The paper uses a model incorporating Indonesian-specific data and global trends and provides detailed projections and policy recommendations to support the effective and efficient deployment of EV charging infrastructure.

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The analysis shows how revenue from international carbon pricing proposals could cover 20.8% to 73.8% of the additional cost of building ZEVs. The study emphasizes that carbon revenue would peak in the decade from 2030–2040, making this the critical time to jumpstart ZEV shipbuilding.

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Key findings include the significantly higher efficiency of e-buses compared to diesel buses, the feasibility of operating certain routes with specific e-bus configurations, and the potential cost competitiveness of e-buses with extended contract durations. The study emphasizes the need for careful planning and route-level analysis to achieve the goal of a 100% e-bus fleet by 2030 in Jakarta.

The post Planning the adoption of battery electric buses in Transjakarta: Route-level energy consumption, driving range, and total cost of ownership appeared first on International Council on Clean Transportation.

The analysis outlines eight scenarios with different policy designs and objectives. These scenarios include different GHG intensity reduction targets, credit price caps, tax credits for SAFs, and obligations for aviation and road transport. The findings highlight the potential of LCFS policies to drive the deployment of SAFs in the aviation sector, helping to reduce greenhouse gas emissions. The study underscores the importance of policy design, including GHG reduction targets, credit price caps, tax incentives, and feedstock-specific safeguards, in shaping the effectiveness of LCFS policies in promoting sustainable aviation fuels.

The post Evaluating the potential role of a National Low-Carbon Fuel Standard to support sustainable aviation fuels appeared first on International Council on Clean Transportation.

The paper finds that China’s ZE-HDV market experienced a 12% decline in overall sales in 2022, amid notable shifts toward electric trucks, increased diversity in manufacturer market concentration, and substantial growth in ZE tractor-trailers. Battery electric vehicles (BEVs) remained the dominant vehicle type, while alternative technologies like battery swapping and fuel cell electric vehicles (FCEVs) showed modest growth. Looking ahead, the paper also considers some policy and market developments that may shape the near-term outlook for FCEV development in China.

The post Zero-emission bus and truck market in China: A 2022 update appeared first on International Council on Clean Transportation.

The analysis outlines different scenarios for when ZEVs will reach upfront cost parity with ICEVs, considering factors such as battery costs, inflation, and raw material prices. In the baseline scenario, ZEVs are projected to achieve upfront cost parity with ICEVs by 2035 for certain vehicle segments. In a more pessimistic scenario, luxury segments may not reach parity by 2040. An optimistic scenario envisions cost parity across all classes and segments by 2040, with some achieving it by 2035. The analysis also highlights the impact of indirect overhead cost assumptions on the timing of total original equipment manufacturer (OEM) cost parity.

Notably, the analysis shows that plug-in hybrid electric vehicles (PHEVs) will not reach cost parity with ICEVs in any overlapping classes or segments. The paper notes that additional measures, apart from government subsidies, may help hasten cost parity, including the adoption of advanced battery technology and increased government support for charging infrastructure.

The post Assessment of light-duty electric vehicle costs in Canada in the 2023 to 2040 time frame appeared first on International Council on Clean Transportation.

Our analysis focuses on the market impacts of two different regulatory methods by analyzing 30 major international routes in China, Europe, and the United States. The study applies regional carbon taxes to airfares based on the operator’s country of registration and on the country of departure. The analysis found that regulating by country of registration introduces market distortions, potentially leading to higher airfares for carriers based in countries with higher carbon prices.

Figure 1. Average fare increase for 30 routes by carrier country of registration and allocation method, along with the average carbon intensity of routes by carrier country of registration.

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对广东省零排放货车市场的分析显示，零排放物流卡车市场正在快速增长并完成初步商业化，市场车辆已经基本能够满足本地需求。与此同时，自卸车和牵引车的电气化仍然存在挑战。对泥头车的TCO分析表明，通过对零排放货车提供经济补贴或对柴油货车征收排放费用（如碳费）可以在短期内促进零排放货车与柴油车的TCO平价。此外，本地化的路优惠、对制造商的财政激励等政策都有助于零排放货车的推广，并最终支持广东省减污降碳的宏观目标。

The post 零排放货车实际应用：广东省市场概览及政策建议 appeared first on International Council on Clean Transportation.

Heavy-duty vehicles (HDV) are among the largest sources of CO2 emissions in Europe, primarily due to the sector’s reliance on diesel vehicles. While numerous alternative technologies and fuel options exist to mitigate these emissions, their market development will mainly depend on their economic performance. This study compares the total cost of ownership (TCO) for various European truck classes and technologies compared to diesel. The TCO encompasses the costs of truck acquisition, European-average fuel prices, maintenance, and European-average road tolls, taxes, and levies.

The analysis covers the most common truck types in the region, ranging from long-haul to urban delivery vehicles. It investigates seven truck decarbonization pathways for combustion or and electric powertrain technologies with different fuel options (see figure below).

Figure 1. Heavy-duty vehicle classes and decarbonization pathways based on powertrain technologies and fuel options.

Key findings from the study indicate that:

• Battery electric trucks are projected to be the least-cost decarbonization pathway for most truck classes before 2030. Their lower operational expenses relative to diesel counterweigh their higher upfront cost.
• Fuel-cell trucks powered by green hydrogen are expected to become cost-competitive with diesel trucks by 2035.
• Trucks equipped with a conventional combustion engine powered by alternative low greenhouse gas fuels such as hydrotreated vegetable oil (HVO), e-diesel, and bio-compressed natural gas (bio-CNG) will face challenges in matching the economic performance of diesel trucks. By 2030, their TCO is projected to be 15% to 45% higher than their zero-emission counterparts.
• Trucks employing hydrogen internal combustion engines may not match the economic performance of their zero-emission or diesel counterparts. Nevertheless, in the long term, they are expected to record a better TCO than conventional trucks powered by e-diesel and bio-CNG.

A summary of the study can be accessed here.

The post A total cost of ownership comparison of truck decarbonization pathways in Europe appeared first on International Council on Clean Transportation.

The Port of Yangpu was chosen for this study because of its designation as a Hainan Free Trade Port in 2020 and its potential to become a pilot zero-emission port by 2050, aligning with stringent environmental policies and commitments in the region. The study presents data collected for three primary source groups: vessels, cargo handling equipment, and on-road vehicles. The analysis finds that these sources collectively emitted substantial amounts of sulfur dioxide (SO_X), PM_2.5, nitrogen oxide (NO_X), and carbon dioxide (CO₂) in 2019. Vessels were identified as the primary contributor to criteria air pollutants, particularly SO_X and PM_2.5, while on-road vehicles were the leading source of greenhouse gas emissions, notably CO₂. The study also highlights the potential for emissions reduction through strategies such as implementing shore power for berthing vessels, electrifying cargo handling equipment, and incentivizing cleaner vessel arrivals, aligning with the goals of decarbonization and environmental protection.

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