Before joining ICCT, she interned at the Bayer Communications Department, where she contributed to event planning and social media operations. She also participated in the project of development of the international version of the Beijing Municipal Government’s official website.

Yan holds a master’s degree in Cultural and Cognitive Linguistics from the University of Munich.

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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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This report finds that China’s public charger infrastructure network is the largest in the world, with over 1 million chargers—51% of the global total – and a total power capacity of 56 gigawatts as of 2022. Public chargers in China are disproportionately concentrated in developed cities, however, with the top 15 cities accounting for 57% of the country’s total public charger stock. Highways are a particular weak spot—China’s highway public charger density is significantly lower than countries like Norway. Several Chinese cities have established widely-distributed public charging networks in their urban cores while public charger coverage in suburban and rural areas is much lower in comparison. Meanwhile, public chargers in urban cores of leading cities have high utilization rates, but citywide averages are still low. To expand and improve its public charging infrastructure network, China could consider adopting new metrics to assess charger deployment and usage, developing localized charger deployment plans based on data-driven charging needs assessments, targeting planning and investment toward low-coverage areas, and improving the quality and comprehensiveness of charger data through establishing an official national database to enable more in-depth analysis to support policy design.

The post Charging up China’s transition to electric vehicles: A dive into China’s public charging infrastructure deployment and comparison with Europe and the United States appeared first on International Council on Clean Transportation.

本报告的量化分析结果显示，中国已经建成了全球最大的公用充电基础设施服务网络，截至 2022 年，中国的公用充电桩数量已经达到 100 万根，占全球公用充电桩总保有量的 51%，中国公用充电桩的总装机功率已经达到5.6万兆瓦。然而，中国的公共充电桩地域分布不均，聚集在少数最发达城市，截至2022年底，公用充电桩保有量排名前 15 位的城市的公用充电桩保有量之和占全国总量的 57%。高速公路是中国公用充电基础设施服务网络的一个薄弱环节，中国平均每万公里高速公路沿途的公用充电桩数量明显低于挪威。北京、上海等中国城市已经在中心城区基本建成了覆盖广泛的公用充电基础设施服务网络,但郊区和农村地区的公用充电桩覆盖率要低得多。此外，中国领先城市市中心的公用充电桩已经实现了较高的平均时间利用率，但从全市整体平均来看，中国城市公用充电桩的利用率仍然较低。为进一步完善公用充电基础设施服务网络，中国可以考虑采用新的指标来评估充电基础设施的建设和使用情况、采用数据驱动的需求预测方法进行省市层面的充电基础设施需求分析并相应地制定科学的充电基础设施规划、通过针对性的政策助推后发城市、郊区和农村地区、以及高速公路充电便利性的提升、以及通过建立官方的充电基础设施国家数据库来提高相关数据的质量和全面性从而支持更加深入的、能够为相关政策的科学制定提供有力技术支撑的量化分析。

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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.

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This briefing, which updates previous reports on NEV policies through 2020, analyzes policy trends for new energy passenger cars and commercial vehicles in an evolving policy landscape where the central purchase subsidies come to an end at the end of 2022. Data was collected up to September 2023. Many city-level policies introduced during the pandemic have been extended into 2022 and 2023, including usage subsidies and preferential road access.

China is the leading electric vehicle market, with the 6.2 million NEVs sold in 2022 (an 82% increase from 2021) representing 59% of total global sales, China is actively exploring policy alternatives following the end of central purchase subsidies. Key challenges include varying NEV adoption rates across regions, expanding charging infrastructure on highways and in residential areas, and managing NEV battery recycling. The policy choices and trends discussed in this briefing provide valuable insights into China’s transition away from central purchase subsidies and its shift towards new incentives and strategies for promoting NEVs.

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The analysis outlines three scenarios—Announced Ambitions , Partial Decarbonization , and Full Decarbonization)—to assess technological roadmaps for achieving zero well-to-wake (WTW) carbon dioxide equivalent (CO2e) emissions by 2050. While the Announced Ambitions scenario falls short, the more aggressive Partial and Full Decarbonization scenarios, relying on electrification and zero-emission fuels, offer potential solutions, with the Full Decarbonization scenario achieving zero emissions by 2050.

The case study acknowledges varying costs associated with these technological pathways and suggests that economic benefits and environmental advantages could outweigh these costs . The briefing emphasizes integrating decarbonization plans into development strategies, refining roadmaps based on cost-effectiveness, and early planning for achieving decarbonization goals. The analysis stresses the necessity for the Port of Yangpu to adopt electrification and zero-emission fuels to meet ambitious decarbonization goals by 2050 and caution against relying on fossil liquified natural gas as a bridging fuel solution given the issue of methane slip with marine engines.

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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。

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