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Original language: ireland npf.pdf
On this page, we provide relevant information on the topic of alternative fuels vehicles, infrastructure or support measures as provided in the National Policy Framework (NPF), in principle as an extract from the NPF, with some additions to give context where necessary. These highlights should not be considered summaries of the NPFs. For a full and complete overview, we advise to read the NPF document itself.
The highlights for all National Policy Framework follow more or less the same structure: we first explain the modelling approach where one has been provided, we then explain the objectives or key focus areas of the NPF and then provide an overview of the key messages for those alternative fuels with distinct infrastructure requirements for which Member States had to develop national targets according to the Alternative Fuels Infrastructure Directive (electricity, hydrogen, LPG, CNG and LNG - therefore not covering for instance LPG, biofuels or synthetic fuels.
NPF date of adoption: May 2017
This Framework aims to support a transition away from fossil fuels over the next two decades, moving predominantly to electricity for passenger cars, commuter rail and taxis by 2030. Biofuels will continue to play a key role over the coming years and natural gas, along with some electrification, will provide an interim alternative solution for larger vehicles, i.e. freight and buses where significant reductions in CO2 could be expected from integrating biomethane with CNG/ LNG. LNG and methanol are likely to increase their penetration as fuels in the shipping sector. Given the speed of the advance in low carbon technologies, it is not illogical to expect all new cars and vans sold in Ireland to be zero emission (or zero emissions capable) from 2030. By the end of the next decade, low carbon alternative technologies will have matured and become considerably more affordable.
Electricity: The adoption of EVs has been identified as a key strategy in achieving energy e ciency, renewable energy and climate mitigation targets. Ireland has a number of characteristics which make it a suitable country for the deployment of EVs. As a small island nation, the greatest distance between any of our cities is 265 km (Dublin to Cork). The forecast for EVs for 2020 is 20,000 and for 2030 this is 800,000. Taking into account the current number of EVs and the extent to which the recharging network is ahead of market demand, it is anticipated that the present number of publicly accessible recharging points would be able to serve up to 20,000 EVs. There are no shore-side electricity supply facilities at any ports in Ireland, including the three TEN-T core network ports (Port of Cork, Dublin Port and Shannon Foynes) and, as yet, there is no demand from the shipping lines. No targets will be set, in the interim, in the absence of any market demand. However, subject to the outcome of the review (in 2018), Ireland will commit to setting targets for shore-side electricity facilities at the three TEN-T ports in 2019. Only Dublin Airport, which is Ireland’s largest airport, deploys the use of electricity supply units. At Dublin Airport, 27 fixed electrical ground power (FEGP) units have been installed on Pier 4 with 2 new units recently installed on Pier 3 in late 2016.
Hydrogen:There is no hydrogen refuelling infrastructure in operation in Ireland with few commercial organisations capable of constructing or bearing the cost of a stand-alone hydrogen project. Coupled with the lack of right-hand drive hydrogen vehicles currently available for use on the Irish market, the rate of infrastructure development is expected to remain low up to 2020. Ireland has no immediate plans to establish a hydrogen refuelling network, as the cost of the infrastructure is massively disproportionate to current demand.
CNG: In Ireland, CNG in transport is still in demonstration phase. Gas Networks Ireland (GNI) operates one station on their premises in Cork with another temporary station operating in Dublin (note: October 2019 one CNG refilling station in Ireland; 5 CNG cars). The forecast for CNG cars for 2020 is 3,500 and for 2030 this is 38,000. For buses these numbers are 150 and 1,500 respectively.
LNG:LNG is not used for heavy duty vehicles in Ireland. Currently, there are no LNG terminals in Ireland and very few commercial organisations have the capability to self-fund a major LNG project. Given the size of our TEN-T core network, the inherent suitability of LNG for long distance journeys and the lack of demand from domestic or international hauliers to provide LNG for HDVs in Ireland, it is not proposed to set targets for LNG infrastructure in this Framework. At this stage, there are no plans for LNG refuelling projects at any of the three TEN-T core network ports in Ireland (Dublin, Cork and Shannon Foynes). Equally, there are no plans for such development at those ports (Rosslare and Waterford) which are part of the TEN-T comprehensive network. It would seem prudent to review market needs (similar to shore- side electricity) by the end of 2018 with a view to setting targets for 2025. In the absence of any current market demand, Ireland does not plan to set targets in the interim.