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1、Accelerating Zero-Emission Trucking PoliciesA Global Policy Handbook with a Roadmap for IndiaReport/February 2025rmi.org/2Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaAuthors and AcknowledgmentsAuthorsAkshima Ghate Pranav LakhinaAbhishek MuraliChetna

2、NagpalVaibhav SabharwalSamhita ShiledarAuthors listed alphabetically.All authors from RMI unless otherwise noted.Acknowledgments The authors would like to acknowledge the contributions of Sai Powar.Contactsindiainformi.orgCopyrights and CitationPranav Lakhina et al.,Accelerating Zero-Emission Trucki

3、ng Policies:A Global Policy Handbook with a Roadmap for India,RMI,2025,https:/rmi.org/insight/accelerating-zero-emission-trucking-policies.RMI values collaboration and aims to accelerate the energy transition through sharing knowledge and insights.We therefore allow interested parties to reference,s

4、hare,and cite our work through the Creative Commons CC BY-SA 4.0 license.https:/creativecommons.org/licenses/by-sa/4.0/.All images used are from iS or Adobe Stock.About RMIRMI is an independent nonprofit,founded in 1982 as Rocky Mountain Institute,that transforms global energy systems through market

5、-driven solutions to align with a 1.5C future and secure a clean,prosperous,zero-carbon future for all.We work in the worlds most critical geographies and engage businesses,policymakers,communities,and NGOs to identify and scale energy system interventions that will cut climate pollution at least 50

6、 percent by 2030.RMI has offices in Basalt and Boulder,Colorado;New York City;Oakland,California;Washington,D.C.;Abuja,Nigeria;and Beijing.rmi.org/3Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaTable of ContentsExecutive Summary.4Introduction .7Global

7、Overview of ZET Adoption.12Barriers to ZET Adoption and the Need for Policy Actions to Overcome Them .16Handbook on ZET Policies .19Demand-side policies for ZETs.19Supply-side policies for ZETs.28Policies for ZET infrastructure.34ZET Opportunity for India .41Policy roadmap for driving ZET adoption i

8、n India.43Conclusion .50Appendix .51Modeling methodology.51Capital expenditures.52Operational expenses.53Endnotes .55rmi.org/4Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaExecutive SummaryTrucks account for just 4%of the global on-road fleet but are r

9、esponsible for 27%of on-road greenhouse gas emissions and 60%of nitrogen oxide emissions.1 With trucking demand projected to double by 2050,transitioning to zero-emission trucks(ZETs)is critical for mitigating environmental and public health impacts.2Beyond reducing emissions,ZETs offer significant

10、benefits,including lower operating costs,reduced oil imports,enhanced energy independence,and strengthened industrial competitiveness.Global ZET sales are gaining momentum,reaching 54,000 in 2023 a 170%increase since 2020.3 Adoption is concentrated in China,Europe,and the United States,with emerging

11、 activity in India,Australia,Brazil,and Japan.Key drivers include supportive policies,ambitious ZET targets,the growing availability of ZET models,and deployment efforts by industry leaders.Policy support is a crucial enabler of ZET adoption,sending strong market signals for near-term investment.In

12、leading regions(China,Europe,and the United States),over 60 ZET-specific policies are driving progress in demand,supply,and infrastructure.4 Demand-side policies reduce costs for fleet operators and signal sustained market growth.Supply-side measures encourage manufacturers to scale ZET production,i

13、mproving economies of scale.Infrastructure policies enable the widespread deployment of charging and refueling networks,ensuring seamless operations.Regions with limited ZET uptake can learn from the experiences of policy development in regions with relatively mature ZET markets and apply those lear

14、nings to initiate momentum toward ZET adoption.Key policy solutions along with specific examples are shown in Exhibit ES1.rmi.org/5Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaExhibit ES1 ZET-specific demand,supply,and infrastructure policy measures a

15、nd key examplesDemand-side policy interventionsSupply-side policy interventionsInfrastructure-related policy interventionsPurchase subsidies for ZETs can effectively reduce the up-front costs.The Netherlands has allocated around 97 million for purchase subsidies to incentivize more than 1,000 ZETs.Z

16、ET sales requirements mandate a minimum percentage of ZET sales for manufacturers,with credits earned for each ZET sold that can be used to offset deficits or traded.Californias Advanced Clean Trucks Regulation requires manufacturers of medium-and heavy-duty vehicles to sell ZETs at an increasing pe

17、rcentage of their annual sales from 2024 to 2035.Infrastructure development along corridors strategically deploys ZET infrastructure along major transportation routes and highways.In the United States,the National Zero-Emission Freight Corridor Strategy practices a phased approach for ZET corridor d

18、evelopment prioritizing policy development and investment in key regions.Loan interest subvention by governments directly subsidizes a portion of the interest on ZET loans.The BNDES Climate Fund Program in Brazil offers interest subvention on loans for electric and hybrid trucks at a maximum interes

19、t rate of 4%annually with no minimum loan amount and allows financing of up to 80%.Implementing stricter fuel economy standards for trucks can incentivize OEMs to produce more efficient trucks.The EUs strengthened CO2 emissions standards for heavy-duty vehicles require a significant increase in ZET

20、production to meet targets,with annual sales reaching close to 400,000 units by 2040.Incentives/grants for infrastructure equipment and installation can offset the high up-front costs of charging/refueling infrastructure for ZETs.Californias EnergIIZE Commercial Vehicles Program incentivizes 50%75%o

21、f the costs for ZET infrastructure equipment and one-time software costs.Grants for ZET pilot deployment enable testing of ZET technical,operational,and economic viability in real-world settings.Australias Driving the Nation Fund has allocated AU$127.9 million to support the integration of heavy bat

22、tery-electric vehicles(BEVs)into the Australian transportation landscape.Domestic manufacturing and R&D grants provide fiscal support to boost ZET manufacturing and promote technological innovation.In the United States,programs such as Advanced Technology Vehicles Manufacturing(ATVM)and Domestic Man

23、ufacturing Conversion Grants(DMCG)provide loans to support EV production and grants to retool existing manufacturing plants.Concessional land measures include minimum lease rentals,revenue-sharing models,and property tax incentives to mitigate the high land acquisition costs for supporting infrastru

24、cture.Delhi EV Policy offers subsidized land rates to private entities under a revenue-sharing model for deploying public charging stations and battery-swapping facilities.Exempting ZETs from certain taxes and tolls can reduce operational costs for fleet operators.Under Denmarks new road-use tax sys

25、tem,trucks with higher emissions incur higher taxes,at rates determined by their CO2 emissions class.Skill development programs can ensure that the workforce has the necessary skills to support the transition to ZETs.In Germany,the Vocational Education and Training program trains participants in hig

26、h-voltage ZET systems,battery technology,renewable energy integration,and other skills preparing them for roles in EV manufacturing,maintenance,and infrastructure.Upgrading upstream infrastructure facilitates ZET infrastructure deployment by streamlining power availability for ZET refueling needs.Ge

27、rmanys Master Plan for Charging Infrastructure II tasks government agencies with assessing ZET charging needs through 2035 to secure investments and support upstream infrastructure planning.Increasing the weight and dimension allowances for ZETs can help mitigate the payload disadvantage compared wi

28、th diesel trucks.The EUs Weights and Dimensions Directive amendments allows ZETs to carry about 4 tonnes more payload than diesel trucks by 2050.Tariff management involves designing tariffs to encourage sustainable charging practices,manage peak demand,and ensure grid stability.San Diego Gas and Ele

29、ctric(SDG&E)has introduced an EV high-power charging(EV-HP)tariff with time-of-use rates,offering up to 51%lower costs during off-peak hours for electric truck charging.Scrappage incentives encourage the replacement of older,polluting diesel trucks with cleaner ZETs.Chinas vehicle scrappage policy o

30、ffers purchase subsidies ranging from RMB 30,000 to RMB 80,000 for the replacement of older diesel trucks with low-emissions alternatives.Purchase mandates for fleet operators ensure an increasing portion of ZETs as part of their overall fleet each year.Californias Advanced Clean Fleets mandates tha

31、t fleets purchase ZETs with different compliance requirements based on fleet type.rmi.org/6Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaThis report also presents an example of how these policy measures can be contextualized to develop a phased policy

32、roadmap to accelerate ZET adoption in India.As a growing market with an expanding trucking sector,India holds a critical role in global supply chains presenting an opportune moment to focus on transitioning to ZETs.Key efforts are already in place,such as plans to incentivize ZET purchase through na

33、tional level programs,subnational efforts on corridor development,ZET demand aggregation,ZET pilot deployment at ports,etc.To build on these efforts,this roadmap presents recommendations for policymakers at national and subnational levels to prioritize short-term measures that can be implemented wit

34、hin two years,such as introducing nonbinding ZET adoption targets,purchase subsidies,reduction of toll taxes,and ZET corridor development.Meanwhile actions in the medium and long term that can be implemented beyond two years include introducing ZET purchase and sales requirements,aggregating demand,

35、and strengthening fuel consumption standards.The recommendations allow time to implement and launch the policies,but the policies applicable horizon periods can be longer.Overall,policy measures for ZETs can act as a catalyst,guiding market actors to accelerate deployment and drive tangible progress

36、.Policymakers must lead by introducing and refining strategies that enable swift market action,while industry stakeholders play a complementary role by providing critical on-ground insights to shape effective policies.Tailored,region-specific measures aligned with the respective stage of ZET deploym

37、ent maturity will be essential to unlocking the full potential of zero-emissions trucking and creating a sustainable freight future.rmi.org/7Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaIntroductionThe trucking sector plays a critical role in driving

38、the economic growth of a country by transporting goods throughout the supply chain,from raw material sourcing to production,distribution,and consumption.It ensures the smooth functioning of the economy.As the global economy recovers and grows in the coming years,following declines during and after t

39、he pandemic,demand for trucking services is set to rise accordingly.5 Between 2021 and 2024,freight demand from trucks increased by 9%,and it is projected to nearly double over the next two and a half decades in a business-as-usual(BAU)scenario(see Exhibit 1).Exhibit 1 Global freight demand from tru

40、cks is predicted to nearly double by 2050RMI Graphic.Source:RMI analysis of World Energy Outlook 2023To satisfy this growing demand,global truck sales will need to grow accordingly.Truck sales are expected to increase by 41%over current levels by 2050 in a BAU scenario(see Exhibit 2).Eight regions(A

41、ustralia,Brazil,China,Europe,Japan,India,South Korea,and the United States)will account for about 60%of total truck sales in 2050.Within these eight regions,India,Brazil,and China showcase the highest growth in sales through 2050 with increases of around 165%,73%,and 35%over current levels,respectiv

