ICCT Annual Report 2021

ANNUAL REPORT 2021
A ANNUAL REPORT 2021

International Council on Clean Transportation
1500 K Street NW, Suite 650
Washington, DC 20005
communications@theicct.org | www.theicct.org | @TheICCT
© 2023 International Council on Clean Transportation

TABLE OF CONTENTS
About us...................................................................................................................................... 2
Impact ......................................................................................................................................... 3
ICCT highlights by region........................................................................................................ 6
North America ...................................................................................................................... 7
Latin America....................................................................................................................... 11
Europe ................................................................................................................................. 15
China..................................................................................................................................... 19
India .....................................................................................................................................23
Asia.......................................................................................................................................27
Global....................................................................................................................................31
Supporters................................................................................................................................35
1 ANNUAL REPORT 2021

ABOUT US
Global demand for transportation is surging, and with it, inexorably,
carbon emissions—not to mention other forms of air pollution.
Transforming the technologies and systems that move people and
goods around the world is an urgent imperative.
The International Council on Clean Transportation (ICCT) is an

independent nonprofit organization founded in 2001 to provide
first-rate, unbiased research and technical and scientific analysis to
environmental regulators.
In the last five years alone, we have worked successfully with

regulators and lawmakers around the world and have played a
significant role in 48 distinct regulations and policies.
Together, these efforts are projected to result in billions of tons of

carbon dioxide reductions and prevent thousands of premature deaths
over the next decade and beyond. More information can be found on
our website at www.theicct.org.
MISSION
The International Council on Clean Transportation is an independent
nonprofit organization founded to provide 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.

IMPACT
Presence in
261
10
countries
research papers
and blog posts
published
90%
Denmark
80%
Canada
70% Australia
% Difference AC Chargers 2021 - H1 2022
60%
50%
California
Portugal
40%
Spain
30%
UK
Switzerland Sweden Germany
20% Belgium China
France EU
USA Austria Italy
Finland Mexico
10% Japan
Netherlands
New Zealand
0% South Korea
Norway
-10%
-20%
-30% -20% -10% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90%
% difference DCFC Chargers 2021- H1 2022
Figure: Growth in normal (AC) and fast (DCFC) chargers, 2020-2021

200
CO2 emissions values (g/km), normalized to 3P WLTP

150
India 129
Mexico 106
China 104
Canada 104
100
Japan 92
USA 83
Korea 67
New Zealand 63
50
EU 10
0
2011 2015 2019 2023 2027 2031 2035
Figure: Historical and projected GHG and fuel efficiency standards for passenger cars
24
webinars
55
videos
and events
produced
organized
19% growth
57% growth in
in Twitter LinkedIn
followers followers

90%
Norway
85%
Sweden
90%
75% Denmark
EV sales share of passenger cars

70% Netherlands
65% Germany
60% United Kingdom
55%
France
50%
China
45%
Italy
40%
35% Spain
30% South Korea
25% United States
20% Canada
15%
Japan
10%
India
5%
0%
Mexico
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Figure: Electric vehicle passenger car sales share, 2010–2021
1,458,446
website page
3,800
newsletter
views subscribers
29%
growth in
Mentioned in
506
WeChat press articles
across globe
followers

ICCT HIGHLIGHTS BY REGION

NORTH AMERICA
In 2021, researchers at the ICCT aided governments in assessing
policies to address emissions from combustion engine vehicles and to
accelerate the transition to zero-emission vehicles.
Researchers assessed the benefits of adopting California’s medium-

and heavy-duty vehicle regulations under Clean Air Act section 177
in 13 states and the District of Columbia. Estimates of annual avoided
NOX reductions in 2050 in each location ranged from 220 tons to 17,110
tons per year.
In addition to conducting research on the charging infrastructure

required to support the electric passenger car fleet at the city, state,
and national level, researchers performed a study estimating the
number of chargers and hydrogen fueling stations to support the
transition to a zero-emission heavy-duty fleet. The study concluded
that by 2050, 2.5 million charging points and 6,900 hydrogen fueling
stations will be required to support a fleet of 2.4 million zero-emission
tractor-trailers.

CHARGING UP AMERICA: ASSESSING THE
GROWING NEED FOR U.S. CHARGING
INFRASTRUCTURE THROUGH 2030
In light of the Biden Administration’s target of a 50% of electric vehicle sale share in the
United States by 2030, researchers at the ICCT assessed the charging infrastructure
needs through 2030 and the associated cost. The study found that to support a stock
of 26 million electric vehicles in the United States in 2030, public and workplace
charging will need to grow from approximately 216,000 chargers in 2020 to 2.4 million
by 2030, including 1.3 million workplace, 900,000 public Level 2, and 180,000 direct
current fast chargers.
Although most electric vehicle charging is expected to be performed with home

chargers, the study concluded an investment of $28 billion will be needed for public
and workplaces chargers between 2021 and 2030. Lower-income communities will
need persistent investments, amounting to about 30% of chargers and charging
investments through 2030, to ensure equitable infrastructure access.
Annual investment required (billion $)
Charging type
Non−home chargers (thousands)
DC Fast
4
2,000 Public Level 2
Workplace
1,500 3
1,000 2
500 1
0 0
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Figure: Charging infrastructure (left) and the associated investment (right) needed to support
U.S. electric vehicle market through 2030.
(Source: Charging up America: Assessing the growing need for U.S. charging infrastructure through 2030,
https://theicct.org/publication/charging-up-america-assessing-the-growing-need-for-u-s-charging-
infrastructure-through-2030/)

Studio City
North Hollywood
Porter Ranch
Foothill
Trails
District
Bel Air - Beverly Crest
Downtown LA
Pacific
Palisades
Van Nuys
Brentwood
Westwood Downtown LA Sherman Oaks
Westwood
Mar Vista EC
Central
Westchester/Playa Palms
Public chargers Central

