The IPCC’s 1.5°C-aligned guidance on road transport recognizes different pathways for light-duty and heavy-duty transport. For light-duty transport, the IPCC identifies a need to phase out internal combustion engine (ICE) vehicles and transition towards electrification (IPCC AR6 WGIII, April 2022, Chapter 10, Section 10.4.1). The report also acknowledges the use of biofuels in the short to medium term in developing countries (IPCC AR6 WGIII, April 2022, Chapter 10, Section 10.3.1).
The IPCC also recognizes that demand reduction and modal shift can be feasible as the basis of a GHG emissions mitigation strategy for the transport sector, though it highlights that demand-side interventions work best when integrated with technology changes (IPCC AR6 WGIII, April 2022, Chapter 10, Section 10.2.2). The IPCC notes that interventions that support a modal shift away from private motor vehicles towards walking, cycling, and low-emissions shared or public transportation can deliver lower GHG emissions (IPCC AR6 WGIII, April 2022, Chapter 10, Section 10.2.3). Increasing the use of active and public transport requires interventions that make car use more expensive while making public transit more convenient.
A +2 score, indicating strong alignment with the IPCC’s science-based guidance for light-duty vehicles in 1.5°C pathways, is achieved by supporting the need for a rapid phase-out of ICE vehicles and advocating for regulations promoting the electrification of light-duty vehicles. A +2 score is also applied to statements supporting specific policies promoting a modal shift to lower-carbon forms of transport or supporting increased investments in low-carbon modal shift measures.
A +1 score, indicating broad alignment with the IPCC’s science-based guidance for light-duty vehicles in 1.5°C pathways, is achieved by generally supporting the electrification of light-duty vehicles and the phase-out of ICE vehicles. Statements that advocate for the use of biofuels in the short to medium term in developing countries with clear reference to the need for a transition to electric vehicles in the long-term are also scored a +1. A +1 is also applied to statements generally supporting a modal shift to lower-carbon forms of transport, as well as policies to promote this, and statements emphasizing the benefits of low-carbon forms of transport over more carbon intensive transport options.
A 0 score, indicating unclear or mixed alignment with the IPCC’s science-based guidance for light-duty vehicles in 1.5°C pathways, is achieved by supporting light-duty transport decarbonization but placing qualifying factors on the pace and scale of electrification, including emphasizing concerns around enabling conditions such as infrastructure. Statements may also have an unclear position on the time frame or technology preference for decarbonization. A 0 score is also applied for supporting hydrogen or "non-fossil based" alternative fuels, as well as in cases where support for low carbon fuels is alongside support for the rapid electrification of light-duty vehicles.
A -1 score, indicating broad misalignment with the IPCC’s science-based guidance for light-duty vehicles in 1.5°C pathways, is achieved by not supporting the electrification of light-duty vehicles, including advocating for the use of alternative fuels or the longer-term role of ICE vehicles instead. Advocating for a technology neutral approach to the decarbonization of light-duty vehicles over rapid electrification is also scored a -1. A -1 is also achieved by not supporting a modal shift to lower-carbon forms of transport or policies to promote this and by emphasizing the risk/challenges posed by a transition to lower-carbon forms of transport.
A -2 score, indicating strong misalignment with the IPCC’s science-based guidance for light-duty vehicles in 1.5°C pathways, is applied to statements that oppose the phase-out of ICE vehicles and the electrification of light-duty vehicles. Statements strongly opposing a modal shift to lower-carbon forms of transport, opposing specific policies to promote a modal shift, or emphasizing the benefits of higher-carbon forms of transport over lower-carbon options are also scored as -2.