42、ely,which can be attributed to higher rate of economic growth in these countries.6Global freight demand from trucks is predicted to nearly double by 2050 Billion tonne-kms202520302035204020452050010,00020,00030,00040,00050,00060,000ProjectedHistoricalrmi.org/8Accelerating Zero-Emission Trucking Poli

43、cies:A Global Policy Handbook with a Roadmap for IndiaExhibit 2 Global annual truck sales are projected to increase by 41%by 2050Units sold2024202620282030203220342036203820402042204420462048205001M2M3M4M5M6M7MAustraliaBrazilChinaEuropeIndiaJapanRest of WorldSouth KoreaUSRMI Graphic.Source:RMI analy

44、sis of BloombergNEFs Electric Vehicle Outlook 2024With trucking demand on the rise and trucks accounting for only 4%of vehicles on the road globally,while emitting a disproportionate 27%of on-road greenhouse gases,we urgently need cleaner alternatives.7 Zero-emissions trucks(ZETs)present a compellin

45、g solution,offering significantly lower CO2 emissions(depending on the truck type and grid mix),eliminating tailpipe pollution,and reducing operational costs.By transitioning to ZETs,global economies can significantly reduce their environmental impact.According to the International Energy Agency(IEA

46、),a net-zero scenario in the trucking sector can help reduce about 29 gigatonnes(Gt)of cumulative CO2 through 2050 relative to the IEAs reference Stated Policies Scenario(see Exhibit 3).i To achieve this,by 2050 almost all trucks sold globally must be ZETs.8i The IEAs baseline scenario,the Stated Po

47、licies Scenario,considers the impact of current policy ambitions and existing measures.rmi.org/9Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaExhibit 3 Global CO2 emissions reduction from truckingRMI Graphic.Source:RMI analysis of IEAs World Energy Out

48、look 2024Mt CO220252030203520402045205002004006008001,0001,2001,4001,6001,8002,0002,200Stated policies scenarioNet-zero scenario92%ReductionRMI Graphic.Source:RMI analysis of IEAs World Energy Outlook 2024,https:/iea.org/reports/world-energy-outlook-2024Beyond the emissions reduction benefits,ZETs a

49、lso present an opportunity to ensure economic viability for fleet operators in the long run.Typically,ZETs offer lower operational costs(fuel and maintenance)than diesel trucks.Moreover,ZETs can achieve around 30%total cost of ownership(TCO)savings relative to diesel trucks in the next 510 years in

50、most regions of the world.ii,9 This will be driven primarily by technology advancements in battery and fuel cell technologies and increasing scale in production of these components.ZETs will also lead to a reduction in oil imports and promote energy independence.Overall,ZETs are central to decarboni

51、zing the highly polluting road freight sector and enhancing economic viability of trucking operations,thereby contributing to long-term sustainability of the sector.ii Total cost of ownership is the cost of ownership,which is the cost to own and operate a truck over its lifetime.rmi.org/10Accelerati

52、ng Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaBox 1 ZET technology options There are various ZET technology choices,and the landscape is evolving rapidly.There is no one-size-fits-all solution,as a diverse array of technologies will coexist,each tailored to meet

53、 specific use cases.Some of the key technology choices are:Battery-Electric Trucks(BETs):Rely on fixed/swappable batteries and electric motors to power the trucks.Various BET technology options serve different charging needs:o Depot charging:BETs with fixed battery charging at depots with chargers t

54、hat have slower charging speeds leading to longer charging time,suitable for trucks parked overnight or for extended periods with predictable scheduleso En route fast and ultra-fast charging:BETs with fixed battery charging along highways at high-powered charging stations that allow for significantl

55、y faster charging times with minimal downtime,ideal for quick top-ups during long-haul journeyso Swapping:BETs with batteries that can be swapped at dedicated swapping stations along corridors or in city centres with minimal downtimeo Catenary:BETs running along fixed highway lengths powered by over

56、head electrical lines similar to electrified rail,suitable for long-haul routes with predictable traffic patterns and limited stopso Induction:BETs running along fixed highway lengths powered by underground coils ideal for fixed routes with minimal traffic Hydrogen-based trucks:Rely on green hydroge

57、n through refueling stations to power trucks.Two key options are based on power train configuration:o Hydrogen(H2)fuel cell:Trucks powered by a combination of fuel cells,batteries,and electric motors o H2 internal combustion engine(H2 ICE):Trucks powered by an ICE engine similar to diesel trucksrmi.

58、org/11Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaExhibit 4 ZET technology comparisonVehicle typeTechnology choiceProsConsRelevant use casesBETsDepot chargingHigh vehicle efficiency,technology maturityHigher payload penalties and longer refueling tim

59、eFleets with return-to-base operations covering small to regional daily distances and carrying volume-constrained loads like white goods,industrial parts,etc.En route fast chargingHigh vehicle efficiency,technology maturity,faster refueling than depot chargingHigh payload penaltiesFleets traveling a

60、long high-traffic corridors with sufficient charging and grid infrastructure network with moderate downtime availability(2 hours)SwappingHigh vehicle efficiency,faster refueling timeLesser technology maturity,some impact on payloadsFleets traveling along closed loop systems with minimum downtime ava

61、ilabilityCatenaryHigh vehicle efficiency,faster refueling timeRisk of technology lock-in,limited technology maturityFleets catering to fixed,short routes with minimum downtime availability and regular power supplyInductionH2 basedFuel cellsFaster refueling,lesser payload penalties,medium-high vehicl

62、e efficiencyLimited technology maturity,risk of investment in stranded assetsFleets moving heavy goods like bulk commodities and covering longer daily distances ICEFaster refueling,lesser payload penalwtiesLeast efficient,limited technology maturityRMI Graphic.This report provides an overview of the

63、 existing global ZET market,key barriers inhibiting ZET adoption on a wide scale,and a host of policy interventions needed to overcome the barriers and fast-track ZET adoption.It explores policy levers deployed across different countries,with specific case studies and examples highlighting successes

64、 serving as a comprehensive handbook of policy solutions governments can adopt.Additionally,the report includes a focused analysis of ZET policy recommendations for India,the worlds third-largest truck market.With truck sales and stock projected to grow fourfold by 2050,10 India presents a significa

65、nt opportunity for ZET adoption.The report proposes a policy roadmap tailored to the Indian context,featuring near-and medium-term policy solutions that integrate global best practices while addressing Indias unique challenges and opportunities.rmi.org/12Accelerating Zero-Emission Trucking Policies:

66、A Global Policy Handbook with a Roadmap for IndiaGlobal Overview of ZET Adoption As countries strive to meet their climate goals and net-zero targets,the transition to ZETs is becoming a cornerstone strategy.Between 2020 and 2023,global ZET sales increased threefold,with sales in 2023 hovering aroun

67、d 54,000(see Exhibit 5).11 This translates to a 1%sales share for ZETs globally,which the IEA projects will grow to 4%by 2025,15%by 2030,and 29%by 2035 as per its Announced Pledges Scenario.iii This would lead to sales of almost 2.75 million ZETs globally by 2035.12 iii The IEAs Announced Pledges Sc

68、enario considers the announced ambitions and targets set by countries and to what extent they can help achieve net-zero emissions by 2050.Exhibit 5 Global ZET sales increased threefold between 2020 and 2023RMI Graphic.Source:RMI analysis of Global EV Outlook 2024When analyzing geographic trends,it b

69、ecomes evident that certain regions,such as China,are leading the ZET market.In 2023,China accounted for nearly 70%of all ZET sales worldwide,with sales evenly split between battery-electric trucks(BETs)using fixed charging and BETs with battery swapping;hydrogen fuel cell trucks made up the remaini

70、ng 8.5%.13 While China leads in overall sales,Europe has demonstrated the fastest growth in ZET adoption,with an 11-fold increase in sales between 2020 and 2023.In the United States,the market is beginning to develop,with approximately 1,200 ZETs sold in 2023.Elsewhere,ZET sales in 2023 were mainly

71、concentrated in Japan,India,Brazil,and Australia.14 Units sold10,00020,00030,00040,00050,0002020202120222023ChinaEuropeUSOtherrmi.org/13Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaSeveral drivers are contributing to the increased global sales of ZETs

72、,including the growing availability of ZET models,ambitious targets set by governments,supportive policies,and industry-led demonstration projects for ZET and infrastructure deployment.These factors collectively help accelerate the transition to zero-emissions trucking,facilitating wider adoption an

73、d scaling up of clean transportation solutions.First,a key factor driving the increased growth in ZET adoption is the expanding availability of models.As of now,over 325 ZET models are available globally nearly double the number in 2021(see Exhibit 6).About half of the existing ZET models are in Asi

74、a,95%of which are concentrated in China.Europe has 63 ZET models,while North America has around 75,with 85%of them available in the United States.This growing availability of a variety of models plays a crucial role in expanding market adoption across regions.Exhibit 6 Available ZET models are growi

75、ng globallyRMI Graphic.Source:Global Commercial Vehicle Drive to ZeroApart from China,Europe,and the United States,ZET models are increasingly being commercialized in other emerging markets.For example,eight ZET models are now available in India from both international and domestic original equipmen

76、t manufacturers(OEMs).15 The first ZET model was recently launched for Southeast Asia markets,covering countries such as Malaysia,the Philippines,Singapore,and Thailand.16 Similarly,Africa is seeing its first wave of ZET models,with Volvo commercializing trucks in Morocco and Daimler introducing tru

77、cks in South Africa.17 These developments signal the growing global reach of ZETs,as markets across diverse regions begin to embrace cleaner transportation solutions.A second key factor driving the growth of ZETs is the adoption of ambitious targets and supportive policies to accelerate market devel

78、opment and deployment.Currently,around 45 countries have set some form of ZET adoption or ICE vehicle phase-out targets(see Exhibit 7).18 1002003002021202220232024164164289289287287327327AsiaEuropeNorth AmericaOthersrmi.org/14Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with

79、 a Roadmap for IndiaExhibit 7 Global ZET targetsNote:Under the Drive to Zero Memorandum of Understanding(MOU),countries commit to working together to enable 100%zero-emissions new medium-and heavy-duty truck and bus sales by 2040 with an interim goal of 30%zero-emissions vehicle sales by 2030.RMI Gr

80、aphic.Source:Transition Council Phase-Out Targets:Trucks;and Global Commercial Vehicle Drive to Zero MOU NationsNORTH AMERICACanada2030:35%ZET sales in M/HDV sectorSOUTH AMERICAArgentina2041:100%ZEV salesin M/HDV sectorEUROPEAustria2030:100%ZET sales(18 tons)ASIAChina2025:40%ZET adoptionSouth Korea2

81、040:70,000 FCET stockMalaysia2030:40%ZET in public vehiclesPakistan2030:30%EV share in trucks2040:90%France2040:Ban ICE sales in HDV sectorFinland2030:4,600 electric truck stockNetherlands2025:3,000 FCEVs in HDV sectorUnited Kingdom2035:100%ZEV sales(26 tons)2040:100%ZEV salesChile2045:100%ZEV sales

