Key changes and updates include the replacement of the New European Drive Cycle (NEDC) with the Worldwide harmonized Light-vehicles Test Procedure (WLTP), adding the Real Driving Emissions (RDE) test requirement, and the adoption of requirements for on-board diagnostic systems and on-board fuel and energy consumption monitoring devices. These will all lead to a far more robust understanding of real-world emissions.

Notable improvements compared with the former Euro 5-equivalent standard include more stringent emission limits for nitrogen oxides (NO_x) and total hydrocarbons plus NO_x (THC+NO_x) for diesel vehicles, and the introduction of a particle number (PN) limit for particles bigger than 23 nm for gasoline vehicles fitted with gasoline direct injection.

Australia’s regulatory impact analysis estimated over AU$6.3 billion in benefits from these standards between 2026 and 2040, 4 times more than the estimated total costs of compliance. This policy update presents more details on the scope and impact of the standard and compares it with the more advanced Euro 6e and Euro 7 standards already adopted by the European Union.

The post Australia’s new Euro 6d-equivalent emission standards for light vehicles appeared first on International Council on Clean Transportation.

The authors analyze how two options for supply-side regulations—fuel consumption standards and EV sales requirements—could help accelerate the EV transition in line with Indonesia’s goals. Both regulations have proven effective in other major markets and at almost no cost to the national budget (the only costs are monitoring and enforcement). Although this paper focuses on passenger cars, these types of supply-side policies can be designed and implemented for two-wheelers, light commercial vehicles, and medium- and heavy-duty vehicles.

Baca laporan singkat ini dalam Bahasa Indonesia.

The post The role of supply-side regulations in meeting Indonesia’s 2030 electric vehicle target appeared first on International Council on Clean Transportation.

The NVES sets annual gCO₂/km emission targets from 2025 to 2029 for new passenger cars, sport utility vehicles (SUVs), utility vehicles (utes), and vans. The emission targets are set under the New European Driving Cycle (NEDC) test procedure and will apply starting on January 1, 2025.

Figure. CO₂ emission targets for light-duty vehicles in major global vehicle markets (normalized to New European Driving Cycle-equivalent CO₂ emissions)

This rule will help to put Australia on track toward its 2050 decarbonization goal, complement the national electric vehicle strategy, provide fuel cost savings for Australian consumers, and help ensure that the latest technology and high-efficiency vehicles are brought to the Australian market. Some of the most important areas for potential improvement in the 2026 review include post-2029 targets that should get to 0 gCO₂/km or 100% zero-emission vehicle sales by 2035 and regulating SUVs under the passenger vehicle class.

The post Australia adopts first-ever CO2 standards for light vehicles appeared first on International Council on Clean Transportation.

Cities throughout the Asian region have started the transition to e-buses. In India, the national government announced financing support for more than 10,000 e-buses in more than 10 cities; its goal is to deploy 50,000 e-buses buses by 2027. In Thailand, 1,200 e-buses have been operating in the capital, Bangkok, with support from a multilateral development bank. And in Indonesia, the city of Jakarta has pledged to electrify its entire bus fleet of more than 10,000 buses by 2030.

However, the transition to e-buses presents important challenges for operators and transit authorities, including technical, operational, regulatory, and financial challenges.

The session explored lessons learned on public transit electrification from case studies in India and Indonesia (the cities of Medan and Jakarta). It was organized as a discussion panel moderated by Ms. Tenny Kristiana from the ICCT; the panel included:

1. Mr. Iswar Lubis (Transport Agency City of Medan)
2. Ms. Nupur Gupta (World Bank)
3. Mr. Avinash Dubedi (WRI India)
4. Mr. Aditya Mahalana (ICCT Indonesia)

Mr. Iswar Lubis shared the experiences of Medan city in preparing to deploy e-buses to service urban bus routes. Medan has made significant efforts to transition to e-buses since 2020. It has calculated passenger travel demands and compared the total cost of ownership (TCO) of diesel and e-buses. Since early 2024, Medan has carried out a trial of four e-buses. As of mid-2024, the per kilometer cost of e-buses is still slightly higher than diesel buses, but they are expected to reach cost parity soon. Several entities, including from the World Bank, the Institute for Transportation and Development Policy (ITDP), and the ICCT, have supported Medan in developing its bus electrification plan. Medan is planning to deploy 60 new e-buses soon to serve the city’s bus rapid transit (BRT) network. The city government is confident that new e-bus fleets will operate at costs comparable to conventional diesel buses.