1000 Level 2
Hollywood
10 Highways
1 DC fast
Sessions per day
Total electric vehicles 0
41 - 350
351 - 700
15
701 - 1,050
1,051 - 1,400
1,401 - 1,716 32
Figure: Los Angeles cumulative electric vehicle registrations through 2018 and public charging locations through 2019 (left) and
charging sessions per day (right)
(Source: Los Angeles electric vehicle charging infrastructure needs and implications for zero-emission area planning,
https://theicct.org/publication/los-angeles-electric-vehicle-charging-infrastructure-needs-and-implications-for-zero-emission-area-planning/)
PUBLICATIONS OF NOTE
Power play: Evaluating the U.S. position in the global electric vehicle transition (briefing)
https://theicct.org/publication/power-play-evaluating-the-u-s-position-in-the-global-electric-
vehicle-transition/
Low-cost carriers and U.S. aviation emissions growth, 2005 to 2019 (white paper)
https://theicct.org/publication/low-cost-carriers-and-u-s-aviation-emissions-growth-2005-
to-2019/
Air quality impacts of biodiesel in the United States (white paper)

https://theicct.org/publication/air-quality-impacts-of-biodiesel-in-the-united-states/
When might lower-income drivers benefit from electric vehicles? Quantifying the economic
equity implications of electric vehicle adoption (working paper)
https://theicct.org/publication/when-might-lower-income-drivers-benefit-from-electric-vehicles-
quantifying-the-economic-equity-implications-of-electric-vehicle-adoption/

$125
Cumulative investment hydrogen station
Cumulative investment public ultrafast charger
Cumulative investment public fast charger
Cumulative investment public overnight charger
Cumulative investment (Billion USD)
$100
Charger installation investment
Hardware investment
$75
$50
$25
$0
2025 2030 2035 2040 2045 2050
Figure: Cumulative investment needed to provide publicly accessible infrastructure to support

the U.S. zero-emission tractor-trailer fleet, by infrastructure and expenditure type, from 2020
to 2050
(Source: Infrastructure to support a 100% zero-emission tractor-trailer fleet in the United States by 2040,
https://theicct.org/publication/infrastructure-to-support-a-100-zero-emission-tractor-trailer-fleet-in-the-united-
states-by-2040/)
To what extent delivery-related emissions increased last year

owing to the boom in e-commerce is difficult to quantify.
“Anecdotally, we know [delivery-related emissions] have really
exploded...” said Ben Sharpe, senior researcher and Canada lead
for the International Council on Clean Transportation (ICCT),
an independent non-profit research organization. What is clear,
he added, is that there’s no real way for Canada to meet its
climate goals without aggressively looking to electrify the
transportation sector—something we have so far failed to do.
“Out for delivery: Electric vans are coming to fuel e-commerce without the guilt,” The Globe and Mail,
https://www.theglobeandmail.com/drive/technology/article-out-for-delivery-electric-vans-are-coming-to-
fuel-e-commerce-without/

LATIN AMERICA
Chile stepped up to strong leadership in clean transportation when the
Ministry of Energy promulgated the country’s first Energy Efficiency
Law in February. The law sets fuel consumption standards for light,
medium, and heavy vehicles. It also authorizes the Ministry to set
standards for interoperability of charging infrastructure, to ensure
that a diverse set of electric vehicles with different charger types
are accommodated. And the law declares boldly that hydrogen is
an official fuel and source of energy; Chile, with an abundance of
renewable energy, expects to become a leader in the supply of green
hydrogen, which is made using renewable energy and is exceptionally
climate friendly. Meanwhile, Colombia set its own ambitious goal, of
achieving carbon neutrality by 2050, through its Climate Action Law.
ICCT’s involvement as a key partner in the Zero Emission Bus

Rapid-deployment Accelerator (ZEBRA) program was extended and
deepened in 2021 with an additional grant of $815,000 USD. At the
COP26 climate meetings in November 2021, the ZEBRA partnership
announced a $1 billion collection of funds, managed by a network of
10 investors brought together by ZEBRA, to deliver zero-emission
buses in Latin America. In addition, a group of bus manufacturers
and distributors committed at the COP to make zero-emission buses
commercially available in Latin America.
ZEBRA operates strategically to advance the adoption of e-buses

on the continent, with three main thrusts: convince city leaders
that e-buses are technologically viable and cost-effective, show
manufacturers that a market for e-buses exists and is growing, and
persuade investors that e-bus projects offer an attractive return on
investment. The approach is paying off: Electric buses are in operation
or on order in Brazil, México, Perú, Ecuador, Uruguay, and Costa Rica.
The leaders are Chile and Colombia, with a total of more than 2000
electric buses on order or on the streets by the end of 2021. And the
city of Bogotá has bookended its commitment to electric vehicles by
prohibiting the purchase of fossil-fueled buses starting in 2022.
In addition to electrification, the region is pursuing eco-driving

programs for road-based freight. Argentina, Brazil, Chile, Costa Rica,
Mexico, and Peru all have active eco-driving programs.

FREIGHT IN BRAZIL: AN ASSESSMENT
AND OUTLOOK FOR IMPROVING
ENVIRONMENTAL PERFORMANCE
ICCT researchers undertook an exploratory survey of the truck market in Brazil to
evaluate possible obstacles and opportunities for the application of a green freight
system. Voluntary green freight programs can provide support for the design of
policies such as fuel efficiency standards, especially with regard to the possibility of
making data available. The assessment suggested key lessons that could be applied
in the creation of a green freight program. These include the identification of a
methodology to quantify emissions to help companies reach greenhouse gas reduction
targets, the importance of pilot programs in informing the establishment of larger,
more comprehensive programs, and the use of eco-driving programs to improve the
energy efficiency of trucks.
80
70
Semi-light trucks
60
Emissions (millions t)
50 Light trucks
40 Medium trucks
30
Semi-heavy trucks
20
10
Heavy trucks
0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Figure: CO2e emissions in 2012, by truck category in Brazil