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The electric vehicle market is rapidly expanding globally – including in terms of electric bikes, cars, buses, trucks and even the deployment of short-range electric shipping and aviation. This is in large part thanks to government and industry commitments to electrify the global transport system, combined with significant advancements in both the maturity of the technology, and an ongoing reduction in costs driven by economies-of-scale through increased global manufacturing output. To ensure this expansion continues at a rate consistent with achieving global climate targets, there is a need for significant investment across the entire EV value chain. [...] EV charging infrastructure will also play a fundamental role in accelerating the EV transition. In conjunction with a number of state and territory government initiatives, the ARENA Future Fuels Fund has granted $24.55 million in funding to expand Australia’s public fast charging network. The Government can also create policy settings that foster further growth in the domestic manufacturing of charging equipment, which can then be distributed across extensive public and private charging networks. [...] Government has an important role to play in ensuring Australia can capitalise on the opportunities presented by the electrification of transport and the broader energy transition. Developing a strong vision, and the provision of clear and consistent policy signals across all levels of government will help to boost confidence to investors across the value chain. [...] Increased domestic EV adoption remains the key prerequisite to developing domestic manufacturing of batteries and charging equipment. An ambitious National Electric Vehicle Strategy that sets targets for EV sales and includes the introduction of an ambitious fuel efficiency standard, will play an important role in boosting downstream demand, in addition to increasing the supply of EVs to Australia. Governments can further support domestic industry development by providing guaranteed demand through bulk EV orders across government vehicle fleets and introducing programs that incentivise the use of local content. [...] Co-investment, partnerships and incentives across the EV value chain: To support industry development, the Government (through ARENA, the CEFC or other investment vehicles) can provide further debt and equity financing to innovative projects to accelerate the clean energy transition. [...] In summary, the transition to electric vehicles presents a once-in-generation economic opportunity for Australia, which can help to secure our future prosperity as we gradually transition away the export of fossil fuel resources. [...] To ensure Australia can build on its existing strengths and diversify downstream, there is a need for coordinated effort by government to direct investment where it is needed. To attract investment, Austrade can play a central role in promoting Australia’s capabilities to accelerate the global transition to a low carbon future, and build strategic partnerships with countries across our region that are already actively investing in the EV supply chain. This includes supporting nations like Thailand, that are a major manufacturer of vehicles for Australia, and that should be supported to electrify their offerings to our market.
Created - 20/02/2023
Last Edited - 20/02/2023
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Broadly supporting the electrification of transportation (Tesla, comments on CCA's 2024 Issues paper: Targets, Pathways and Progress, May 2024)
Tesla’s mission is to accelerate the world’s transition to sustainable energy. Tesla believes the world will not be able to solve the climate change crisis without directly reducing air pollutant emissions including carbon dioxide (CO2) and other greenhouse gases (GHGs) from the transportation and power sectors. […] Autonomous vehicles are the next key step in the electric vehicle transition. While Tesla and other companies are scaling EV production at unprecedented rates, a further step change in decarbonising transport is possible if we can significantly increase the utilisation of electric vehicles by moving toward autonomous vehicles. […] Ensuring convenient and cost-effective charging is fundamental to support the uptake of EVs and directly address concerns of range-anxiety. […] However, a lack of national coordination and delayed federal policy has stymied Australia from enjoying an overarching roadmap that can accelerate the rollout of public charging infrastructure. It is not simply a lack of funding – there are a combination of barriers (technical, regulatory, and commercial) that need to be overcome.
Created - 24/09/2024
Last Edited - 24/09/2024
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Generally supporting the electrification of transportation, but emphasizing concerns around infrastructure and advocates against an "aggressive growth target" for EVs (Submission to Australian National Electric Vehicle Strategy Consultation from Hyundai Motor, October 2022, Found via FOI request)
Our parent company will direct ZEVs to those markets with higher demand – especially those with purchase incentives combined with penalties linked to a light vehicle CO2 mandate. NEVS will negate this disadvantage. [...] EVs offer a wide range of long-term public benefits including reduced emissions, noise and air quality improvements (resulting in improved health outcomes), energy security and the potential for lower operating costs. This technology could also provide opportunities for innovation, employment creation, manufacturing and investment attraction. [...] Delivering a successful infrastructure roll-out and creating an appealing customer proposition (both in terms of costs and convenience) are critical if the benefits of EVs are to be realised. With the government announcing an ambitious whole of economy emissions reduction target in 2030, accelerated replacement of existing gasoline and diesel ICE vehicles with zero emission, low carbon alternatives will be essential. [...] Supporting the uptake of ZEVs – that is FCEV, BEV and PHEV – should be prioritised over standard hybrids, given the emission reduction benefits these technologies deliver [...] EV uptake has accelerated and will continue to accelerate faster in Europe and the UK given the subsidies and targets put in place by governments in the last 15 years, but even in these progressive markets, with a much smaller landmass than Australia, there are concerns the infrastructure footprint will be insufficient. [...] We recommend an EV uptake rate be set that reflects the anticipated rate of infrastructure growth based on the level of government support available, and feedback from manufacturers on what is achievable to ensure no Australians are left behind, especially in regional areas. Setting an aggressive growth target (designed to eclipse other markets) sets the government and industry up for failure and ignores Australia’s lack of policy in the last decade. [...] At a minimum we recommend incentives be put in place for BEV, FCEV and PHEV for a period that aligns with any fuel efficiency standard regime. As an example, if the government implements a 2035–2040 fuel efficiency target (curve), incentives should be in place until this date at least, with Australia’s lagging start position taken into account. Note that Europe plans to phase out the sale of new ICE vehicles by 2035. As Hyundai pushes toward full global carbon neutrality by 2045, we see the transformation of our portfolio happening in Australia almost regardless of government incentive, though certainly a more advanced incentive policy will help the case for increased ZEV supply. [...] In advance of their end date, a formal review should be undertaken to assess infrastructure availability and if ultra-low emission vehicles (namely PHEVs) need to continue to be subsidised. • While planning to introduce a broader range of hybrid vehicles over the next decade, HMCA does not support the provision of incentives or credits for hybrid vehicles.