82、 in M/HDV sectorMexico2030:Deploy 338,000 electric HDVs2040:894,0002050:987,000Global ZET targetsExhibit 8Note:Under the Drive to Zero Memorandum of Understanding(MOU),countries commit to working together to enable 100%zero-emissions new medium-and heavy-duty truck and bus sales by 2040 with an inte

83、rim goal of 30%zero-emissions vehicle sales by 2030.RMI Graphic.Source:Transition Council Phase-Out Targets:Trucks,https:/zevtc.org/tracking-progress/phaseout-trucks/;and Global Commercial Vehicle Drive to Zero MOU Nations,https:/globaldrivetozero.org/mou-nations/Part of Drive to Zero MOU 30%ZETs by

84、 2030;100%by 2040Individual targetsPart of Drive to Zero MOU and have individual targetsAlthough most of these targets are in North America,Europe,and Asia,countries in other regions like Africa and South America are also starting to adopt ambitious targets.Setting such targets sends strong signals

85、to the public sector to facilitate ZET adoption through regulations and to industry to take faster action on innovation and enabling scaled ZET deployment.rmi.org/15Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaWith these targets as the foundation,key

86、regulatory measures are being launched to help decarbonize the trucking sector.The EU recently approved stricter CO2 emissions standards for trucks,with targets to reduce emissions by 90%by 2040 relative to 2019 levels.19 Manufacturing and adopting ZETs will be crucial to meeting these ambitious emi

87、ssions reduction goals.Similarly,in the United States,the Environmental Protection Agency has revised greenhouse gas regulations,targeting ZETs to account for 25%to 60%of new truck sales,depending on the vehicle type.20 Especially in places where ZET deployment has become more prominent,such as Chin

88、a,Europe,and the United States,policy support has also increased accordingly.More than 60 policies specific to ZETs are now on the books in these regions,up from just 30 in 2020.21Along with regulations,new ZET-related projects are taking shape across various countries for truck and infrastructure d

89、eployment.For example,China,the leading nation in terms of ZET sales,is witnessing faster deployment among BETs with swappable batteries,owing to its mature battery supply chain and use of standardized batteries.22 By the end of 2023,China fully operationalized the Chengdu-Chongqing corridor to faci

90、litate movement of electric heavy-duty trucks facilitated through six battery swapping stations performing 168 swaps per day.23 In the United States,ZETs are gaining ground for yard operations in and around ports.The ports of Los Angeles and Long Beach,California,are investing around$25 million in t

91、ruck charging to electrify their fleets of yard trucks.24 In Europe,BET projects are materializing faster and at scale DSV,a global logistics company,is partnering with Volvo to deploy 300 BETs in its fleet,making it the biggest fleet of ZETs in Europe.25 Additionally,efforts to test other ZET techn

92、ologies are taking shape in Europe;at least eight pilot projects have been announced or are in motion to deploy H2-ICE trucks.26Deployment is starting in other regions too.India has signaled a demand for 7,750 ZETs by 2030 from 16 companies to transport goods including cement,food and fast-moving co

93、nsumer goods,dairy,etc.27 In Africa,the Northern Corridor Green Freight Strategy has been launched to create EV-ready corridors across Kenya,Uganda,Rwanda,Burundi,South Sudan,and parts of the Democratic Republic of the Congo by 2030.28 In South America,Brazil is paving the way for ZET deployment.Spe

94、cifically,Iberdrola Brazil has established“The Green Corridor”in partnership with Neoenergia which covers a total length of 1,200 km and will have 12 fast chargers and 6 slow chargers to serve ZETs.29 Overall,ZET deployment has kicked off,with some countries transitioning toward scaled deployment wh

95、ile many others are introducing pilot projects and deployment initiatives.Global experience clearly shows that successful deployment of ZETs requires a combination of on-the-ground action and clear signals from the public sector.While regions like China,Europe,and the United States still have room t

96、o expand and refine policy solutions to help ZET sales reach a tipping point,emerging regions such as South and Southeast Asia,Africa,and South America can begin adopting favorable policy measures to give the ZET market a boost.These targeted policy interventions will be crucial in accelerating the

97、global shift toward zero-emissions trucking.rmi.org/16Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaBarriers to ZET Adoption and the Need for Policy Actions to Overcome ThemThe widespread adoption of ZETs faces several critical barriers that must be ad

98、dressed through thoughtful and strategic policy interventions(see Exhibit 8).Exhibit 8 Roadblocks to ZET adoptionRMI Graphic.While each region and country faces unique challenges based on their economic context,infrastructure maturity,and regulatory landscape,there are some underlying similarities i

99、n these barriers,as detailed below:1.Lack of ZET target setting:While some countries have set ZET-related adoption targets,most still lack such targets or ambitions.This inhibits clear market signals for industry to make a near-term push toward ZET adoption.2.High total cost of ownership(TCO):The TC

100、O is typically higher for ZETs than for diesel trucks.In Europe,the TCO of a BET is about 4%higher than that of a diesel truck,and the TCO of a fuel cell electric truck(FCET)is about 60%higher.30 In the United States,the TCO for a BET is about 21%higher than that of a diesel truck,while FCETs are ar

101、ound 71%higher.31 Similarly,in India,TCO is 46%higher for BETs than that of their diesel counterparts,and the TCO for FCETs is 43%higher(see Exhibit 9).32 High total cost of ownership(TCO)Nascency in infrastructure developmentLack of financing optionsLimited model availabilityDriver acceptance and t

102、rainingTechnology nascencyLack of ZETtarget settingrmi.org/17Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaExhibit 9 Total cost of ownership comparisonRMI Graphic.Source:ICCT,RMI analysisOne of the reasons for the higher TCO of ZETs is the high purchas

103、e price of these trucks.For BETs,the biggest component of the purchase price is the cost of the battery pack,currently exceeding$210 per kilowatt-hour(kWh).33 For FCETs,the fuel cell system is the biggest cost driver with prices exceeding$1,000/kW for heavy-duty vehicles.343.Nascency in infrastructu

104、re development:Large-scale transition to ZETs is contingent on a robust infrastructure to provide smooth and uninterrupted trucking operations.However,various factors are inhibiting the pace of infrastructure development.First,ZETs typically have higher power requirements to accommodate larger batte

105、ry/H2 fuel cell and storage tank and shorter downtimes.BETs require high-powered chargers(ranging from 100 kW to 1 megawatt MW or more),which are only beginning to become available.35 Similarly for FCETs,availability of larger capacity refueling stations for heavy vehicles is limited.36 Additionally

106、,existing power grids across the globe require substantial upgrades,which can be costly and time consuming.374.Lack of financing options:Financiers can be apprehensive about financing ZET assets due to perceived risks linked to customers lacking formal credit history,nascent ZET technology,and asset

107、 utilization.This challenge is particularly acute in developing countries where the trucking industry is often fragmented,and fleet operators may lack strong balance sheets and credit histories.For instance,in Mexico,over half of the vehicles and trailers on the road are controlled by independent ow

108、ner-operators and small companies.38 In India,75%of the trucking market is made up of small fleet operators or owner-operators with fewer than six trucks.39 Moreover,more than two-thirds of trucking Total cost of ownership comparison?($/kms)123DieselBETFCETDieselBETBETFCETDieselIndiaUnited StatesEur

109、opeFCETRMI Graphic.Source:ICCT,RMI analysisrmi.org/18Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for Indialoans are provided by non-bank financial companies(NBFCs),which typically charge higher interest rates.405.Limited model availability:The availability of

110、 ZET models is heavily concentrated in just a few places China,Norway,and the United States which together accounted for 88%of the 327 models available worldwide in 2024.41 In other places,limited availability of ZETs makes it harder for fleet operators to find options tailored to their operations a

111、nd access affordable alternatives suited to their needs.6.Driver acceptance and training:The transition to ZETs requires a shift in driver behaviors and skill sets.Drivers might have limited access to training resources and may struggle to adapt to the advanced technical requirements specific to ZET

112、s,such as charging procedures,route planning,braking,etc.7.Technology nascency:ZETs are still in a nascent stage of development,both in vehicle technology and supporting infrastructure across different technologies.Progress in charging and refueling networks is ongoing to meet the demands of heavy-d

113、uty freight operations,with each technology presenting distinct advantages and limitations.These trade-offs underscore the early-stage nature of ZETs,often delaying fleet operators decision-making and investments in ZETs.Additionally,limited data on long-term vehicle performance,battery degradation,

114、and residual value creates uncertainty for fleet operators and financiers,complicating financing.Without established benchmarks for reliability and life-cycle costs,the secondary market for ZETs remains underdeveloped.Additionally,there is at present limited planning for battery recycling infrastruc

115、ture,given that the market is still emerging and most ZET batteries havent reached their end of life.A dedicated policy push can break down these barriers and nudge market creation in the near term,which can eventually lead to scaled adoption in the medium and long term.Well-developed ZET-related po

116、licies that target the demand side through incentives and financing schemes can address challenges around high costs and lack of affordable financing.Demand-side measures like fleet purchase requirements,purchase subsidies and supply-side policies like manufacturing incentives,sales requirements,and

117、 fuel economy norms can enable wider ZET model availability and technology innovation.Infrastructure-related polices,like a focus on corridor development and making ZET-ready infrastructure,can enable robust and smooth ZET operations for fleet operators.The following sections of the report will delv

118、e into various policy measures required to accelerate ZET adoption and specific examples of these measures applied in different parts of the world.rmi.org/19Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaHandbook on ZET PoliciesThis section outlines a c

119、omprehensive suite of policy solutions categorized into three main subsections:demand-side policies,supply-side policies,and policies for ZET infrastructure.These three subsections reflect a comprehensive approach to addressing the multifaceted challenges associated with transitioning to ZETs.Demand

120、-side policies for ZETs Demand-side policy formulation plays a pivotal role in jump-starting market demand for ZETs by focusing on fleet operators,which are the primary purchasers and operators of these vehicles.Their procurement decisions are driven by the commercial viability of ZETs,which is heav

121、ily influenced by the TCO.Demand-side policies aim to lower the overall TCO of ZETs and strengthen the business case for investment,thereby accelerating adoption.Increased demand,in turn,drives supply-side economies of scale,reducing production costs and further enhancing the market competitiveness

122、of ZETs.Exhibit 10 highlights key policy interventions that can encourage and incentivize ZET adoption.Purchase subsidies,concessional loans,and grants for pilot deployment alleviate the up-front financial burden on fleet operators by lowering the initial capital costs and interest.Additionally,exem