(Source: Freight in Brazil: An assessment and outlook for improving environmental performance,
https://theicct.org/publication/freight-in-brazil-an-assessment-and-outlook-for-improving-environmental-
performance/)

Public and
private
Program
partnerships
context
& pilot
testing
Monitoring,
Eco-driving Robust
evaluation
driving
Program curriculum
and feedback
systems
Enabling Flexible
policies and delivery Maintenance
incentives methods
Figure: Components of a gold standard eco-driving program

(Source: Truck eco-driving programs: Current status in Latin America and international best practices,
https://theicct.org/publication/truck-eco-driving-programs-current-status-in-latin-america-and-international-
best-practices/)
An ICCT study shows that RenovaBio’s strategies to

ensure sustainability are not enough to mitigate the
indirect pressures that the demand for biofuels can generate.
“If we don’t look at the expansion of soy that could be impacting
deforestation—which represents 44% of CO2 emissions in
Brazil—I think we will be ignoring a very serious problem”,
says Carmen Araujo [ICCT Brazil Managing Director].
“Programa RenovaBio apresenta fragilidades na expansão de biocombustíveis,” eCycle,

https://www.ecycle.com.br/programa-renovabio-apresenta-fragilidades-na-expansao-de-biocombustiveis/

Transporte terrestre Agricultura
Combustión residencial y comercial Tratamiento y eliminación de residuos
Producción y distribución de energía Quema de residuos agrícolas
Procesos y combustión industriales
100%
90%
80%
70%
60%
Total
50%
40%
30%
20%
10%
0%
CO NO X VOC SO 2 NH 3 PM 2.5 BC OC
Figure: Emisiones sectoriales en 2035 por contaminante en el caso control

(Source: Beneficios en calidad del aire y salud por la mejora de normas de emisiones para vehículos y combustibles
en México, https://theicct.org/publication/beneficios-en-calidad-del-aire-y-salud-por-la-mejora-de-normas-de-
emisiones-para-vehiculos-y-combustibles-en-mexico/)
Programas de eco-conducción de camiones: Estado actual en América Latina y mejores prácticas
internacionales (report)
https://theicct.org/publication/programas-de-eco-conduccion-de-camiones-estado-actual-en-
america-latina-y-mejores-practicas-internacionales/
Beneficios en calidad del aire y salud por la mejora de normas de emisiones para vehículos y
combustibles en México (working paper)
https://theicct.org/publication/beneficios-en-calidad-del-aire-y-salud-por-la-mejora-de-normas-
de-emisiones-para-vehiculos-y-combustibles-en-mexico/
Truck eco-driving programs: Current status in Latin America and international best practices
(report)
https://theicct.org/publication/truck-eco-driving-programs-current-status-in-latin-america-and-
international-best-practices/

EUROPE
The European Climate Law requires that all EU Member States be
climate neutral by 2050. Because transport is responsible for a large
share of greenhouse gas emission, it is important to decarbonize the
sector as quickly as possible. In 2021, a large share of ICCT research
and analysis was focused on informing the next iteration of standards
for passenger cars and vans, in addition to the proposed review of
the heavy-duty vehicle standards. Researchers recommended the
stringency of the 2030 ﬂeet-average CO2 targets for cars and vans
should be set at a minimum reduction of 70%, relative to the 2020/21
baseline, and that interim targets should be set in the preceding years.
In addition, they suggested a target for all new cars and vans to have
zero tailpipe emissions should be introduced by 2035 at the latest.
Fuels researchers also assessed proposed changes to the Renewable

Energy Directive and the ReFuel EU proposal to determine the
possible greenhouse gas savings. The research recommended that
all food and feed-based feedstocks should be excluded from credits
under the regulations and the GHG reduction target should be lowered
accordingly to avoid increased production of biofuel crops with high
associated land use change emissions.

HOW MANUFACTURERS ARE POSITIONED
FOR ZERO-EMISSION COMMERCIAL
TRUCKS AND BUSES IN EUROPE
Governments have begun to make long-term commitments to phase out of internal
combustion engine medium- and heavy-duty trucks. ICCT researchers analyzed
manufacturers’ market readiness to develop and deploy zero-emission commercial
trucks and buses to meet these upcoming commitments in Europe. They found that
new registrations of zero-emission heavy-duty vehicles were 1% in Europe in 2020, and
close to 90% of cumulative zero-emission HDV sales between 2010 and 2020 were
buses. However, zero-emission truck sales are on the rise, making up 40% of total new
zero-emission heavy-duty registrations in 2020. With the continuous increase in model
availability, steady improvement in battery and fuel cell technology, and the expected
reduction in price of battery and fuel cell units, the share of zero-emission heavy-duty
vehicles on the road is expected to increase significantly in the coming decade.
Shares > 0.1%

Shares < 0.1%
1.9%
9.3%
6.7%
9.2% 25.8%
15.3%
16.6%
1.8%
2.4%
3.8%
Figure: Sales distribution of zero-emission buses in Europe from 2016 to 2020.