Created - 17/02/2023
Last Edited - 07/03/2023
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Generally supporting a longer-term role for ICE-powered light-duty vehicles over rapid electrification (FuelsEurope, Director General, John Cooper, Transport Energy Strategies, April 2023)
And when you then add into the mix what is now happening live in Europe, which is the reduction in the total number of jobs in the auto industry, we don't think it's surprising. We've actually been pointing out these challenges for some 2, 3, 4 years, that it is simply true that while the operating cost of an electric car is lower, all of the other costs around it is higher. And so setting their targets and expecting countries to implement that in front of their citizens is now a more apparent challenge. And so there you are with eight or nine countries, including some of the poorest in Europe now, pushing back. [...] We asked the small consultancy in the Netherlands to do this for us, looking at a number of countries. And what's really interesting is that already the evidence is that the countries on that eastern border, those that mostly have joined this coalition already, most of those citizens cannot afford a new car - full stop - and are reliant almost entirely on a secondhand car market from Germany and other wealthier countries. And if you then jack up the price of your starter car by 10 or 15,000 euros, that changes much in a much worse picture. And now that we can see more clearly that the EV is likely to be either significantly more expensive or significantly less capable than your 15 to 20,000 starter ICE car. And I think that's part of the factor that you now see.
Created - 02/05/2023
Last Edited - 17/10/2023
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Directly advocating to policymakers to oppose an ICE ban in New Zealand and a 40% EV fleet target for 2035 (Response to consultation to New Zealand's Climate Change Commission, March 2021)
Toyota recommends that the Commission re-think its path for transport because the target for the uptake of Electric Vehicles (EVs) is not achievable. [...] Provide for the progressive transition to low-emissions vehicles, including but not limited to increased use of EVs. Adopt a threshold and criteria for when the Government would set a target to ban further importation of ICEs. [...] The path proposed by the Commission for transport is flawed and will not deliver the expected results. There is a better way. A more comprehensive, system-focused and progressive plan is needed for the transport system to achieve the intended reduction in emissions. The target for the light vehicle fleet is not achievable under the proposed time frame and will have unintended effects.Our primary concern with the Commission’s path for transport is that the target for the light vehicle fleet is not achievable. It will not be possible to achieve the target of 40 percent of the fleet being EVs by 2035. Toyota cannot achieve this target without there being serious and perverse outcomes for kiwis over the short term. Given Toyota’s global leadership in hybrid electric technology, if we can’t achieve the target, then it is likely that other vehicle suppliers will also be unable to do so. [...] If the proposed path is not changed, it will lead to perverse outcomes. This could include: • The importation of second hand EVs from markets that permit lower safety standards. • Kiwi families and businesses will be forced to keep their older, high emissions and less safe vehicles for longer. • Suppliers will be forced to discontinue non-EV models that are essential for certain segments of our community. [...] Toyota New Zealand therefore believes that the path for reducing emissions from the light vehicle will be far more effective if it is technology agnostic. It should be designed to incentivise continual reductions in emissions from the fleet without dictating which technologies should be adopted to achieve this outcome. Instead, it should support new, cleaner, and safer vehicles progressively coming into the market at a competitive price that is affordable for kiwis. [...] We think the path outlined for transport, and in particular the uptake of electric vehicles, is unrealistic and unachievable. The Commission will need to re-think its approach. We discuss this in more detail, and provide recommendations, in our response below to Consultation Question 14. Our concern rests primarily with the Commission’s expectation for light electric vehicles (EVs) to be 40 percent of the fleet by 2035, and for no further internal combustion engine light vehicles (ICEs) to be imported after 2032. There are several reasons for our concern. [...] For the reasons outlined earlier, we think it is unlikely that New Zealand will be in a position to ban ICEs by 2035.
Created - 02/09/2021
Last Edited - 02/09/2021
InfluenceMap Comment
Advocating in favour of infrastructure, investments and policy settings to support the electrification of transportation in Australia; calling for clear policy signals and significant investment across the EV value chain to accelerate the clean energy transition, whilst also advocating for an ambitious National Electric Vehicle Strategy that sets targets for EV sales (Electric Vehicle Council, Submission to the inquiry into Australia's Transition to a Green Energy Superpower, November 2022)