123、pting tolls and taxes and increasing payload capacity make operating ZETs more cost-effective by reducing operational expenses and increasing truck space utilization.Lastly,scrappage and buyback programs along with purchase mandates incentivize fleet operators to retire older,polluting vehicles,crea

124、ting demand for new ZETs.rmi.org/20Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaExhibit 10 Demand-side measures to fast-track ZET deploymentPolicyDescription Case studyPurchase subsidies Direct financial support to offset up-front costs for acquiring

125、ZETsPurchase subsidy for ZETs,the NetherlandsLoan interest subventionDirect government subsidies for a portion of the interest on ZET loans to reduce financing costsInterest subvention by Brazilian Development Bank(BNDES)Climate Fund Program,BrazilGrants for ZET pilot deploymentFiscal grants to supp

126、ort ZET pilots to instill confidence in ZET technology and operational feasibilityARENA grants for Driving the Nation Program,AustraliaExemption of tolls and taxes Waivers or discounts on tolls and taxes associated with ZET operationsRoad-use tax for trucks based on emissions class,DenmarkIncreasing

127、 payload carrying capacity for ZETsMeasures to increase gross vehicle weight rating(GVWR)*and dimension allowance to compensate for increased weight of ZET drivetrainsEU Weights and Dimensions Directive for zero-emissions HDVs,EUScrappage and buyback programsIncentives for retiring older,high-emissi

128、on vehicles in exchange for environmentally friendly ZETsScrappage policy for diesel trucks,ChinaPurchase mandates for fleet operatorsRequirements that fleet operators incorporate a number of ZETs in their fleetsAdvanced Clean Fleets regulation,California,United States*GVWR refers to gross vehicle w

129、eight rating,the maximum weight that a vehicle can transport safely.Gross vehicle weight(GVW)is the total weight of all the axles below the chassis.It is calculated as the unladen weight of the vehicle plus payload.RMI Graphic.Purchase subsidiesPurchase subsidies are aimed at decreasing the high up-

130、front cost of a ZET,which in turn leads to reduction in the TCO and helps ZETs achieve TCO parity with diesel counterparts earlier.This helps improve the business case for fleet operators to invest in ZETs.These subsidies can take a few forms up-front incentives,tax credits or rebates,or at point of

131、 sale all of which directly lower the financial burden on buyers.Governments at both national and subnational levels across different countries are embracing purchase subsidies as a key measure to spur ZET adoption because they are relatively easy to implement and have high impact potential.For inst

132、ance,the United States Inflation Reduction Act(IRA)offers tax credits of up to$40,000 or 30%of the vehicle price,42 while states like California provide incentives ranging from$45,000 to$240,000 depending on truck type.43 The Canadian government,under its Incentives for Medium-Heavy Duty Zero Emissi

133、on Vehicles,offers incentives in the range of CA$10,000CA$200,000.44 In Europe,the Netherlands provides up to 115,200 per truck,45 and Germany,until recently,covered 80%of the cost gap between ZETs and diesel trucks.46 Chinas New Energy Vehicles purchase subsidy previously offered RMB 35,000RMB 50,0

134、00 for trucks,although this program has been phased out.47 rmi.org/21Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaThese subsidies have significantly advanced TCO parity timelines,with the IRA in the United States accelerating parity by five years,48 a

135、nd European subsidies advancing parity by 17 years depending on the country and subsidy level.49 Exhibit 11 Purchase subsidy percentage and amount for ZETs in 2024Vehicle categoryLarge companyMedium-sized enterpriseSmall business and nonprofitSubsidy amount(share of purchase cost)Maximum subsidySubs

136、idy amount(share of purchase cost)Maximum subsidySubsidy amount(share of purchase cost)Maximum subsidyN2(GVWR between 4.25 and 12 tonnes)6.1%7,50012%14,70014.8%18,000N3(GVWR between 12 and 18 tonnes)10.3%31,10020%60,50028.6%86,600N3(GVWR of more than 18 tonnes)11.1%43,90021%83,20029%115,200N3 tracto

137、r11.1%43,90021%83,20029%115,200RMI Graphic.Source:AanZET Case study Purchase subsidy for ZETs,the NetherlandsIn 2022,the Netherlands introduced the Aanschafsubsidie Zero-Emissie Trucks(AanZET)scheme to incentivize fleet operators to adopt ZETs by providing purchase subsidies to bridge the cost gap w

138、ith diesel trucks.The subsidy amounts are structured to increase with the gross vehicle weight rating(GVWR),addressing the higher costs associated with heavier trucks.Additionally,the scheme incorporates an equity-based approach by offering larger subsidies to smaller companies,which often lack the

139、financial resources of larger businesses,while allocating relatively smaller subsidies to bigger companies.This ensures a fair distribution of funds and wider adoption across various fleet operators.Exhibit 11 lays out subsidy details for 2024.The scheme has been renewed every year and has incentivi

140、zed an increasing number of ZET purchases.In 2023,the scheme with a budget of 30 million subsidized 400 ZETs,exhausting the entire budget within a day.50 In March 2024,the scheme was renewed,and it subsidized 600 new ZETs with a budget of 45 million.51 Recognizing this success,the program received a

141、dditional funding of 22.2 million to further increase ZET uptake in 2024,and new funding has been made available with a budget of 35.3 million for the first round starting January 28,2025,and 30 million for the second round starting September 30,2025.52rmi.org/22Accelerating Zero-Emission Trucking P

142、olicies:A Global Policy Handbook with a Roadmap for IndiaLoan interest subventionGovernment can introduce interest subvention as a targeted policy tool that helps reduce financing costs by directly subsidizing a part of the interest on ZET loans.These loans are offered through multilateral developme

143、nt banks,NBFCs,or other public financial institutions within the country.The government may allocate dedicated funds or use existing development funds from its budget to cover the interest subvention provided to lending institutions.Subvention schemes often also include additional requirements,such

144、as buyback guarantees from OEMs or extended warranties to further de-risk loans for financial institutions.By alleviating the interest burden,interest subvention enables fleet operators to manage the high up-front costs of ZETs.Case study Loan interest subvention by Brazilian Development Bank(BNDES)

145、Climate Fund Program,BrazilThe BNDES Climate Fund Program,a government-led initiative with an initial funding limit of R$200 million(about US$33 million),later augmented by an additional R$580 million from the Ministry of Environment(MMA),53 offers interest subvention on loans for electric and hybri

146、d trucks to reduce greenhouse gas emissions in Brazil.Using MMA resources,the program offers loans at a maximum interest rate of 4%per year with no minimum loan amount and allows financing of up to 80%of the equipments value.Typically,interest rates for heavy-duty trucks range upward of 10%.54 Addit

147、ionally,borrowers are given a flexible repayment term of up to 12 years,including a grace period ranging from 3 to 24 months.Loans can be accessed through any of the public banks accredited by BNDES,enabling streamlined approvals and enhanced accessibility for micro and small enterprises transitioni

148、ng their fleets to zero-emissions trucks.By 2020,the funds portfolio had approved over 860 financing operations,allocating more than R$700 million(about US$111 million)in funding,reflecting its significant impact in advancing sustainable transportation in Brazil.55Grants for pilot project developmen

149、tPilot projects for ZET deployment are crucial to instilling confidence among market players related to ZET technology,operational feasibility,and economic viability under real-world conditions.Prioritizing deployment of such pilot projects can serve as the springboard for ZETs to transition from na

150、scency to widespread adoption.Countries are introducing fiscal grants to support such pilot projects.For instance,in San Diego,California,and in New Zealand,fiscal grants are supporting ZET pilot deployment by funding 25%to 90%of the cost of heavy-duty ZETs.56 Setting aside a dedicated pool of fundi

151、ng for a certain number of ZETs can create near-term momentum for ZET adoption while complementing other policy solutions to drive scale.rmi.org/23Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaARENA grants for Driving the Nation Fund,AustraliaThe Austr

152、alian Renewable Energy Agency(ARENA)Driving the Nation Fund has allocated AU$500 million in grants to support the integration of battery-electric vehicles(BEVs)into heavy vehicle fleets,development of new technologies,and deployment of charging infrastructure.57 To access this funding,businesses sub

153、mit project proposals outlining their innovative solutions and demonstrating a commitment to reducing emissions in the heavy transport sector.Projects must address critical areas like charging infrastructure,up-front vehicle costs,and operational integration.ARENAs Driving the Nation Fund has alread

154、y supported several key projects,including Global Expresss Depot of the Future,which deployed 60 battery-powered delivery vehicles in one of the largest electric truck trials globally.Additionally,112 battery-electric trucks are set to be deployed for last-mile deliveries in Australian metro areas,s

155、upported by AU$12.8 million in funding.58 Furthermore,ARENA has allocated AU$28.6 million to two major logistics providers,Linfox and Toll Group,leveraging over AU$124 million in total investment to expand electric truck fleets and develop charging infrastructure.59Exemption/reduction of tolls and t

156、axes Tolls are a major expense for truckers globally,with a significant impact on their operational costs.For instance,in China,tolls can add up to as much as 20%of a drivers revenue,representing a substantial financial burden.60 In India,truckers heavily rely on national highways,where toll charges

157、 are significant:truckers pay upwards of INR 17 lakh(US$20,200)over their trucks lifetime.61 In the United States,toll costs per mile have increased by 22%from 2022 to 2023,rising faster than all other operational cost categories.62 In several countries,truckers are also subject to various other tax

158、es and fees,in addition to tolls.For example,in the UK,fleet operators must pay a Vehicle Excise Duty,63 an annual tax based on a trucks weight,emissions class,and engine size to ensure compliance with environmental standards.Similarly,Switzerland charges a distance-related heavy vehicle fee based o

159、n the total weight of the vehicle,the distance traveled,and emissions.64 Governments can introduce policy mechanisms to waive toll charges and road and other forms of taxes to help reduce ZET operational expenses.Road-use tax for trucks based on emissions class,DenmarkDenmarks climate law aims for 7

160、0%reduction in greenhouse gas emissions from the current level by 2030.65 To support this goal,the country has introduced a road-use tax in 2025 based on vehicle emissions class and distance traveled.Under this system,trucks with higher emissions incur higher taxes,determined by their CO2 emissions

161、class(Class 1 being the most polluting and Class 5 the least).Additionally,Denmark has designated four“environmental zones”(e-zones)in its most populated cities:Copenhagen,Aalborg,Aarhus,and Odense.Trucks operating within these zones face higher road-use taxes.The tax rate structure for 202527 is de

162、tailed in Exhibit 12.Case study Case study rmi.org/24Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaExhibit 12 Road-use tax structure for trucks in Denmark,202527RMI Graphic.Source:KmTollRoad-use tax structure for trucks in Denmark,2025-20271 DKK(Danish