(Source: Race to zero: How manufacturers are positioned for zero-emission commercial trucks and buses in Europe,
https://theicct.org/publication/race-to-zero-ze-hdv-eu-dec21/)

2030 2050
800
700
1990 level
600
Tailpipe CO2 (million tonnes)
500
Scenario
(1) Adopted policies
400 (2) Commission proposal except with delay of 100% target to 2040
(3) Commission proposal: 15% 2025, 50–55% 2030, 100% 2035
(4) + Increase the 2030 target to 60%
300 55% reduction from 1990 (5) + Increase the 2030 target to 70%
(6) + Increase the 2025 target to 30%
(7) + Switch to annual targets after 2025
200 (8) Higher ambition: 35–40% 2025, 100% 2030, annual targets
Heavy-duty vehicles with lower ambition reductions
Heavy-duty vehicles with moderate ambition reductions
100 Heavy-duty vehicles with higher ambition reductions
90% reduction from 1990
Residual CO2 with higher ambition
0
2020 2025 2030 2035 2040 2045 2050
Figure: Combined road transport tailpipe CO2 emissions in Europe between 2020 and 2050 by policy scenario.
(Source: Fit for 55: A review and evaluation of the European Commission proposal for amending the CO2 targets for new cars and vans, https://theicct.org/
Both [electrification and combustion engine optimization]

are feasible options for hitting CO2 targets, but only one offers
the prospect of lowering the price of cars—and that’s
batteries. “For reducing CO2 emissions of the combustion
engine, high investments into vehicle technologies are necessary,”
Peter Mock, ICCT’s Berlin-based managing director, said.
“These investments do not result in a lower cost
for consumers over time.”
Politico Morning Mobility

Largest urbanized areas Largest urbanized areas
Dec 2020 public normal charging Dec 2020 public fast charging
infrastructure as share of 2030 needs infrastructure as share of 2030 needs
< 3% < 5%
3% - 6% 5% - 10%
6% - 8.6% 10% - 12.7%
8.6% - 15% 12.7% - 25%
> 15% > 25%
Lille Lille
Paris Paris
Rennes Strasbourg Rennes Strasbourg
Nantes Nantes
Lyon Lyon
Bordeaux Grenoble Bordeaux Grenoble
Toulouse Montpellier Marseille Toulouse Montpellier Marseille
Figure: Percentage of public normal (left) and fast (right) 2030 charging needs in place in France through 2020
(Source: Charging infrastructure to support the electric mobility transition in France,
https://theicct.org/publication/charging-infrastructure-to-support-the-electric-mobility-transition-%e2%80%afin-france%e2%80%af/) 
Beyond major cities: Analysis of electric passenger car uptake in European rural regions (working
paper)
https://theicct.org/publication/beyond-major-cities-analysis-of-electric-passenger-car-uptake-
in-european-rural-regions/
Pathways to decarbonization: The European passenger car market, 2021–2035 (white paper)
https://theicct.org/publication/pathways-to-decarbonization-the-european-passenger-car-
market-2021-2035/
Quantifying the long-term air quality and health benefits from Euro 7/VII standards in Europe
(briefing)
https://theicct.org/publication/quantifying-the-long-term-air-quality-and-health-benefits-from-
euro-7-vii-standards-in-europe/
Life-cycle greenhouse gas emissions of biomethane and hydrogen pathways in the European
Union (white paper)
https://theicct.org/publication/life-cycle-greenhouse-gas-emissions-of-biomethane-and-
hydrogen-pathways-in-the-european-union/

CHINA
Approximately 3.5 million electric vehicles were sold in China in
2021, representing 51% of the world’s total. This accelerated growth
is the result of targeted policy efforts at the national and local level.
However, emission standards for fossil fuel vehicles are still vital
for addressing air pollution and climate change. ICCT researchers
assessed the certified fuel consumption of heavy-duty vehicles
under the first three iterations of China’s emissions standards. The
assessment found that the actual improvement in fuel consumption
across the fleet as a result of Stage 3 standards will likely be less than
the tightening of the standards suggests. The authors recommend
ensuring that Stage 4 standards are stringent enough to fully exploit
cost-effective emissions control technology in order to improve the
competitiveness of Chinese manufacturers in international markets.
Researchers also analyzes the operational profiles of Chinese

coastal ferries and their energy demand to evaluate the feasibility of
repowering the fleet with battery-electric technology. The study found
that current battery technologies can already satisfy most application
scenarios for China’s coastal fleet because most ferry legs in coastal
China are shorter than 200 km. Battery technology improvements
would help electrify other more difficult segments of the existing ferry
operations, namely larger roll on/roll off passenger ferries deployed on
longer routes.

OPPORTUNITIES AND PATHWAYS
TO DECARBONIZE CHINA’S
TRANSPORTATION SECTOR
China has pledged to reach peak economy-wide CO2 emissions by 2030 and to reach
carbon neutrality by 2060. To help inform policy planning, researchers at the ICCT
assessed the potential for reducing climate pollutants from advanced policy packages
compared with currently adopted policies for China’s transportation sector. The study
found that transportation-related climate pollutant emissions in China would grow
rapidly without further mitigation actions. However, high-ambition policy measures can
potentially reduce climate pollutant emissions from transport by more than 10% at the
end of the 14th Five Year Plan compared with the 2020 level, and by 70%-80% in 2050.
To reach this target, the researchers suggested the country should set direct emission
standards for vehicles, implement zero-emission vehicle requirements for various
transportation segments, and consider the establishment of zero-emission zones.
7000
Reduction target range
Adopted Policies
Well-to-wheel CO2e (million tonnes)
6000
Low Ambition
High Ambition
5000
+6%
4000 2020 level
-40%
3000
2000
-70%-80%
1000
Range of emissions based on reduction targets in gray shows the emissions pathway
if high-ambition policies were to achieve similar rates of emissions reduction after 2035.
0
2020 2025 2030 2035 2040 2045 2050
Figure: Well-to-wheel climate pollutant (CO2e) emissions (GWP20) under adopted, low ambition,
and high ambition policies, and recommended reduction targets in China, 2020–2050
(Source: Opportunities and pathways to decarbonize China’s transportation sector during the fourteenth Five-Year
Plan period and beyond, https://theicct.org/publication/opportunities-and-pathways-to-decarbonize-chinas-
transportation-sector-during-the-fourteenth-five-year-plan-period-and-beyond/)

Bo Sea 61% potentially replaced
Pearl River Delta 95% potentially replaced
Hainan Strait 92% potentially replaced
Yangtze River Delta 74% potentially replaced
Fossil fuel that could be replaced with electricity

Taiwan Strait 56% potentially replaced Fossil fuel remaining to be replaced with electricity
0 1000 2000 3000 4000 5000 6000 7000

