The post Xiwen Chen appeared first on International Council on Clean Transportation.

In Vietnam’s updated Nationally Determined Contribution (NDC) commitments under the Paris Agreement, the country committed to regulating fuel consumption for newly manufactured, assembled, and imported motor vehicles to reduce greenhouse gas emissions from the transport sector. Given the dominance of motorcycles and mopeds, such measures are crucial to helping Vietnam meet its climate goals and improve air quality.   

This study collects and analyzes the characteristics and baseline fuel consumption of two-wheelers sold in Vietnam from 2017 to 2021. The results of this study will serve as a foundation for further development of mandatory fuel consumption standards for two-wheelers to reduce the overall CO2 emissions in Vietnam’s transport sector.  

The post Fuel consumption baseline analysis for two-wheelers in Vietnam, 2017–2023 appeared first on International Council on Clean Transportation.

To continue reducing emissions from new vehicles and decrease the risk of combustion engine vehicle backsliding, fleet-average standards could be strengthened, or ICE-only standards could be developed. Strong hybrid electric vehicles (HEVs) represent the maximum level of greenhouse gas reductions achievable in non-plug-in vehicles demonstrated through 2024 and are readily available technologies automakers can implement cost-effectively beginning in 2025.

This paper analyzed HEV technology and potential CO₂ emission reductions, the historic and future costs of this technology, and how future regulations could be designed to minimize emissions from ICE-equipped vehicles and arrives at the following conclusions:

• Strong hybrids are cost-effective for consumers and automakers.
• Hybrid vehicles cost less than previously assumed in regulatory documents and their cost will likely decrease further in the future.
• The efficiency of hybrids can continue to improve through application of known, cost-effective technologies.

The post Hybrid vehicle technology developments and opportunities in the 2025–2035 time frame appeared first on International Council on Clean Transportation.

The authors modeled multiple scenarios, including two pathways that could put Indonesia on a path to reach net-zero emissions from road transport by 2060 (figure below). In the more ambitious Best Practice scenario, ZEVs are 100% of new sales in all vehicle segments by 2040, and the Net Zero scenario is a slightly more gradual approach where ZEVs reach 100% of new sales in all segments by 2045. Both scenarios would deliver substantial benefits in terms of reduced fuel consumption and avoided emissions when compared with the modeled Announced Targets 2050 scenario. Cumulative liquid fuel consumption through 2060 is estimated to drop by 5.1 billion (Net Zero scenario)–6.7 billion (Best Practice scenario) barrels of oil equivalent and result in 2.4 Gt (Net Zero)–3.1 Gt (Best Practice) of avoided tank-to-wheel carbon dioxide emissions.

Figure. Two scenarios that could put Indonesia on pathway to net-zero emissions from road transport by 2060

Access the presentation of this report here.

The post Roadmap to zero: The pace of Indonesia’s electric vehicle transition appeared first on International Council on Clean Transportation.

This piece originally appeared in Punjab Kesari in Hindi.

For many reasons, Haryana is the automobile hub of India. Its electric vehicle (EV) policy, which began in 2022, marked a significant step toward reducing transportation emissions. Now more than 2 years into the 5-year policy, with the Government of India having released the Production Linked Incentive (PLI) scheme for the National Programme on Advance Chemistry Cell Battery Storage and the PM Electric Drive Revolution in Innovative Vehicle Enhancement (PM E-DRIVE) scheme, there’s a prime opportunity for Haryana’s new government to make strides in promoting EV adoption, particularly for electric cars.

Here are four areas where extra focus could help maximize the potential for success:

1.  Grow the charging infrastructure network. While Haryana’s EV policy promotes setting up charging points in designated urban areas, implementation has been relatively sluggish. For drivers of electric cars in particular, public charging stations are needed in cities and along major highways to make them feel most confident. This is a learning from regions with the highest EV adoption rates, and one example is Norway’s successful model, which ensures charging stations every 50 km on main roads. Norway has one of the world’s highest ratios of chargers to vehicles with 30 public chargers per thousand electric cars and vans. A focus on standardized public charging stations compatible with various EV models and on installing fast chargers would reduce time that drivers spend waiting for a charger, particularly in high-traffic areas, parking lots, and commercial hubs. As we outlined here, charging infrastructure standardization is crucial because it reduces investment costs through economies of scale and significantly improves user experience.