163、 krone)=USD 0.153.512 tons(Other zones)3.512 tons(E-Zones)1218 tons(Other zones)1218 tons(E-Zones)1832 tons(Other zones)1832 tons(E-Zones)Above 32 tons(Other zones)Above 32 tons(E-Zones)0.00.20.40.60.81.01.21.41.6Class 1Class 5RMI Graphic.Source:KmToll,https:/vejafgifer.dk/en/ZETs,which fall under C

164、O2 emissions Class 5,will benefit significantly from this road tax structure since they have the lowest road-use tax of all the emissions classes(80%85%lower compared with emissions classes 14).The tax differential between emissions classes becomes more pronounced as truck size increases,providing a

165、dditional incentives for ZET adoption,particularly in heavier truck segments.Furthermore,the difference in road tax between e-zones and other zones is minimal for ZETs,while it is substantially larger for other emissions classes.The new road-use tax structure is expected to reduce CO2 emissions by a

166、pproximately 272,155 tonnes in 2025 and 362,873 tonnes in 2030 compared with current levels.66 rmi.org/25Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaIncreasing payload carrying capacity for ZETsA limiting factor for economical operation of ZETs is th

167、at they generally have less payload capacity than equivalent ICE trucks.iv BETs tend to have lower payloads because of the greater weight of their batteries,which in turn have a lower gravimetric energy density than those in diesel-fueled vehicles.FCETs can sometimes have lower payloads since they r

168、equire more space to house the hydrogen tank,which in turn has lower volumetric energy density than diesel.The reduced payload capacity in turn leads to higher cost per tonne-km for fleet operators compared with ICE trucks.A policy measure to increase maximum weight and dimension allowance for ZETs

169、can help to negate this effect.This would lead to lower cost per tonne-km,since a fleet operator would not need to invest in more ZETs to move the same weight or volume of cargo.Such a policy can be implemented by providing extra allowances for a ZET equivalent to the difference in payload gap in te

170、rms of weight or volume,relative to an ICE truck.Weights and Dimensions Directive for zero-emissions HDVs,EUThe EU regulates the weight and length of heavy vehicles like trucks to ensure safety,limit damage to roads,and ensure the long-term health of road infrastructure under its Weights and Dimensi

171、ons Directive.Because of limits on the weight and length of the trucks,ZETs cant carry the same amount of load as their diesel counterparts owing to heavier battery packs and space-consuming hydrogen tanks.BETs can lose up to 4 tonnes of load,and FCETs may require 0.50.9 meter of additional length c

172、ompared with diesel trucks,causing 10%less payload.67 To address this,the EU has amended its Weights and Dimensions Directive and increased the weight and length limits for ZETs.Specifically,the GVWR for ZETs was increased from 40 tonnes to 44 tonnes,the maximum permissible length was increased by 0

173、.9 meters,and axle weight allowance was increased by 1 tonne.68The revised directive which gives ZETs an additional 4-tonne allowance compared with diesel trucks is expected to lead to savings of around 3.9 billion for fleet operators between 2025 and 2050.69 The promotion of ZETs through this measu

174、re is also expected to reduce energy consumption by 12 million tonnes of oil equivalent by 2050,70 translating to a reduction of 27.8 million tonnes of CO2 emissions.71 Scrappage and buyback programsScrappage incentives and buyback programs are essential tools for accelerating the transition to ZETs

175、 by addressing both cost barriers and fleet modernization.Scrappage programs offer financial rewards such as cash payments,tax credits,or trade-in bonuses to iv Payload capacity is the actual weight of the load a truck can carry.Its usually expressed as gross vehicle weight rating(maximum allowable

176、weight of the truck including its own weight)minus curb weight(weight of the truck without any load).Case study rmi.org/26Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for Indiaconsumers who retire their older,polluting diesel trucks in favor of cleaner alterna

177、tives.These programs can be designed to prioritize the most polluting trucks by considering factors like the trucks age,distance traveled,and CO2 emissions levels.To further incentivize the adoption of ZETs,rewards can be tiered,offering the highest benefits for replacing older trucks with ZETs and

178、gradually reducing them for other lower-emissions technologies.Buyback programs offer truck owners a guaranteed residual value for their vehicles,helping to mitigate financial risks associated with battery degradation and resale value uncertainty.These programs play a critical role in reducing up-fr

179、ont costs and enhancing the economic case for transitioning to ZETs,especially in emerging economies where the average age of truck fleets is quite high.For example,the average fleet age in Mexico,Brazil,and India is around 15,12,and 10 years,respectively,highlighting the urgent need for modernizati

180、on.72 Additionally,these programs promote the recycling and responsible disposal of end-of-life vehicles,supporting the efficient utilization of resources and helping to mitigate waste generation.Scrappage policy for diesel trucks,ChinaChina has set an ambitious goal to peak CO2 emissions before 203

181、0,as outlined in its comprehensive action plan.73 Within the transportation sector,the plan targets 40%of new vehicles,including trucks,to be powered by new or clean energy by 2030.74 Additionally,the Diesel Truck Pollution Control Action Plan aims to increase the share of ZETs and National VI emiss

182、ions standard trucks to 40%of the fleet by 2025.v,75 To support these objectives,China has implemented a robust subsidy structure to incentivize the replacement of older diesel trucks with low-emissions alternatives:vi A subsidy of RMB 80,000(US$11,281)for purchasing a low-emissions truck when scrap

183、ping a diesel truck below National III emissions standards A subsidy of RMB 35,000(US$4,935)for purchasing a low-emissions truck if no truck is scrapped A subsidy of RMB 30,000(US$4,230)for early scrapping of an old diesel truck This policy framework is expected to double the volume of scrapped vehi

184、cles by 2027 compared with 2023 levels,simultaneously driving demand for new,cleaner trucks.76 The increased subsidy for a ZET when an older truck is scrapped makes up about 12%15%of the purchase cost of a BET(6%7%in the case of an FCET),compared with the previous subsidy of RMB 35,000,which is abou

185、t 5%6%of the BET purchase price,or 2%4%in the case of an FCET.vii v The National VI emissions standard in China is a regulatory framework aimed at reducing vehicle emissions of pollutants like nitrogen oxides,particulate matter(PM),and hydrocarbons to improve air quality.vi“Low-emissions trucks”refe

186、rs to trucks that either run on clean energy or have low emissions.These can include ZETs or even fossil fuel trucks that conform to the National VI emissions standards in certain cases.vii Assumes BET cost of RMB 620,000(US$87,160)and FCET cost of RMB 1.3 million(US$182,756)in China.Case study rmi.

187、org/27Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaPurchase mandates for fleet operatorsZET purchase mandates require fleet operators to incorporate an increasing number or share of ZETs in their fleet over time.It can also require them to purchase on

188、ly ZETs and phase out diesel trucks from a given year,with penalties for nonadherence.These mandates are crucial as they stimulate demand for OEMs,which leads to increased investment across the supply chain,ultimately driving down manufacturing costs.During the initial phases,these mandates can be c

189、ombined with various incentives such as purchase subsidies for the fleet operators to help alleviate some of the financial burden in the near term.Purchase mandates can be complemented with a sales requirement for OEMs,which would increase the availability of ZETs in the market,ensuring that fleet o

190、perators have adequate selection to support daily operations when switching over to ZETs.Advanced Clean Fleets regulation,California,United StatesThe California Air Resources Board(CARB)has launched purchase mandates through the Advanced Clean Fleets(ACF)regulation with a goal of 100%ZET sales in th

191、e MDT and HDT sector by 2045.77Fines of up to$10,000 per vehicle per day can be imposed on fleet operators if purchase mandates are not met.78 The mandates are set out for specific use cases:Drayage fleets:The ACF highlights that all drayage fleets(referring to trucks operating in seaports and rail

192、yards)must use only ZETs by 2035.To meet this goal,starting in 2024,all new trucks registered must be ZETs while existing ICE trucks can be operated until end of life.Federal fleets:Fleets at the federal(national)level must ensure that 50%of new truck purchases between 2024 and 2026 are ZEVs.Startin

193、g in 2027,all new purchases must be ZEVs.High-priority fleets:High-priority fleets with either 50 or more trucks or which have a minimum gross annual revenue of$50 million have two choices for compliance:1.Model year schedule:Starting in 2024,fleet operators can purchase only ZETs and starting in 20

194、25 must scrap ICE vehicles at the end of their life.While it is a straightforward rule,it mandates ZET purchase in all use cases,some of which might not be favorable for ZET adoption in the near term.2.ZEV milestone schedule:Fleet operators can also choose to meet ZET targets as a percentage of tota

195、l fleet composition each year,based on the vehicle class,as shown in Exhibit 13.This allows operators to comply incrementally without having to only purchase ZETs from 2024.However,they must hit the composition targets each year,which might also require retiring ICE vehicles before end of their oper

196、ational life.Case study rmi.org/28Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaExhibit 13 ACF ZEV milestone schedule for high-priority fleetsRMI Graphic.Source:RMI202620282030203220342036203820402042020406080100%Box trucks,vans,yard trucks,light-duty

197、package deliveryWork trucks,3-axle buses,day cab tractorsSleeper cab tractors and specialty vehiclesThe ACF regulation is expected to complement the Advanced Clean Trucks regulation in California.viii The regulations will result in 510,000 ZEV sales(including ZETs)in the state by 2035,rising to 1.35

198、 million by 2045 and 1.69 million by 2050.79 It is expected to result in healthcare savings of$26.5 billion for the state due to improved air quality.80 It will also save fleet owners around$48 billion cumulatively by 2050 due to reduced operating costs for ZETs.81 Supply-side policies for ZETsEnsur

199、ing a regular and sufficient supply of ZETs is equally crucial to generating a robust ZET demand,and quite often these measures need to happen in tandem.This ensures that fleet operators have the right set of products available for their varied trucking operations and in turn demand more products,fu

200、rther strengthening the supply and so on.Supply-side policies focus on creating a favorable ecosystem that enhances investment and innovation,boosts model availability,and enables economies of scale.Exhibit 14 outlines the wide array of supply-side strategies along with global case studies that poli

201、cymakers could deploy depending on the national/subnational objectives.ZET sales requirements compel OEMs to sell ZETs at an increasing rate each year while also enabling wider model availability.Fuel economy norms incentivize OEMs to flexibly introduce cleaner truck alternatives while indirectly co

202、mpelling them to sell ZETs in the long run.Domestic manufacturing and R&D grants ensure that investments are tailored toward ZET manufacturing to create scale and introduce technological innovation to eventually reduce costs.And skills development programs help enhance workforce skill sets to smooth

203、ly carry out ZET manufacturing,operations,and maintenance.viii The Advanced Clean Trucks regulation implemented by the CARB requires manufacturers to sell an increasing number or share of ZETs each year.rmi.org/29Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap fo