Ms. Nupur Gupta, representing the World Bank, highlighted the importance of bus electrification to curb emissions from the transport sector. She emphasized the role of multilateral development banks in supporting the e-bus transition; the transition must be aligned with government plans for economic growth, environmental sustainability, and poverty alleviation. She further emphasized that cities considering applying for financing support from development banks should calculate the investment payback period for bus electrification. This can be done through several means, including TCO analysis. Cities should also map potential future challenges, both operational and cost related. She noted that bus ridership in Indonesia (at approximately 5%) is still relatively lower than ridership in other countries including India (which has approximately 15% bus ridership). Accordingly, the Indonesian government should consider exploring ways to encourage ways to increase ridership. For development banks like the World Bank, ridership share is crucial to lowering risks related to the payback of loans for infrastructure development and rolling stock procurement.

Next, Mr. Avinash Dubedi from WRI India shared India’s bus electrification experiences and presented policy initiatives that have driven the rapid uptake of e-buses in Indian cities. India’s attempt to bolster e-bus deployment dated to the introduction of the FAME 1 scheme in 2017. Since then, India has made substantial progress with the establishment of the national e-bus program in 2020 which led to a plan to procure 50,000 e-buses. His main message was that unique demand aggregation and spec homogenization led to the lowest rate and subsequently boosted confidence in and the development of the National Electric Bus Program (NEBP).

As discussed earlier, one of the critical tools to support e-bus uptake is TCO analysis. Mr. Aditya Mahalana from the ICCT shared the ICCT’s lessons learned from supporting Transjakarta in conducting fleet- and route-level TCO studies. Fleet-level TCO offers a comprehensive overview for bus operators and regulators in evaluating a fleet’s costs per kilometer. It also helps identify institutional and policy barriers for e-bus procurement. On the other hand, route-level TCO can provide specific costs per kilometer and energy consumption based on route characteristics; therefore, it can help operators identify detailed technical issues before they invest in e-bus procurement. One key recommendation from Transjakarta’s TCO is that to reach cost parity, contract duration between Transjakarta and e-bus operators serving the corridors needs to be extended from 7 to 15 years. Currently, the Government of Jakarta limits the maximum age for public transport fleets to 10 years. However, they are currently considering making an exemption for e-buses so they can operate beyond the 10 years limit.

A key takeaway from the session was that consistent public sector funding and private sector financing remains critical for powering the e-bus transition. Demand aggregation can be replicated by other countries to lower procurement costs. For example, in the city of Medan’s case, the costs of e-bus procurement and operation are already competitive; cost parity with conventional buses is expected soon. Lastly, TCO analysis can be a powerful tool to identify and address policy and procurement barriers.

Session materials can be found here:

• • ICCT, E-Bus Deployment Planning in Jakarta: Lessons Learned ​
  • WRI, Powering up the Transition to Electric Buses 
  • Transportation Department Median City, Electric Bus Operational Policy

The post The ICCT participates in the 19th Intelligent Transport System Asia Pacific Forum in Indonesia appeared first on International Council on Clean Transportation.

(Australia) 20 February 2024 — A new briefing from the International Council on Clean Transportation (ICCT) and Transport Emission/Energy Research (TER) exposes a notable disparity in average emissions from the light-duty fleet in Australia compared to other major markets. Furthermore, there is a yawning gap between Australia’s current testing protocol, known as the New European Driving Cycle (NEDC) and the actual on-road emissions, that is putting Australia at a significant disadvantage.

The gap between Australia and other major markets, including China, Japan, the EU, and the US, indicates that the existing voluntary emissions reduction targets have not effectively reduced GHG emissions among the Australian fleet. Based on these conclusions, the ICCT and TER recommend urgent adoption and effective design of the Australian Government’s recently proposed New Vehicle Efficiency Standard (NVES) or CO2 emission standards for Australian light-duty vehicles.