Fuel consumption (tonnes)
Figure: Percentage of fossil fuel potentially replaced with electricity by key coastal economic zone in China
(Source: Repowering Chinese coastal ferries with battery-electric technology,
https://theicct.org/publication/repowering-chinese-coastal-ferries-with-battery-electric-technology/)

Beijing
Tianjin
Xi’an
Zhengzhou
Shanghai
Chengdu
Sales
3
10,000
Guangzhou 20,000
Category
Bus 30,000
Shenzhen Truck 42,455
Figure: Heavy-duty new energy vehicle sales by city from 2017 to 2019 in China
(Source: Race to zero: How manufacturers are positioned for zero-emission commercial trucks and buses in China,
https://theicct.org/publication/race-to-zero-how-manufacturers-are-positioned-for-zero-emission-commercial-trucks-and-buses-in-china/)
Driving a green future: A retrospective review of China’s electric vehicle development and
outlook for the future (report)
https://theicct.org/publication/driving-a-green-future-a-retrospective-review-of-chinas-electric-
vehicle-development-and-outlook-for-the-future/
Evaluating electric vehicle costs and benefits in China in the 2020–2035 time frame (white paper)
https://theicct.org/publication/evaluating-electric-vehicle-costs-and-benefits-in-china-in-the-
2020-2035-time-frame/
Total cost of ownership for heavy trucks in China: Battery electric, fuel cell, and diesel trucks
(white paper)
https://theicct.org/publication/total-cost-of-ownership-for-heavy-trucks-in-china-battery-
electric-fuel-cell-and-diesel-trucks/

INDIA
While India was on track to exceed its Paris Agreement commitments
in 2021, there is still room for the country to improve upon its
existing policy framework. Researchers at the ICCT undertook a
series of assessments of the fuel consumption of a variety of vehicle
classes, including passenger cars, light commercial vehicles, and
two-wheelers, to inform future standards and policymaking. The
assessment of passenger cars found that the industry needs to
reduce fuel consumption by approximately 3.5% each year to achieve
the 2022–2023 compliance targets. However, the study determines
that the actual, real-world decrease will almost certainly be lower,
as manufacturers are likely to expand their use of super credits and
flexibility mechanisms.
Researchers also measured the real-world emissions performance

of a Bharat Stage VI truck and bus to assess how they compare to
emissions captured under regulatory testing. The study determined
that a significant amount of NOX emissions was generated under
conditions that are not currently included when evaluating these
vehicle types for compliance. The findings suggest that, in order to
better reflect emissions during real-world driving, the power threshold
during compliance testing should be lowered and all cold-start
emissions should be included.

FUEL CONSUMPTION REDUCTION
TECHNOLOGIES FOR THE TWO-
WHEELER FLEET IN INDIA
The two-wheeler market in India consumes more gasoline that all other forms of
on-road transport combined, but this vehicle segment is not subject to fuel
consumption standards. Researchers at the ICCT assessed the technology potential
and cost for improving the fuel efficiency of internal combustion engine two-wheelers.
The researchers found that even the most fuel-efficient segment of the two-wheeler
fleet, small motorcycles, has the potential to further reduce fuel consumption up to
42% using ICE technologies alone. Moreover, setting a fleet average target of
20.5 gCO2/km in 2030 could achieve fuel consumption reductions of 50% in the
two-wheeler fleet and a cost-effective penetration of 62% electric two-wheelers.
Technology exhaustion compliance cost Cost beneficial compliance cost

Technology exhaustion E2W % Cost beneficial E2W %
30,000 100%
Compliance cost (INR 2020)
(a) 90%
E2W penetration (%)

25,000 80%
70%
20,000
60%
15,000 50%
40%
10,000 30%
5,000 20%
10%
0 0%
35 30 25 20 15 10
CO2 (g/km)
Technology exhaustion compliance cost Cost beneficial compliance cost

Technology exhaustion E2W % Cost beneficial E2W %
30,000 100%
Compliance cost (INR 2020)
(b) 90%
25,000 80% E2W penetration (%)
70%
20,000
60%
15,000 50%
40%
10,000 30%
20%
5,000
10%
0 0%
45 40 35 30 25 20 15 10
CO2 (g/km)
Figure: Compliance cost curves plotted for the ICE technology packages and the E2W package
for (a) small motorcycle and (b) scooter in the year 2025 in India
(Source: Fuel consumption reduction technologies for the two-wheeler fleet in India,
https://theicct.org/publication/fuel-consumption-reduction-technologies-for-the-two-wheeler-fleet-in-india/)

Scenario
REF 13,300
IEC 20,800
2030
CP 16,100
COM 31,500
REF 16,700
IEC 31,500
2040
CP 21,000
COM 70,400
0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000 45,000 50,000 55,000 60,000 65,000 70,000 75,000
Avoided premature deaths compared to Baseline
Figure: Avoided premature deaths due to air pollution compared to baseline in 2030 and 2040 under a reference, improved
emissions control, coal phase out, and combined scenarios
(Source: Understanding the air quality and health impacts of large-scale vehicle electrification in India,
https://theicct.org/publication/understanding-the-air-quality-and-health-impacts-of-large-scale-vehicle-electrification-in-india/)
Josh Miller, manager of the Modeling Center at the 

International Council on Clean Transportation, told The Climate
202 that “India’s signing of the Glasgow declaration is
significant, since it is the fourth largest vehicle market worldwide,
and carbon dioxide emissions from road transport in India could
more than double by 2050 without further policy action.”
“COP26 draft agreement calls on countries to phase out coal, fossil fuels,” Washington Post, https://www.
washingtonpost.com/politics/2021/11/10/cop26-draft-agreement-calls-countries-phase-out-coal-fossil-fuels/

Personal use total cost of ownership (TCO) for two-wheelers in 2021 in Delhi
INR 200 INR 4.0 Opportunity cost