204、r IndiaExhibit 14 Supply-side policies to foster ZET manufacturing in IndiaPolicyDescription Case studyZET sales requirementsSet a minimum percentage of ZET sales for manufacturers,with credits earned per ZET sold,considering factors like range and efficiencyAdvanced Clean Trucks Regulation,Californ

205、iaFuel economy normsIncentivize fuel-efficient vehicle production,penalizing OEMs with inefficient truck fleets and fostering innovation in ZET technologyStrengthened CO2 emissions standards for new heavy-duty vehicles,EuropeDomestic manufacturing and R&D grantsEncourage domestic ZET manufacturing v

206、ia incremental localization,synergizing with financial incentives and specific grants for technology development and innovationDomestic manufacturing grants,United StatesSkill development programsEnhance workforce capabilities through skills training programs for a ZET ecosystem,covering technical,o

207、perational,and managerial aspects crucial for development and maintenance of ZETsVocational education and training programs,GermanyZET sales requirementsA ZET sales requirement ensures that manufacturers meet a certain percentage of sales through zero-emissions vehicles.Usually,the percentage of ZET

208、 sales required increases each year,becoming gradually stricter.Manufacturers earn credits for each ZET sold,based on factors like range and efficiency.These credits can be used to offset sales requirements or can be traded.Excess credits can be saved for future compliance or sold to manufacturers w

209、ith deficits.For these programs,monitoring mechanisms can be implemented to ensure adherence,and penalties may be introduced for noncompliance.The adoption of a ZET sales requirement offers several benefits.First,the program enforces ZET market scaling by compelling OEMs to meet designated sales tar

210、gets,enhancing model availability,and sending strong market signals to fleet operators to purchase trucks suitable for their needs.Second,by focusing on sales rather than production,the requirement ensures a practical transition for OEMs,allowing them to continue diesel truck production while priori

211、tizing the introduction of ZET alternatives.This approach aligns with market demands and offers flexibility for OEMs to transition gradually.Third,the policy rewards early moving OEMs with revenue from trading or selling excess credits,providing a competitive edge and incentivizing further investmen

212、t in ZET production and innovation.rmi.org/30Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaAdvanced Clean Trucks regulation,CaliforniaCalifornias Advanced Clean Trucks(ACT)regulation,enacted in 2021,aims to accelerate the transition to zero-emissions m

213、edium-and heavy-duty vehicles in the state.The regulation is essential for California to meet its ambitious target of reducing greenhouse gas emissions by 80%by 2050.82 Under ACT,manufacturers of medium-and heavy-duty vehicles are required to sell ZETs as an increasing percentage of their annual sal

214、es from 2024 to 2035.83 By 2035,sales of 55%of Class 2b3(3.86.3 tons)pickup trucks and vans,75%of Class 48(6.3 tons and above)rigid trucks,and 40%of Class 78 tractor trailers(11.7 tons and above)need to be ZEVs.84 For each ZEV sold,manufacturers are eligible to earn credits specific to the weight cl

215、ass of the ZEV.These credits can be traded,sold,or transferred to other manufacturers and can be used to satisfy deficits incurred for the sale of ICE vehicles.The ACT regulation targets were surpassed in California in its first year of compliance in 2024,with manufacturers selling more single-unit

216、medium-and heavy-duty ZEVs than required for the year.85 Overall,the ACT regulation is expected to reduce 29 million tonnes of CO2 cumulatively between 2020 and 2040,86 while also providing economic and health-related benefits worth US$11.2 billion over the same period.87 Fuel economy norms Fuel eco

217、nomy norms are standards set by governments which set targets for OEMs to achieve reduction in fuel consumption or CO2 emissions from trucks.ix These targets can be applied at the fleet level,where the average emissions across the entire fleet that OEMs manufacture adhere to the target,or at the ind

218、ividual level,where every truck in the fleet must adhere to the target.The key aim is to encourage OEMs to produce diesel trucks that emit less and are more energy efficient or increase ZET production.For meeting or exceeding the standards,OEMs are typically offered credits,which can be traded,carri

219、ed forward,or exchanged with other OEMs lacking credits while penalties are imposed for nonadherence.Imposing fuel economy norms promotes a technology-agnostic approach to emissions reduction.While OEMs can continue to reduce fuel consumption of diesel trucks,it may be more economical to switch to Z

220、ETs in the future owing to their falling production cost.Indirectly,these norms compel OEMs to produce more ZETs.Countries like Japan and the United States implemented these standards as early as 2006 and 2014,respectively,and have since strengthened them.88 The EU adopted these standards in 2019 an

221、d recently revised them to align with the latest climate neutrality targets.89 China recently made its fuel consumption standards for heavy-duty trucks more stringent,requiring reduction of 12%16%compared with its previous iteration.90 In 2023,India adopted its first fuel consumption standards for h

222、eavy-duty trucks.91 The fact that countries are adopting these standards and strengthening them with time highlights the importance they place on this measure and can bolster confidence in other countries to implement it.ix Fuel economy norms,or their equivalent,may exist under different names,but t

223、hey serve the same goal.For example,in the United States,Canada,and the EU,they are termed GHG/CO2 emissions standards,while China abides by the Corporate Average Fuel Consumption(CAFC)Standards.In Japan they may be referred to as Average Fuel Efficiency Standards and in India as Fuel Consumption St

224、andards.Case study rmi.org/31Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaStrengthened CO2 emissions standards for new heavy-duty vehicles,EuropeEU emissions standards for trucks and lorries target a 45%reduction in CO2 emissions by 2030,65%by 2035,an

225、d 90%by 2040 compared with 2019 levels.These are considered the most ambitious such standards to be proposed globally.92 Manufacturers will have to meet these targets for new trucks sold in a year and can accrue credits if their average CO2 emissions are below the reduction trajectory,while penaltie

226、s are imposed if they exceed the established limits.The proposed standards cover around 80%of all new heavy vehicle sales in the EU.93To comply with such stringent CO2 reduction targets,OEMs will need to produce an increasing number of ZETs each year.To meet these targets,ZET production would need t

227、o reach 7%in 2025,34%in 2030,and 88%by 2040,reaching 3.1 million in sales between 2025 and 2040(see Exhibit 15).Exhibit 15 Annual ZET sales and share needed to meet the EUs strengthened CO2 emissions standardsRMI Graphic.Source:RMI analysis of BloombergNEFs Electric Vehicle Outlook 2024ZET sales100K

228、200K300K400K20262028203020322034203620382040ZET marketshare 34%ZET marketshare 57%ZET marketshare 88%RMI Graphic.Source:RMI analysis of BloombergNEFs Electric Vehicle Outlook 2024,https:/ study rmi.org/32Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaTh

229、is proposed revision aligns with the EU goal of achieving climate neutrality by 2050 and is expected to offset 1.8 billion tonnes of CO2 emissions through 2050.94 Air pollutant emissions are projected to decrease by 66%80%by 2050.95 Furthermore,the overall cost of fossil fuel imports by the EU is es

230、timated to fall by 150 billion200 billion over the 2031 to 2050 period.96 Domestic manufacturing and R&D grants Domestic manufacturing grants are targeted financial aid to support the establishment,expansion,or conversion of manufacturing facilities involved in ZET production and their components.Th

231、e grants cover a certain percentage of the associated costs for equipment,the cost of training workers,etc.These grants aim to build a robust domestic supply chain,reduce reliance on imports,and ensure that the benefits of the ZET transition are maximized within the country.They also play a critical

232、 role in indirectly boosting auxiliary industries such as raw material suppliers,logistics,and maintenance services.At the same time,grants for R&D provide financial support to accelerate the commercialization of ZET technologies.Such grants can include funding innovation in energy-dense battery des

233、igns,grid integration and load management,and ultra-fast charging prototypes for BETs.For FCETs,this innovation may include improving hydrogen fuel cell power density and efficiency as well as improving fuel cell stack design.These grants help foster innovation,bring products to market quickly,and i

234、mprove economies of scale,potentially leading to more competitive pricing for ZETs.Domestic manufacturing grants,United StatesThe United States has introduced several grants and loans to strengthen domestic ZEV manufacturing,boost competitiveness for local automakers,and create jobs for domestic wor

235、kers across the EV value chain.Two key programs supporting ZEV manufacturing include:The Advanced Technology Vehicles Manufacturing(ATVM)loan program:This program,introduced in 2008,provides loans to support the manufacturing of vehicles,including EVs,and their components using advanced technologies

236、.The program was expanded to include projects for manufacturing of medium-and heavy-duty vehicles under the IRA.Further,it has earmarked$3 billion in credit subsidies for loans taken under the program,resulting in an estimated$40 billion of direct loans.97 Domestic Manufacturing Conversion Grants(DM

237、CG)program:The DMCG,introduced as part of the IRA,will provide grants to support the retooling of plants manufacturing EVs and associated equipment,and rehiring workers in these plants.Manufacturers can claim grants for up to 50%of the costs associated with retooling and rehiring.The first tranche w

238、ill provide$2 billion in grants.98 The accessibility of grants and loans helps to ease the burden of high capital investments associated with ZEV manufacturing,leading to increased investment across the supply chain.The ATVM program,after Case study rmi.org/33Accelerating Zero-Emission Trucking Poli

239、cies:A Global Policy Handbook with a Roadmap for Indiabeing revamped under the IRA,has provided around$13.5 billion in loans to both new and existing players across the EV supply chain.99 This has led to the creation of around 11,000 construction jobs and 12,000 operations jobs.100 The DMCG program

240、has provided$1.7 billion in support to convert 11 shuttered or at-risk auto manufacturing and assembly facilities in eight states.101 These projects are expected to create around 3,000 new jobs and retain over 15,000 existing workers.102 Skill development programsTo fill the skills gap arising from

241、the ZET transition,governments can introduce programs to train new talent and upskill existing workers.This includes training in areas such as battery management,electric motor repair,charging infrastructure installation,and ZET maintenance.These programs are often offered in partnership with public

242、 institutions to make them widely accessible and affordable.For instance,in China,Germany,Mexico,and the United States,specialized ZEV training programs are offered in collaboration with community colleges,vocational institutes,and even relevant industry partners.103 By equipping the workforce with

243、the technical capabilities,these programs directly contribute to minimizing operational disruptions with the newer ZET technologies,increase technology confidence,and alleviate concerns from financiers and fleet operators about risks linked to after-sales services.Vocational education and training p

244、rograms,GermanyThe German government,in collaboration with industry leaders and academic institutions,has established the Vocational Education and Training system,providing training in high-voltage systems for ZETs,focusing on safety protocols,diagnostics,and maintenance.The system also offers speci

245、alized training in battery technology,including battery chemistry,thermal management,and life-cycle diagnostics.Additionally,participants are trained in renewable energy integration,covering topics such as smart grid compatibility and energy storage solutions.These programs prepare participants for