“The recent government proposal in February, specifically Options B and C, aims to align with the U.S. proposed LDV CO2 standards, showcasing a commitment to catch up with global benchmarks,” said Zifei Yang who leads passenger vehicle research at the ICCT. “And adopting the NVES could be critical to achieving Australia’s economy-wide net-zero emissions target for 2050.”

ICCT and TER’s collaborative research emphasizes the critical need for Australia to adopt the state-of-the-art type-approval test cycle, WLTP, and also to incorporate onboard fuel consumption monitoring (OBFCM) to ensure the efficacy of the standards. Implementing ambitious and properly designed fuel efficiency standards is deemed essential to bridge the widening gap between Australia and major international markets.

“It has taken Australia a long time to get to this point – and in the meantime, our analysis shows that the gap between officially reported and real-world CO2 emissions has been widening for new passenger and light commercial vehicles,” explained Robin Smit, Director and Principal Research Consultant at TER. “A mandatory fuel-efficiency standard can help close the performance gap between Australia and the rest of the world, if properly designed. So we’d better make sure it works.”

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– end –

Media contact
Kelli Pennington, communications@theicct.org
Robin Smit, robin.smit@transport-e-research.com

Publication details
Title:  How do Australian light-duty vehicle CO2 emissions really compare to the rest of the world?
Authors:  Robin Smit (Transport Energy/Emission research), Tanzila Khan, Zifei Yang
Publication link: theicct.org/publication/australian-ldv-co2-emissions-compare-to-the-rest-of-the-world-feb24

About the International Council on Clean Transportation
The International Council on Clean Transportation (ICCT) is an independent research organization providing first-rate, unbiased research and technical and scientific analysis to environmental regulators. Our mission is to improve the environmental performance and energy efficiency of road, marine, and air transportation, in order to benefit public health and mitigate climate change. Founded in 2001, we are a nonprofit organization working under grants and contracts from private foundations and public institutions.

About Transport Energy/Emission Research (TER)
Transport Energy/Emission Research (TER) was founded in 2019 and is an Australia-based and independent research consultancy that supports government and the transport sector in the transition to smart, clean, zero emissions transport. TER provides high quality expert advice, in-depth data analysis and customised tools to quantify fuel consumption, energy use and emissions from the transport sector (road, rail, air and sea).

Find us at:
www.theicct.org
https://www.transport-e-research.com/

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The post Cuts in average real-world emissions are stalled for Australia’s light-duty fleet, while other major markets drive towards zero appeared first on International Council on Clean Transportation.

Our analyses reveal there is a yawning gap between the light-duty fleet’s average emissions in Australia and other major markets, that is putting Australia at a significant disadvantage. Additionally, we found a growing gap over the years between Australia’s type approval emissions reported in the New European Driving Cycle (NEDC) versus the real-world emissions. For instance, CO2 emissions for Australia’s passenger vehicles in 2021 were estimated 48% higher in the real-world and 53% higher for type approval values, compared to the respective average estimates of the major markets. And the gap between Australia’s real-world versus NEDC type approval emissions for passenger vehicles increased from 9% in 2007 to 46% in 2021.

Figure 5. Australian real-world fleet average LDV (exhaust) emissions performance in an international context; the blue polygon shows the combined real-world emissions data from the ICCT for the European Union, the United States, China, and Japan.

Key findings:

• In the absence of binding fuel efficiency or CO2 standards, official CO2 emissions from Australian light-duty vehicles perform poorly when put into an international context, and the available evidence suggests this gap will widen.
• A comparison of fleet-average type-approval CO2 emission values for Australian LDVs with real-world estimates suggests that current Australian test protocols increasingly underestimate on-road emissions.
• The increasing gap between real-world performance and official CO2 emissions values in Australia also contributes to the growing difference in real-world performance between LDVs in Australia and those in major vehicle markets.

Recommendations:

• Australian policymakers should consider implementing ambitious and properly designed fuel efficiency standards to catch up with major international markets and put the country on the pathway to meet its decarbonization targets.
• It is critical that any new Australian standards be carefully designed to effectively reduce not only type-approval CO2 emissions, but also real-world emissions.

The post How Australian light-duty vehicle CO2 emissions compare with the rest of the world appeared first on International Council on Clean Transportation.

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.

The post Charging Indonesia’s vehicle transition: Infrastructure needs for electric passenger cars in 2030 appeared first on International Council on Clean Transportation.

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.

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