Battery replacement cost
INR 180 Tax
INR 3.5 Fueling cost
5-year total cost of ownership (TCO) in thousands
Insurance cost
INR 160
Maintenance cost
INR 3.0
Finance cost
INR 140
Vehicle depreciation cost
INR 2.5 Average cost per km
INR 120
Cost per km
INR 100 INR 2.0
INR 80
INR 1.5
INR 60
INR 1.0
INR 40
INR 0.5
INR 20
INR 0 INR 0.0

Point charging Point charging Battery swapping Gasoline
Okinawa iPraise+ Ather 450X Okinawa iPraise+ Activa 6G
Figure: Five-year total cost of ownership of selected two-wheelers in personal use in Delhi
(Source: Cost comparison of battery swapping, point charging, and ICE two-wheelers in India,
https://theicct.org/publication/cost-comparison-of-battery-swapping-point-charging-and-ice-two-wheelers-in-india/)
Fuel consumption from light commercial vehicles in India, fiscal years 2019–20 and 2020–21
(working paper)
https://theicct.org/publication/fuel-consumption-from-light-commercial-vehicles-in-india-fiscal-
years-2019-20-and-2020-21/
Understanding the emissions impacts of large-scale vehicle electrification in India

(working paper)
https://theicct.org/publication/understanding-the-emissions-impacts-of-large-scale-vehicle-
electrification-in-india/
Techno-economic analysis of cellulosic ethanol in India using agricultural residues (white paper)
https://theicct.org/publication/techno-economic-analysis-of-cellulosic-ethanol-in-india-using-
agricultural-residues/

ASIA
The use of biofuels has been a central strategy of decarbonizing
transport in Asia, in addition to being a prominent industry in the
region. Researchers at the ICCT evaluated the potential for Indonesia
to diversify its biofuel industry by using waste oils and fats as
feedstock to produce biodiesel and renewable diesel. The authors
assessed the likely availability of inedible animal fats, waste fish oil,
sludge palm oil, and tall oil in Indonesia and found waste biodiesel can
provide almost 60% of Indonesia’s B30 volumetric blending target.
In addition, researchers assessed ongoing efforts to promote

electromobility in Indonesia and held a three-day workshop to
discuss strategies to accelerate electric vehicle uptake. Suggestions
originating from the workshop included improved coordination
on commitments to electrification targets, the development of
regulatory and fiscal policies to spur demand for electric vehicles, and
collaboration with cities to develop electrification strategies.

AIR QUALITY IMPACTS OF PALM
BIODIESEL IN INDONESIA
As Indonesia moves toward more advanced vehicle emission standards, lower sulfur
limits in fuel, and palm biodiesel expansion, it is important to understand the impact
that increasing palm biodiesel blending rates is likely to have on vehicle emissions.
Researchers at the ICCT analyzed the effects of biodiesel blending on nitrogen oxides
(NOX), hydrocarbons, carbon monoxide, and particulate matter emissions in Indonesia.
The results show that blending palm biodiesel in diesel fuel increases NOX emissions,
and these effects are especially pronounced with low-sulfur diesel fuel and common
rail injection systems. In addition, they found that modern injection systems and fuels
diminish the expected reductions of particulate matter, CO, and HC from biodiesel
compared to diesel fuel.
5,000 65%
4,500 59%
Biodiesel production per year (million liters)
4,000 52%
3,500 46%
Contribution to B30 target

3,000 39%
Used cooking oil
2,500 33%
2,000 26%
1,500 20%
Sludge palm oil

1,000 13%
Tall oil
500 7%
Waste fish oil
Inedible animal fat
0 0%
Figure: Annual biodiesel production from full availability of five waste feedstocks and their
contributions to Indonesia’s B30 blending target.
(Source: Opportunities for waste fats and oils as feedstocks for biodiesel and renewable diesel in Indonesia,
https://theicct.org/publication/opportunities-for-waste-fats-and-oils-as-feedstocks-for-biodiesel-and-
renewable-diesel-in-indonesia/)

150
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−50 ●
25 50 75 100 0 25 50 75 100
Blend level, % Blend level, %
Figure: Left: Biodiesel NOX effect by fuel injection system (palm). Right: Biodiesel NOX effect by fuel injection system for low-sulfur
diesel only (all data).
(Source: Air quality impacts of palm biodiesel in Indonesia, https://theicct.org/publication/air-quality-impacts-of-palm-biodiesel-in-indonesia/)
Researcher from the International Council on Clean

Transportation Tenny Kristiana said, Indonesia has abundant
raw materials to produce cellulosic ethanol… “Based on
a study conducted by ICCT, with 30 million tons of palm oil
biomass being unused every year. Then 2 billion cellulosic
ethanol can be produced per year or equivalent to 4 percent
of oil demand per year in 2019,” said Kristiana.
“Bioenergi dari Limbah Pertanian Bisa Mulai Dikembangkan, Bahan Baku Melimpah,” SindoNews,
https://ekbis.sindonews.com/read/359638/34/bioenergi-dari-limbah-pertanian-bisa-mulai-dikembangkan-
bahan-baku-melimpah-1615302204

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Figure: Biodiesel NOX effect grouped by palm diesel blend level

(Source: Air quality impacts of palm biodiesel in Indonesia,
https://theicct.org/publication/air-quality-impacts-of-palm-biodiesel-in-indonesia/)
Compatibility of methanol fuel blends with gasoline vehicles and engines in Indonesia
(white paper)
https://theicct.org/publication/methanol-indonesia-eng-dec21/
Indonesia transport electrification strategy (working paper)

https://theicct.org/publication/indonesia-transport-electrification-strategy%e2%80%af/
Opportunities for waste fats and oils as feedstocks for biodiesel and renewable diesel in
Indonesia (white paper)
https://theicct.org/publication/opportunities-for-waste-fats-and-oils-as-feedstocks-for-
biodiesel-and-renewable-diesel-in-indonesia/