246、immediate roles in ZET manufacturing,maintenance,and infrastructure development.The program is run by Germanys federal government.It offers a total of over 330 skill development courses.104 The Federal Institute for Vocational Education and Training guides the structure of the programs to meet the s

247、kills gap,and the Federal Employment Agency,Planet-Beruf.de,ensures that these courses are meeting German employers needs.The program remains a key contributor to Germanys skilled workforce with about half a million participants entering each year.105 Additionally,host companies participate in the p

248、rograms and recruit participants for jobs in the process.This highlights how these programs translate into tangible employment opportunities and enable the participants to fill the skills gap in the workforce created by the rapid transition to ZETs.Case study rmi.org/34Accelerating Zero-Emission Tru

249、cking Policies:A Global Policy Handbook with a Roadmap for IndiaPolicies for ZET infrastructure A well-developed support infrastructure consisting of charging stations,battery swapping stations,hydrogen refueling stations,and supportive grid systems forms the backbone of the ZET ecosystem.Developing

250、 this infrastructure is crucial to addressing daily refueling needs,alleviating concerns related to range anxiety,executing smoother trucking operations,and bolstering confidence among fleet operators to adopt ZETs.Developing the right infrastructure requires careful consideration of where and when

251、trucks need to be refueled,infrastructure equipment and fuel prices,land availability,upstream fuel availability constraints,etc.Exhibit 16 outlines key policy interventions that take these considerations into account.Governments can strategically identify key corridors with high truck traffic.For t

252、hese corridors,incentives can be provided to bear the cost of hardware and installation along with offering land at concessional rates for infrastructure setup with proactive upstream planning and development.Finally,to reduce stress on the grid and reduce operating costs for fleets,policies to supp

253、ort tariff management can be introduced.Exhibit 16 Policies for infrastructure developmentPolicyPolicyDescriptionDescriptionCase studyCase studyInfrastructure development along corridors Strategically deploys ZET infrastructure along major transportation routes and highwaysNational Zero-Emission Fre

254、ight Corridor Strategy,United StatesIncentives/grants for infrastructure equipment and installationProvides financial support for the purchase and installation of charging infrastructure and equipmentEnergy Infrastructure Incentives for Zero-Emissions(EnergIIZE)Commercial Vehicles,CaliforniaConcessi

255、onal landOffers cost-effective and easily accessible land for the establishment of charging stations.Revenue-sharing model under Delhis Electric Vehicle Policy,India Upgrading of upstream infrastructureFacilitates ZET infrastructure deployment by operationalizing pre-installation of necessary electr

256、ic infrastructure,reducing barriers for future charging station deploymentMaster Plan for Charging Infrastructure II for heavy-duty vehicles and megawatt charging,GermanyTariff managementImplements dynamic pricing based on time or vehicle type,encouraging charging when electricity demand is lower,op

257、timizing grid efficiencySan Diego Gas and Electric(SDG&E)commercial EV rate reform,Californiarmi.org/35Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaInfrastructure development along corridors Corridors are the backbone of freight transportation,account

258、ing for a significant portion of total road freight traffic of any country.For instance,in India,about 50%of total road freight traffic moves along major corridors.106 In the United States,10%of the countrys trade corridors move 79%of all goods.107 About 12%of Brazils primary paved highways support

259、about 70%of its domestic road freight traffic.108 In Sub-Saharan Africa,around US$200 billion worth of goods are transported over 10,000 km of corridors across the region each year.109Given the disproportionate share of corridors in road freight movement across countries,its imperative to make corri

260、dors ZET ready.ZET corridors are highway stretches running between points A and B equipped with necessary infrastructure.ZET corridors enable better returns on investment by concentrating resources and investments in areas with maximum demand,help minimize risk by ensuring higher utilization of asse

261、ts and lower costs,and act as a test bed for technology deployment.Governments can identify suitable corridors for ZET deployment by considering factors like high truck traffic,industrial clusters,and warehouses as origin-destination points;sufficient upstream power and substation access;favorable r

262、egional policies;and suitable highway conditions like flat terrain.Once suitable corridors are identified,governments can plan asset deployment by understanding use cases and truck travel patterns,thereby deciding the right infrastructure configuration that can be scaled along a particular corridor.

263、Once plans are developed,the right funding sources can be identified to finance infrastructure development.National Zero-Emission Freight Corridor Strategy,United States The National Zero-Emission Freight Corridor Strategy was released to accelerate adoption of ZETs by prioritizing policy developmen

264、t and investment at key regions of the National Highway Freight Network(NHFN)in a phased manner until 2040(see Exhibit 17).110,x The strategy is divided into four phases:111 Phase 1(202427):This phase is focused on identifying corridor segments originating from key high truck traffic hubs such as tr

265、uck parking spots,intermodal facilities,and ports.The early movers will most likely be medium-duty vehicles with return-to-base operations.Overall,23%of total corridor miles of the NHFN will be prioritized for ZET deployment in Phase 1.Phase 2(202730):Key hubs through the corridor segments identifie

266、d in Phase 1 are to be connected.The focus will expand to long-haul use cases,with an emphasis on BET charging and some FCET refueling.Almost 36%of corridor miles under NHFN will be prioritized for ZET deployment by the end of Phase 2.x NHFN comprises 60,110 miles of highways across the United State

267、s where freight is typically moved.Case study rmi.org/36Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for India Phase 3(203035):Corridors connecting existing hubs are to be expanded to incorporate newer hubs and logistics facilities.This phase will witness rapi

268、d deployment of both BETs and FCETs,and around 72%of the NHFN network will be prioritized for ZET deployment.Phase 4(203540):The NHFN is outfitted for widespread access to charging and refueling infrastructure for all use cases and truck types.Exhibit 17 Expected ZET infrastructure network by 2040No

269、te:Select corridors includes National Highway Freight NetworkRMI Graphic.Source:US Joint Office of Energy and TransportationExpected ZET infrastructure network by 2040Exhibit 18Note:Select corridors includes National Highway Freight NetworkSource:US Joint Ofice of Energy and Transportation,https:/dr

270、iveelectric.gov/files/zef-corridor-strategy.pdfSelect corridorsSelect intermodal freight facilitiesSelect truck parkingSelect principal portsThe strategy is intended to serve as a guide for public and private stakeholders to better target investment in a phased approach for ZET corridor development.

271、By 2040,the project will cover 94%of the NHFN and decarbonize the movement of more than 2 billion tonnes of goods annually.112 Incentives/grants for infrastructure equipment and installationInfrastructure equipment including charging stations,battery swapping stations,and hydrogen refueling stations

272、 for trucks are expensive to build and install.For example,a high-powered charger(150350 kW)can cost$85,000$250,000 in the United States.113 A battery swapping station for heavy-duty trucks in China costs over$1.5 million.114 A hydrogen refueling station typically costs$2 million$3 million globally.

273、115 rmi.org/37Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaFiscal incentives and grants in the early years to offset potential revenue losses and mitigate risk due to the lower expected utilization of infrastructure assets will help attract private in

274、vestments toward ZET infrastructure.Additionally,these incentives enhance the return on investment(ROI)for infrastructure providers.Energy Infrastructure Incentives for Zero-Emission(EnergIIZE)Commercial Vehicles Project,CaliforniaEnergIIZE is an infrastructure incentive project funded by the Califo

275、rnia Energy Commissions Clean Transportation Program.The project offers incentives to fleet owners or infrastructure providers for purchasing infrastructure equipment and software for medium-and heavy-duty EVs and hydrogen fuel cell vehicles.116Funding is provided for both fleet charging and public/

276、shared charging projects,and varies based on the stage of planning the project is in.Projects receive extra funding if they are developed in low-income areas.The funding can cover 50%75%of the total project cost,up to$750,000 for BET charging stations,and up to$4 million for FCET refueling stations.

277、117EnergIIZE Commercial Vehicles has already awarded over$140 million to approximately 250 applications.118 Around$37 million of this was allotted to hydrogen refueling stations for FCETs,$65 million for private medium-and heavy-duty truck charging infrastructure,and around$9 million for public/shar

278、ed charging infrastructure.119 As a result,over 3,500 chargers or refueling stations have been funded under the program.Concessional landAvailability of land is crucial in the context of ZETs as they require commercial space for charging,swapping,or refueling infrastructure.This real estate can be e

279、xpensive to access and adds to the infrastructure setup costs for fleets and infrastructure providers,which can drive up refueling costs.Governments can introduce concessional land measures to mitigate the costs,mortgages,and logistical hurdles of identifying and securing appropriate land for infras

280、tructure.These measures can be offered through several channels:1.Minimum lease rentals:Governments provide public lands to private entities at subsidized rates,thereby reducing the capital expenditure for infrastructure setup.2.Revenue-sharing model:Government allocates public land for charging/ref

281、ueling/swapping and subsequently receives a percentage of the revenue generated from the station.3.Zoning adjustments:Modifications are made to land-use regulations to integrate mixed-use,commercial,or public areas.This can enhance accessibility and flexibility for site selection.4.Property tax ince

282、ntives:Government offers property tax cuts or exemptions for land that is earmarked for ZET infrastructure,lowering operational expenses.Case study rmi.org/38Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaRevenue-sharing model under Delhis EV policy Del

283、hi is prioritizing land concessions to private entities for the deployment of public charging stations and battery swapping facilities.As a key component of Delhis EV policy,this initiative aims to enhance the financial viability of private investments in EV infrastructure by providing discounted la

284、nd rates,along with additional incentives such as subsidies for electrical infrastructure and charger installation.The land allocation process involves the Delhi government categorizing and tendering different locations based on detailed site assessments.To ensure equitable access,the policy mandate

285、s a specific number of slow and moderate/fast chargers at each location.The concessionaires are then selected through a competitive bidding process.The selected concessionaire pays a subsidized land rate,and a revenue-sharing fee of INR 0.70/kWh of power sold to the land-owning agency.120This model

286、addresses the challenge of land scarcity and ensures the strategic placement of charging stations across the city,including underserved areas.With a combination of land concessions and other infrastructure incentives,Delhi now boasts over 1,900 charging stations and more than 230 battery swapping st

287、ations across the city,providing a robust infrastructure network.Upgradation of upstream infrastructureThe global shift toward zero-emissions transportation necessitates significant improvements in upstream infrastructure.This includes strategic enhancements to electricity transmission facilities,gr

288、id management systems,and distribution networks to accommodate the escalating charging and refueling demands of heavy-duty trucks.To facilitate these upgrades,a combination of fiscal and nonfiscal incentives is crucial.One of the key fiscal measures is performance incentive mechanisms where utilitie

289、s are incentivized by regulators if they prioritize minimizing grid interconnection times for e-truck charging.121 Other fiscal measures can include incentives for equipment like new transformers,substations,and switch gears.Meanwhile,nonfiscal approaches to grid modernization include prioritizing p