In addition, Haryana can complement Central Government funding available for charging infrastructure in PM E-DRIVE with its own financial incentives for installing home and workplace chargers. Norway’s experience was highlighted at our India Clean Transportation Summit 2024, where Markus Nilsen Rotevatn from the Norwegian EV Association explained that a suite of policies have combined to make EVs in Norway so cost-effective that consumers are choosing them for that reason alone.

2. State manufacturing and research and development (R&D) initiatives for EVs. Haryana’s many strategic advantages—proximity to key markets, robust road infrastructure that provides reliable connectivity to other parts of India, dedicated EV parks, and skilled manufacturing workforce—mean it’s well positioned to become an EV manufacturing hub. The government can offer financial incentives to attract investment from local and global EV manufacturers, battery producers, and component suppliers. One avenue is special economic zones (SEZs) for EV production, which are designated areas that provide benefits like tax exemptions, streamlined customs processes, and access to superior infrastructure. These zones can enhance productivity, reduce operational costs, create job opportunities, and contribute to economic development. In Haryana, such SEZs could be complemented by R&D centres that focus on advancing EV battery technology and cost-effective EV components through public-private partnerships with local universities and technical institutions.

3. Financial incentive structures. Though Haryana’s EV policy includes purchase incentives for electric two-wheelers, three-wheelers, and cars, registration fee waivers, and road tax exemptions, there are ways to expand the financial benefits. Taking cues from successful global models in the United States, the United Kingdom, and China, Haryana’s government could collaborate with financial institutions to offer low-interest loans for EV buyers and give them more time to repay EV loans. Additionally, the government could create a financial risk management fund from the State Transport Fund for Accelerating EVs and support banks that lend to middle-class buyers and fleet operators. This could be especially effective now, as interest rates are not low. A fixed percentage of the State’s Transport fund could be allocated to things like providing purchase subsidies, developing charging infrastructure, and electrifying public transportation. The fund can also be used to provide free parking or reduced tolls.

4. New regulatory frameworks and building codes. Following models from Europe, Haryana could consider introducing low-emission zones (LEZs) in pollution-heavy cities like Gurugram and Faridabad. LEZs are geographically defined areas where access restrictions are applied to polluting motorized vehicles. The importance of LEZs was highlighted recently in a convening organized jointly by the Government of Haryana Transport Department and the ICCT. The Haryana Pollution Control Board mentioned LEZs in its Winter Action Plan 2024–25, but action on the ground has yet to commence. Updating building codes to require that new residential and commercial buildings be EV-ready and mandating that government departments transition to battery electric vehicles within a specified time frame are other ways to support the market.

Several supplementary measures would also support these priorities. From public-awareness campaigns that leverage multiple channels including television, social media, and community events, to educational programs in technical institutions that focus on EV technology and a robust battery recycling infrastructure with appropriate regulations, such measures work together to create a supportive ecosystem that enables widespread EV adoption.

Delivering on the vision in Haryana’s EV policy is expected to generate substantial environmental and economic benefits, including significant reduction in vehicular emissions, improved air quality across urban centres and avoided premature deaths through reduced air pollution, job creation across the EV value chain, and the positioning of Haryana as a competitive EV manufacturing hub in North India. The state EV policy complements the National Electric Mobility Mission Plan’s goal of 30% EV penetration by 2030 and strengthens India’s commitment under the Paris Agreement to reduce emissions intensity by 45% by 2030. While this agenda is ambitious, the long-term benefits to public health, employment, and economic growth make this transition not just desirable but imperative for Haryana’s sustainable future.

Author

Lavnish Goyal
Researcher

Related Publications

Charging infrastructure in India: Incentives under FAME II and considerations for PM E-DRIVE

This study examines the performance of charging infrastructure component of FAME II, assesses charging infrastructure developed in India and offers policy considerations for charging infrastructure deployment under the latest PM E-DRIVE scheme.

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SectorLight vehicles

PoliciesElectrification

RegionIndia

The post Accelerating electric cars in Haryana: Four opportunities for the new government appeared first on International Council on Clean Transportation.