GLOBAL
Emissions from the marine and aviation sectors have a global impact.
In 2021, ICCT researchers assessed the life cycle greenhouse gas
emissions attributed to sustainable aviation fuels to help identify
how an effective policy could identify and support fuels that can
deliver deep greenhouse (GHG) reductions. The analysis found wide
variations in the climate impacts across different sustainable aviation
fuel feedstocks and conversion technologies, illustrating that simply
displacing petroleum jet fuel with any alternative jet fuel will be
insufficient to drive deep decarbonization in aviation.
Researchers also studied global washwater discharges from ships

that utilize scrubbers to comply with the International Maritime
Organization’s 2020 global fuel sulfur limit. This washwater is more
acidic than the surrounding seawater and contains polycyclic aromatic
hydrocarbons, particulate matter, nitrites, and heavy metals. The
analysis found that approximately 80% of scrubber discharges occur
within 200 nautical miles of shore, with hot spots in heavily trafficked
regions such as the Baltic Sea, North Sea, Mediterranean Sea, the Strait
of Malacca, and the Caribbean Sea. Moreover, scrubber discharges
were also found to occur in IMO-designated sensitive areas such as the
Great Barrier Reef.

AIR QUALITY AND HEALTH IMPACTS
OF HEAVY-DUTY VEHICLES IN G20
ECONOMIES
On-road diesel vehicles are a leading contributor to air pollution and the associated
disease burdens. In addition to the negative impact on air quality and public health,
black carbon from diesel engine exhaust produces significant near-term climate
warming. In 2021, researchers at the ICCT quantified the benefits of policies for
reducing air pollutant emissions from heavy-duty vehicles in the G20 economies.
The analysis found that expanded implementation of world-class standards in G20
economies in the 2023–2025 timeframe would reduce NOX emissions by 45%–85%
over the next two decades. Next-generation standards could reduce NOX levels by
60%–95% from 2020 levels in 2040 and avoid more than $5 trillion of health damages
over the next three decades.
10,000
NOx emissions (thousand tonnes)
8,000
6,000 -12%
-17%
-40%
4,000
-32%
-47% -40%
Scenario
Adopted
2,000 Expanded world-class -71%
Expanded world-class + 16-year renewal
Next-generation -88%
Next-generation + 16-year renewal
0
2020 2025 2030 2035 2040
Figure: Projected NOX emissions from diesel heavy-duty vehicles under different policy scenarios
from 2020 to 2040 in G20 economies.
(Source: Air quality and health impacts of heavy-duty vehicles in G20 economies,
https://theicct.org/publication/air-quality-and-health-impacts-of-heavy-duty-vehicles-in-g20-economies/)

Governments with official targets to 100% phase out sales or registrations of new internal combustion engine light-duty vehicles
(passenger cars and vans/light trucks) by a certain date* (Status: Through September 2021)
2030 Iceland (cars)

2035 United Kingdom (cars and vans)
2025 Norway (cars and vans)
2030 Ireland (cars)
2035 Denmark (cars)
2035 Canada 2030 Netherlands (cars)
(light-duty vehicles)** 2030 Austria (cars and vans)
2030 Slovenia (cars and vans)
2035 California,
2035 New York, 2040 France (cars and vans)
United States United States 2040 Spain (cars and vans)
(cars and light trucks) (cars and light trucks)
2050 Costa Rica

(light-duty vehicles)
2035 Cape Verde

(cars and vans)
2030 Singapore
(cars)
Target to allow the sale or registration Target to allow the sale or registration
of new BEVs and FCEVs only of new BEVs, FCEVs, and PHEVs only
2025 2030
2030 2035
2035
2040
2050
2050 International Zero-Emission Vehicle Alliance (IZEVA)
* Includes countries, states, and provinces that have set targets to only allow the sale or registration of new battery electric vehicles (BEVs), fuel cell electric vehicles (FCEVs), and plug-in hybrid electric
vehicles (PHEVs). Countries such as Japan with pledges that include hybrid electric vehicles (HEVs) and mild hybrid electric vehicles (MHEVs) are excluded as these vehicles are non plug-in hybrids.
** The Canadian province of British Columbia has set its 2040 target into binding regulation; the Canadian province of Québec has also set a target for 2035.
Figure: Government targets to 100% phase out the sale or registration of new ICE cars, status through September 2021
(Source: Global passenger car market share of countries planning to phase out new sales of internal combustion engine vehicles,
https://theicct.org/publication/global-passenger-car-market-share-of-countries-planning-to-phase-out-new-sales-of-internal-combustion-engine-vehicles/)
“Currently, the global shipping sector is not on track to meet even

its initial greenhouse gas strategy goals,” [ICCT researcher Bryan]
Comer says. “There’s an opportunity now to start using cleaner
fuels,” he says. “But right now, what’s missing is that there’s … no
regulations at the global scale that would incentivize that change.”
“Maritime shipping causes more greenhouse gases than airlines,” Yale Climate Connections,
https://yaleclimateconnections.org/2021/08/maritime-shipping-causes-more-greenhouse-gases-than-airlines/

Figure: Global scrubber washwater discharges distribution and the sites with the largest washwater hot spots
(Source: Global scrubber washwater discharges under IMO’s 2020 fuel sulfur limit, https://theicct.org/publication/global-scrubber-washwater-discharges-
under-imos-2020-fuel-sulfur-limit/)
Update on the global transition to electric vehicles through 2020 (briefing)
https://theicct.org/publication/update-on-the-global-transition-to-electric-vehicles-
through-2020/
Update on government targets for phasing out new sales of internal combustion engine
passenger cars (briefing)
https://theicct.org/publication/update-on-government-targets-for-phasing-out-new-sales-of-
internal-combustion-engine-passenger-cars/
Assessing the sustainability implications of alternative aviation fuels (working paper)

https://theicct.org/publication/assessing-the-sustainability-implications-of-alternative-aviation-
fuels/

