhouse gas emissions from biofuels are also under review. In the United States, the Renewable Fuel Standard (RFS) was reduced for the first time since it was enacted in 2005, with a decrease in the mandated blending level from a minimum of 54 billion litres (14.4 billion gallons) of corn ethanol to 49 billion litres (13 billion gallons).136 At the state level, Florida repealed its E10 blend mandate, and Maine adopted legislation to ban ethanol blends in the state.137 Similar discussions are under way in the European Parliament, where critics have questioned the use of first-generation biofuels to meet the EU target of 10% renewable energy—including biofuels, electricity, and hydrogen—in total transport energy by 2020.138 The use of fiscal incentives and public financing for the biofuels industry continued to expand during 2013. Brazil offered tax credits and provided low-interest loans for ethanol producers at an estimated cost of USD 480 million (BRL 970 million).139 Poland initiated a USD 3.3 million (EUR 2.4 million) tender to support the production of renewable fuels, and the United States provided USD 16.5 million in grants to advance the development of algae-based biofuels.140 In a blow to biodiesel, China instituted tax and trade duties on imported biodiesel in an effort to support domestic petroleum diesel refineries.141 Many countries continue to explore additional options for integrating more renewable energy into the transport sector, such as increasing the number of vehicles fuelled with biomethane, renewable hydrogen, or electricity from renewable sources. Electric vehicles (EVs) continue to receive policy support from a number of countries, although this is seldom linked directly to renewable electricity. Examples of support schemes enacted in 2013 include China providing a subsidy of USD 9,813 (CNY 60,000) for the purchase of an EV; Germany pledging USD 247.8 million (EUR 180 million) for electro- mobility demonstration projects; India introducing plans to produce 5–6 million EVs by 2020 as part of its National Electric Mobility Mission Plan 2020; Romania enacting a subsidy programme to provide vouchers worth USD 3,697 (RON 12,000) for the purchase of an EV; South Africa adopting incentives for manufacturers to promote a domestic EV industry and, by early 2013, considering the provision of tax incentives for consumers purchasing EVs; and the U.K. providing funding to expand the EV charging network under its Plugged-in Places scheme.142 RENEWABLES 2014 GLOBAL STATUS REPORT 85 04PDF Image | About ElectraTherm
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