Figure 1. Share of battery electric in new passenger car registrations in Europe

Figure 2. Average CO₂ emissions of manufacturer pools and Tesla, a large manufacturer not part of a pool, in 2024, including compliance credits, compared with their estimated 2024 targets.

Note: All CO₂ values are estimates according to the Worldwide harmonized Light vehicles Test Procedure (WLTP). See the section on definitions, data sources, methodology, and assumptions for details.

Passenger car registrations by country

Passenger car registrations in Europe increased slightly in 2024, reaching just over 10.8 million, and there were over 920,000 in December alone. While registrations in Poland increased 16% over 2023, those in Sweden fell 7% compared with the previous year. Combined BEV and PHEV market shares averaged 22% in Europe in 2024, down one percentage point from 2023. Norway (92%), Sweden (58%), and Denmark (55%) all had shares above 50%, and Finland (50%), the Netherlands (48%), and Belgium (43%) also recorded combined BEV and PHEV market shares well above the average for Europe. Among the largest markets, the highest increase in BEV registrations occurred in Belgium, where shares increased 9 percentage points in 2024 compared with 2023. In the Netherlands, new BEV registrations reached an all-time high of 47% in December, and the BEV sales share was 35% for 2024. After the phaseout of government subsidies at the end of 2023, BEV registrations dropped significantly in Germany to 14% in 2024 compared with 18% the previous year. Of the major markets, 2024 PHEV registration shares were the highest in Sweden (23%), HEV shares were highest in Poland (22%), and MHEV shares were highest in Italy (28%).

Figure 3. Share of plug-in hybrid and battery electric passenger cars by country, including information on market size (total new car registrations)

Table 4. New passenger car registrations by country

Table 5. Share of battery electric, plug-in hybrid, full hybrid, and mild hybrid passenger cars by country

Passenger car registrations by owner

Private cars made up over 40% of new registrations in Europe in 2024, and these were followed by company fleets with 36%, and then car dealers and manufacturers and short-term rentals, which made up 14% and 9% of the total registrations, respectively. Short-term rental registrations fluctuated more than other owner types; they ranged from nearly 13% of sales in May to only 5% in October 2024.

Figure 4. New passenger car registrations by owner for 20 select European countries

Charging infrastructure development

Over 950,000 public charging points were installed in Europe by the end of 2024, up from around 700,000 at the end of 2023. For alternating current (AC) charging, this represents an increase of around 32% compared with the end of 2023. Direct current (DC) charging points showed even greater growth, increasing 61% over the end of 2023. Approximately 82% of Europe’s public charging points supply AC, while the remaining 18% supply DC. Norway, the country with the highest BEV market shares, also recorded the largest growth in DC chargers in 2024 compared with 2023 (+141%); Italy followed in second with a substantial increase in both DC and AC publicly accessible charging points of +76% and +72%, respectively. There were on average about 6.5 22 kW-equivalent publicly accessible charging points installed per thousand passenger cars and vans on the road in Europe at the end of December 2024, up from
4.2 at the end of 2023. With 43 22 kW-equivalent publicly accessible charging points per thousand passenger cars and vans, Norway continues to lead Europe in charging infrastructure, followed by Iceland (32), Denmark (26), and Sweden (21). Italy and Spain (both 2.7) remain well below the European average.

Figure 5. 22 kW-equivalent publicly accessible charging points installed per thousand passenger cars and vans in Europe by the end of December 2024

Note: The width of the bars represents stock size estimates as of the end of 2024. The unit 22 kW-equivalent is used to account for different power outputs while allowing for comparison among countries.

Table 10. Number of publicly accessible charging points installed by country and type of power output