SUPPORTERS
The ICCT produces rigorous, fair, independent research and analysis
to inform public policy and advance progress toward a cleaner global
transportation system. We work under grants and contracts from
numerous organizations in the private, public, and nonprofit sectors.
But our work would not be possible without the vital contributions of a
growing core group of funders whose generous support provides the
foundation for all our efforts. Our recent funders include:
Aspen Global Change Institute
Children’s Investment Fund Foundation
Climate Imperative Foundation
ClimateWorks Foundation
European Climate Foundation
European Commission
FIA Foundation
Heising-Simons Foundation
Norwegian Agency for Development Cooperation (NORAD)
P4G
Packard Foundation
Pisces Foundation
Quadrature Climate Foundation
Rockefeller Brothers Fund
Sequoia Climate Foundation
Skoll Foundation
Umweltbundesamt (Federal Environmental Agency, Germany)
United Nations Environment Programme
The William and Flora Hewlett Foundation

AUDITED FINANCIALS
Consolidated Statements of Financial Position
December 31
Current assets 2021 2020

Cash and cash equivalents $ 9,363,952 $ 8,420, 840
Promise to give, net 754,805 1,173,678
Accounts receivable, net 75,358 627,666
Unbilled receivables 672,497 515,749
Prepaid expenses 273,311 150,861
Deposit 40,436 30,492
Property and equipment, net 507,205 335,175
Total assets $ 11,687,564 $ 11,254,461
Liabilities and net assets

Liabilities:
Accounts payable and accrued expenses $ 1,244,032 $ 1,226,039
Refundable advances 450,061 1,371,031
Deferred rent 566,325 562,241
Total liabilities 2,260,418 3,159,311
Net assets (deficit):

Without donor restrictions (1,332,167) 316,285
With donor restrictions 10,759,313 7,778,865
Total net assets 9,427,146 8,095,150
Total liabilities and net assets $ 11, 687,564 $ 11,254,461
Consolidated Statements of Activities

Year Ended December 31, 2021
Without Donor With Donor
Restrictions Restrictions Total
Revenue and support:
Grants and contributions $ 708,257 $ 15,701,762 $ 16,410,019
Contract income 1,253,769 - 1,253,769
Consulting income 476,900 - 476,900
Interest income, net 2,494 - 2,494
Other income 75,368 - 75,368
Net assets released from restrictions 12,721,314 (12,721,314) -
Total revenue and support 15,238,102 2,980,448 18,218,550
Expenses:
Program services 14,247,307 - 14,247,307
Supporting services:
Management and general 1,544,828 - 1,544,828
Communications 688,690 - 688,690
Development 405,729 - 405,729
Total expenses 16,886,554 - 16,886,554
Change in assets (1,648,452) 2,980,448 1,331,996
Net assets (deficit)

Beginning 316,285 7,778,865 8,095,150
Ending $ (1,332,167) $ 10,759,313 $ 9,427,146

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ANNUAL REPORT 2021

A ANNUAL REPORT 2021

communications@theicct.org | www.theicct.org | @TheICCT

© 2023 International Council on Clean Transportation

ICCT highlights by region........................................................................................................ 6

North America ...................................................................................................................... 7

1 ANNUAL REPORT 2021

The International Council on Clean Transportation (ICCT) is an

In the last five years alone, we have worked successfully with

Together, these efforts are projected to result in billions of tons of

2 ANNUAL REPORT 2021

Figure: Growth in normal (AC) and fast (DCFC) chargers, 2020-2021

3 ANNUAL REPORT 2021

CO2 emissions values (g/km), normalized to 3P WLTP

4 ANNUAL REPORT 2021

EV sales share of passenger cars

Figure: Electric vehicle passenger car sales share, 2010–2021

5 ANNUAL REPORT 2021

6 ANNUAL REPORT 2021

Researchers assessed the benefits of adopting California’s medium-

In addition to conducting research on the charging infrastructure

7 ANNUAL REPORT 2021

Although most electric vehicle charging is expected to be performed with home

8 ANNUAL REPORT 2021

Bel Air - Beverly Crest

Public chargers Central

Air quality impacts of biodiesel in the United States (white paper)

9 ANNUAL REPORT 2021

Figure: Cumulative investment needed to provide publicly accessible infrastructure to support

To what extent delivery-related emissions increased last year

10 ANNUAL REPORT 2021

ICCT’s involvement as a key partner in the Zero Emission Bus

ZEBRA operates strategically to advance the adoption of e-buses

In addition to electrification, the region is pursuing eco-driving

11 ANNUAL REPORT 2021

Figure: CO2e emissions in 2012, by truck category in Brazil

12 ANNUAL REPORT 2021

Figure: Components of a gold standard eco-driving program

An ICCT study shows that RenovaBio’s strategies to

“Programa RenovaBio apresenta fragilidades na expansão de biocombustíveis,” eCycle,

13 ANNUAL REPORT 2021

Figure: Emisiones sectoriales en 2035 por contaminante en el caso control

14 ANNUAL REPORT 2021

Fuels researchers also assessed proposed changes to the Renewable

15 ANNUAL REPORT 2021

Shares > 0.1%

Figure: Sales distribution of zero-emission buses in Europe from 2016 to 2020.

16 ANNUAL REPORT 2021

Both [electrification and combustion engine optimization]

Politico Morning Mobility

17 ANNUAL REPORT 2021

Toulouse Montpellier Marseille Toulouse Montpellier Marseille

18 ANNUAL REPORT 2021

Researchers also analyzes the operational profiles of Chinese

19 ANNUAL REPORT 2021

20 ANNUAL REPORT 2021

Pearl River Delta 95% potentially replaced

Hainan Strait 92% potentially replaced

Josh Miller, manager of the Modeling Center at the 

Indonesia transport electrification strategy (working paper)