Definitions, data sources, methodology, and assumptions

Manufacturer pools: Automakers are allowed to form pools to jointly comply with CO₂ targets. For this publication, the 2024 pools are defined according to the European Commission’s “M1 pooling list,” version of 15 January 2025, and the main brands are: BMW Group (BMW, Mini), Ford (Ford), Hyundai (Hyundai), KG Mobility (Great Wall Motor, Xpeng), Kia (Kia), Mercedes-Benz (Mercedes-Benz, Smart), Renault-Nissan-Mitsubishi (Dacia, Mitsubishi, Nissan, Renault), Stellantis (Alfa Romeo, Citroën, Fiat, Jeep, Lancia, Opel, Peugeot), Subaru-Mazda-Toyota (Lexus, Mazda, Subaru, Toyota), Volkswagen (Audi, Cupra, Porsche, SEAT, Škoda, VW), and Volvo-Polestar-Suzuki (Polestar, Suzuki, Volvo). For vans, the 2024 pools listed in “N1 pooling list,” version of 15 January 2025, applies: Ford (Ford), Mercedes-Benz (Mercedes-Benz, Mitsubishi Fuso), Renault-Nissan (Nissan, Renault), Stellantis (Citroën, Fiat, Opel, Peugeot), Volkswagen (MAN, Volkswagen). Tesla is a large M1 manufacturer that is not part of a pool.

Abbreviations: AC = alternating current; CO₂ = carbon dioxide emissions; DC = direct current; g/km = grams per kilometer.

Technical scope: This publication focuses on new passenger car and van registrations. Battery electric vehicles (BEVs) are powered exclusively by an electric motor, with no additional source of propulsion. Plug-in hybrid electric vehicles (PHEVs) combine a conventional combustion engine with an electric propulsion system that can be recharged via an external power source. Hybrid electric vehicles here include full hybrid electric vehicles (HEVs) and mild hybrid electric vehicles (MHEVs). HEVs and MHEVs integrate two propulsion systems, usually a combustion engine and an electric propulsion system, which cannot be recharged via an external power source. Key differences between HEVs and MHEVs are the system voltage and system power. This enables HEVs to drive partially pure electric, while the electric propulsion system of MHEVs is typically only capable of assisting the combustion engine. For more on HEVs and MHEVs see: Jan Dornoff, John German, Ashok Deo, and Athanasios Dimaratos, Mild-Hybrid Vehicles: A Near Term Technology Trend for CO₂ Emissions Reduction (International Council on Clean Transportation, 2022), https://theicct.org/publication/ mild-hybrid-emissions-jul22/.

Geographic scope: The European CO₂ regulation for vehicle manufacturers applies to all countries of the European Economic Area (EEA). This includes the 27 Member States of the European Union plus Iceland, Liechtenstein, and Norway. Data for new car and van registrations and shares of electric vehicles in this publication cover all of these countries, with the exception of Bulgaria, Liechtenstein, and Malta. Data for CO₂ emission levels additionally omits Romania. Charging infrastructure data are presented for the 27 EU members plus the four European Free Trade Association countries (Iceland, Liechtenstein, Norway, and Switzerland).

Data sources: Dataforce (new vehicle registrations), Eco-Movement (charging points), European Environment Agency (EEA) (vehicle mass and eco-innovation credits).

Results may change over time: Registrations and/or CO₂ data may be retrospectively updated by some of the national type-approval authorities. Similarly, charging infrastructure data may also be retrospectively updated by Eco-Movement. Historical values are regularly updated to reflect all latest data available.

Test procedures: CO₂ values are provided according to the Worldwide harmonized Light vehicles Test Procedure (WLTP).

Flexible compliance mechanisms: To facilitate meeting their CO₂ targets, manufacturers can make use of a number of compliance mechanisms. Manufacturers can reduce their CO₂ level by up to 7 g/km by deploying eco-innovation technologies. As a conservative estimate, we apply the 2023 level of eco-innovation CO₂ emission reductions per brand. For more on the methodology used, see: Uwe Tietge, Peter Mock, and Jan Dornoff, Overview and Evaluation of Eco-Innovations in European Passenger Car CO₂ Standards (International Council on Clean Transportation, 2018), https:// theicct.org/publications/eco-innovations-european-passenger-car-co2-standards.

Mass-based targets: For each manufacturer pool, a specific 2024 CO₂ target value applies, depending on the average mass of the new vehicles registered. For this publication, we assume the average mass per manufacturer pool remains the same as in 2023; the average 2023 BEV and non-BEV mass for each manufacturer was calculated based on EEA data and then weighted according to their 2024 BEV market shares. For more on the methodology used see: Uwe Tietge, Jan Dornoff, and Peter Mock, CO₂ Emissions From New Passenger Cars in Europe: Car Manufacturers’ Performance in 2023 (International Council Clean Transportation, 2024), https:// theicct.org/publication/co2-emissions-new-pv-europe-car-manufacturersperformance-2023-sept24/.

Charging point: As defined in the Alternative Fuels Infrastructure Regulation, a charging point “means a fixed or mobile interface that allows for the transfer of electricity to an electric vehicle, which, whilst it may have one or several connectors to accommodate different connector types, is capable of recharging only one electric vehicle at a time, and excludes devices with a power output less than or equal to 3.7 kW the primary purpose of which is not recharging electric vehicles.”

Owner types: This publication considers four types of owners: private cars, company fleets, short-term rentals, and car dealers and manufacturers. The private car category includes all registrations under private individuals, including those of self employed persons, provided the vehicles are not registered under a company name. Private leasing is also included. Company fleets encompass all vehicles registered to companies, excluding those intended for resale or rental. This category includes company and public administration fleets, commercial long-term rentals, commercial leases, taxis, driving schools, diplomats, etc. The size of the fleet and the extent to which the vehicles are used privately are not considered relevant. The short-term rentals type covers all registrations under large or small national and local rental companies. It also covers all vehicles flagged by authorities as being used for self drive rental purposes. The car dealers and manufacturers type includes all vehicles registered by car dealers and manufacturers. For automakers, this includes vehicles used for press purposes as well as those for their own employees. New registrations data by registration type is aggregated for the following 20 European countries: Austria, Belgium, Czechia, Denmark, Finland, France, Germany, Iceland, Italy, Latvia, Lithuania, the Netherlands, Norway, Poland, Portugal, Slovakia, Spain, Sweden, Switzerland, and United Kingdom.

From the authors: With the next stage of the European Union’s new vehicle carbon dioxide (CO2 ) emissions targets taking effect in 2025, lots of eyes are on automaker performance. To provide up-to-date data for discussion, we plan to release monthly updates on European passenger car registrations throughout 2025, and quarterly updates on van registrations and charging infrastructure developments.

This publication is a collaboration between the ICCT, IMT-IDDRI, and ECCO think tank.

The post European Market Monitor: Cars and vans 2024 appeared first on International Council on Clean Transportation.

Berlin, 5. Februar 2025—Im Januar 2025 wurden in Deutschland insgesamt 34.498 reine Elektroautos neu zugelassen, was einem Anstieg von 53,5 Prozent gegenüber dem Vorjahresmonat entspricht. Diese Zahlen gab das Kraftfahrt-Bundesamt (KBA) heute in Flensburg bekannt. Der Anteil reiner Elektro-Pkw an den Neuzulassungen lag im Januar bei 16,6 Prozent—ein Zuwachs von 6,1 Prozentpunkten im Vergleich zum Vorjahresmonat.

Ein wichtiger Faktor für den Anstieg im Januar 2025 sind die seit Jahresbeginn verschärften CO₂-Zielvorgaben für Fahrzeughersteller bei Neuwagen auf EU-Ebene. Um Strafzahlungen für zu hohe Emissionen zu vermeiden, müssen Automobilersteller unter anderem den Absatz von Elektroautos steigern, etwa durch Preisnachlässe oder die Einführung kostengünstigerer Modelle. Bereits in den Jahren 2020 und 2021, als die Grenzwerte zuletzt verschärft wurden, stieg der Anteil der Neuzulassungen von reinen Elektro-Pkw deutlich an.

„Erste positive Zahlen für Januar 2025 deuten darauf hin, dass die Neuzulassungen von Elektrofahrzeugen auch aufgrund der verschärften CO₂-Zielvorgaben in den kommenden Monaten weiter steigen werden,“ erklärt Dr. Sandra Wappelhorst, leitende Wissenschaftlerin am International Council on Clean Transportation (ICCT) in Berlin. „Zusätzlich könnten gezielte politische Maßnahmen seitens der deutschen Bundesregierung, wie der weitere Ausbau der öffentlichen Ladeinfrastruktur sowie die mögliche Einführung einkommensbasierter Kaufanreize und Leasingangebote für Elektro-Pkw, die Nachfrage weiter steigern.“

Auch andere europäische Märkte zeigen Anfang des Jahres positive Tendenzen. In Frankreich lag der Anteil reiner Elektroautos an den Pkw-Neuzulassungen im Januar 2025 bei 17,4 Prozent (Vorjahresmonat 16,4). Im Vereinigten Königreich erreichten E-Autos einen Anteil von 21,3 Prozent (Vergleich Januar 2024: 14,7). Hier galten 2024 erstmals verpflichtende Ziele für Automobilhersteller zum Verkauf von emissionsfreien Neufahrzeugen. Anfang März wird die Europäische Kommission einen Aktionsplan zur Zukunft der Automobilindustrie vorstellen, dessen mögliche Auswirkungen auf den europäischen Elektroautomarkt noch abzuwarten sind.

ENDE

Pressekontakt
Sophie Ehmsen, communications@theicct.org

Über ICCT
Der International Council on Clean Transportation (ICCT) ist eine unabhängige, gemeinnützige Forschungsorganisation, die hochwertige, objektive Studien sowie technische und wissenschaftliche Analysen für Umweltbehörden bereitstellt. Unser Ziel ist es, die Umweltverträglichkeit und Energieeffizienz im Straßen-, Schiffs- und Luftverkehr zu verbessern, um die öffentliche Gesundheit zu schützen und den Klimawandel einzudämmen. Seit unserer Gründung im Jahr 2001 finanzieren wir uns durch Zuschüsse und Verträge von privaten Stiftungen und öffentlichen Institutionen.
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The post Pkw-Neuzulassungen im Januar 2025: Elektroautos erreichen fast 17 Prozent appeared first on International Council on Clean Transportation.

The assessment finds that U.S. light-duty BiW automotive steel demand is about 3.9 million tonnes annually. If automakers switch to green steel, this 3.9 Mt demand could be met by two new, fully operational green steel facilities or two retrofitted existing steel facilities. Total U.S. automotive steel demand was estimated to be around 11 Mt in 2023, indicating the considerable decarbonization potential of substituting green steel throughout the automotive sector.

Using green steel to manufacture the BiW for LDVs produced in the United States could save around 6.4 Mt of CO₂-equivelant (CO₂e) emissions annually. This reflects an 84% reduction in CO₂e emissions compared to conventional steel. Assuming a widespread supply of green steel and that emissions savings remain constant from 2025 through 2030, about 38 Mt of CO₂e could be avoided by substituting green steel for conventional steel to construct BiWs for LDVs. This amount of emission reductions is comparable to the cumulative emission reductions expected from the U.S. Environmental Protection Agency’s multi-pollutant rule for light-duty and medium-duty vehicles through 2030.

Switching to green steel in the BiW would cost about $199 per vehicle on average, an increase of about 0.66% in the case of a $30,000 vehicle. It is anticipated that green steel costs will decline over time as the prices of hydrogen and renewable electricity decrease and hydrogen electrolyzers are increasingly commercialized.

The post Assessment of automotive steel demand in the United States appeared first on International Council on Clean Transportation.

Speakers

Amit Bhatt

ICCT India Managing Director

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Jacob Teter

Independent Advisor and Program Consultant with ICCT

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Dr. O.P. Agarwal

Advisor, NITI Aayog

Sherebanu Frosh

Program Manager, Raahgiri Foundation

Sumantra Bibhuti Barooah

Editor Technology, ET Auto

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Webinar recording

The post From Fuel to Future: India’s adoption towards Zero Emission Vehicles appeared first on International Council on Clean Transportation.

Expanding the focus on zero-emission vehicles, this report highlights the significant growth of electric vehicles and their substantial influence on the overall emission trends in the Chinese passenger car market. Highlights include:

• Sales of battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs) have surged, increasing from 14% of the market in 2021 to nearly 35% in 2023.
• Overall CO₂ emission rates of new passenger cars decreased by 58% from 2012 to 2023.
• New energy vehicles (NEVs) improved in key efficiency metrics such as electric range and energy consumption, reflecting advancing battery technology and consumer demand.

Figure. Passenger car sales by fuel type and the share of new energy vehicles (NEVs) in the market

The post Trends of new passenger cars in China: CO2 emissions and technologies, 2022–2023 appeared first on International Council on Clean Transportation.