290、roactive planning by regulatory authorities,states,and utilities to assess where charging loads for ZETs will most likely occur based on customer demand and ZET growth.Additionally,streamlining the processing of permits for grid upgrades can minimize delays,reduce costs,and support faster rollout of

291、 high-powered chargers required to support ZET adoption.Master Plan for Charging Infrastructure II for heavy-duty vehicles and megawatt charging,Germany The National Centre for Charging Infrastructure(NCCI)in Germany launched a Master Plan for Charging Infrastructure II to guide charging infrastruct

292、ure development in the country.122 One of the key pillars of the master plan is seamless integration of upstream grid with charging infrastructure by focusing on the following measures:Case study Case study rmi.org/39Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadma

293、p for India Federal Ministry for Economic Affairs and Climate Action(BMWK)is making information around power lines location and capacities readily available through a publicly accessible platform.NCCI and the Federal Ministry for Digital and Transport are assessing infrastructure and power demand fo

294、r electric trucks till 2035.This information will be provided to grid operators and utilities to better plan grid infrastructure upgrades.BMWK is accelerating efforts to digitize and harmonize the permitting process for grid upgrades for high-powered public fast chargers,based on the success of simi

295、lar efforts for low-powered private chargers.BMWK will establish processes and binding timelines for certain information around grid connection costs and time requirements by grid operators.This is intended to speed up grid connection times and generate wider transparency with infrastructure develop

296、ment plans.BMWK is expected to implement harmonized technical grid connections to help streamline infrastructure deployment by charging providers along different grid boundaries.These measures highlight the crucial roles that central ministries can take to collaborate with different utilities and re

297、gulators at regional levels to help plan requisite grid upgrades proactively.Tariff management ZETs pose high power demands owing to larger battery sizes and the need for faster charging to accommodate their limited downtime for daily operations.Hence,power tariffs to satisfy ZET charging pose an ad

298、ditional financial burden to fleet operators.This necessitates measures for tariff management to help optimize energy use,balance grid loads,and incentivize off-peak charging.Governments can introduce two key measures:A special EV tariff is a pricing strategy that offers preferential electricity rat

299、es for charging ZETs and other EVs.Under this approach,electric utilities apply discounted rates specifically for electricity used in charging,distinguishing it from standard residential,commercial,agricultural,or industrial rates.Time-of-use(TOU)rates,as an EV tariff management practice,assign the

300、electricity price per kilowatt-hour according to the time of day including peak period,off-peak period,and sometimes shoulder periods.This tariff structure serves as an effective tool for utilities to manage and flatten the load curve,thereby promoting the efficient use of the electrical grid,reduci

301、ng peak demand spikes,and enhancing grid stability.These rates incentivize ZET owners to charge their vehicles during off-peak hours when prices are lower as overall electricity demand is lower.rmi.org/40Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaSa

302、n Diego Gas and Electric commercial EV rate reform,CaliforniaThe California Public Utilities Commission(CPUC),aiming to encourage the use of charging stations during periods of excess grid capacity,has authorized San Diego Gas and Electric(SDG&E)to implement an electric vehicle high-power charging(E

303、V-HP)tariff rate tailored for medium-and heavy-duty electric vehicles.123 This initiative complies with the directives of the CPUC,which mandates utilities to accelerate transport electrification.The EV-HP rate incorporates seasonal charges and TOU energy charges($/kWh),based on when and how the ene

304、rgy is being consumed.With defined periods namely“peak,”“off-peak,”and“super off-peak”as shown in Exhibit 18 customers benefit from differential rates,promoting charging during low-demand hours.124 For instance,during summer peak hours,the rate is approximately$0.16/kWh,while off-peak and super off-

305、peak hours offer a reduced rate of about$0.078/kWh a notable 51%decrease.125 This pricing structure incentivizes fleet customers to charge during periods of lower demand,benefiting both utilities and fleet operators.With the EV-HP rate in place,fleet operators can realize substantial monthly savings

306、 ranging from 20%to 50%.126 Exhibit 18 Distribution of TOU charges under EV-HP pricing Note:Summer pricing runs June through October.Winter pricing is applicable November through May.Source:SDG&EPeakSummerWinterOf-peakSuper of-peakDistribution of TOU charges under EV-HP pricing Exhibit 19Note:Summer

307、 pricing runs June through October.Winter pricing is applicable November through May.Source:SDG&E,https:/ All days:4 p.m.9 p.m.Monday to Friday:6 a.m.4 p.m.;9 p.m.12 a.m.Weekends and holidays:24 p.m.;9 p.m.12 a.m.Monday to Friday:126 a.m.;10 a.m.2 p.m.;March and April onlyWeekends and holidays:12 a.

308、m.2 p.m.Case study rmi.org/41Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for IndiaZET Opportunity for India Trucking,serving as the lifeline for the transportation of goods across vast expanses of India,plays a pivotal role in the nations economic growth.Medi

309、um-and heavy-duty trucks carry 68%of total road freight in the country.127 Around 320,000 trucks were registered in 2024,an exponential increase from 2020(see Exhibit 19).With growing demand for goods,truck sales are expected to increase fourfold by 2050.128 Accordingly,the trucking stock is expecte

310、d to increase by 3.5 times between 2024 and 2050.129Exhibit 19 Medium-and heavy-duty truck registrations in India,201924RMI Graphic.Source:India Ministry of Road,Transport and HighwaysMedium-and heavy-duty truck registrations in India,20192450K100K150K200K250K300K201920202021202220232024Compound ann

311、ual growth rate:24%Despite its indispensable contribution,the sectors heavy reliance on diesel-powered trucks poses significant environmental concerns.The trucking fleet is just 3%of the total vehicle fleet but accounts for over 34%of CO2 and 53%of particulate matter(PM)emissions from the transport

312、sector.130 Its also responsible for around 57%of Indias transportation-related petroleum use.131In the face of environmental and economic challenges,there is an urgent need to introduce cleaner alternatives in the trucking sector.Transitioning from diesel trucks to ZETs can be that crucial and rmi.o

313、rg/42Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for Indianecessary intervention.ZETs can achieve 85%sales share by 2050 through a set of supportive policies and industry efforts to drive scale.This can help avoid 2.8 Gt of CO2 emissions and save INR 116 lakh

314、 crore in oil expenditures and 24.5 million tonnes of nitrogen oxides emissions cumulatively through 2050.132 National and subnational governments understand the need and urgency to decarbonize the trucking sector and are introducing concrete measures to initiate ZET adoption across the country.Some

315、 key recent developments include:PM E-DRIVE Scheme:Following the successful implementation of Faster Adoption and Manufacturing of Electric Vehicles(FAME)I and II to provide demand-and infrastructure-related incentives,the Government of India has launched the PM E-DRIVE Scheme to further incentivize

316、 EV adoption.This scheme,with a total outlay of INR 10,900 crore,will provide incentives for vehicle purchase across different segments,infrastructure development,and EV manufacturing for two years.133 Around INR 500 crore has been allocated to incentivize e-trucks.The incentives will be provided ag

317、ainst a scrapped ICE truck of equal or higher GVWR with approved scrappage certificates by Ministry of Road Transport and Highways.Specific details of incentive amount per truck are yet to be announced.The Bharat Zero Emission Trucking(ZET)Policy Advisory:The Office of the Principal Scientific Advis

318、er(PSA)to the Government of India has recently launched an advisory for policy recommendations to advance ZET adoption.The advisory proposes targeted fiscal incentives,including subsidies,tax breaks,and concessional loans,to reduce the financial burden on fleet operators.Additionally,it calls for st

319、rategic infrastructure investments,such as the development of charging and refueling networks along key freight corridors.134 Ministry of Power(MoP)Charging Infrastructure Guidelines:The MoPs latest guidelines on EV charging installation and operation target e-truck movement along key corridors and

320、highways with suggested setup of fast charging stations every 100 km along both sides of highways.135 National level roadmaps:The Office of PSA has launched two technical roadmaps for ZET deployment in India.136 The roadmaps highlight key aspects of field research for ZET corridor and infrastructure

321、 development,ZET technologies development,refinement of standards,and execution of ZET pilots.In addition,the office has launched a detailed technology assessment for ZET deployment along the DelhiJaipur corridor which can serve as a blueprint for overall corridor development in the country.137 This

322、 assessment offers cost and operational comparison for ZETs and associated infrastructure for differing ZET technologies including battery electric(charging,swapping,catenary,and induction)and hydrogen(internal combustion and fuel cell).Moreover,the PSA Office has launched the“E-mobility R&D Roadmap

323、 for India”to help guide the country to self-reliance in EV technology within the next five years.Demand aggregation initiatives:The Government of Indias policy think tank,NITI Aayog,is spearheading efforts to aggregate ZET demand in order to provide necessary market signals to OEMs to manufacture Z

324、ETs at scale.Through its e-FAST platform,xi NITI Aayog has facilitated active collaboration between manufacturing companies and logistics service providers generating a demand for 7,750 ZETs from 16 corporations through 2030.138xi Electric Freight Accelerator for Sustainable Transport(e-FAST)isa nat

325、ional platform spearheaded by NITI Aayogfocused on building awareness,sharing knowledge,and engaging stakeholders to fast-track freight electrification in India.rmi.org/43Accelerating Zero-Emission Trucking Policies:A Global Policy Handbook with a Roadmap for India Subnational efforts to ZET corrido

326、r development:Various states are spearheading the charge to ZET adoption by focusing on key corridors.In pilot projects,Gujarat and Maharashtra are deploying 550 ZETs along selected corridors in collaboration with the private sector and the Ministry of Ports,Shipping,and Waterways in the next two ye

327、ars.139 Tamil Nadu,in collaboration with National Highways for Electric Vehicles,is hosting trial runs for ZET movement along the ChennaiTrichy Corridor,learnings from which will help with infrastructure planning.140 Efforts at Indian ports:The Harit Sagar Guidelines issued by the Ministry of Ports,

328、Shipping,and Waterways in May 2023 outline a strategy for reducing carbon emissions and developing environmentally sustainable practices in major ports of India.141 As part of these guidelines,all truck operators at ports are recommended to use greener alternatives such as BETs,hydrogen,and compress

329、ed/liquefied natural gas(CNG/LNG).Therefore,Indian Ports Association(IPA)xii is spearheading pilots of ZET technologies at pivotal ports,exploring multiple zero-emissions technologies for trucks.As part of this initiative,Jyoti Transport and Energy in Motion deployed two BETs for movement from conta

330、iner yard to rail yard at Jawaharlal Nehru Port Authority(JNPA).142 OEM Ashok Leyland along with fleet operator Transvolt and terminal operator DP World also piloted a BET for intra-terminal movement at JNPA.143 Longer term,JNPA has committed to replacing 6,500 diesel trucks operating between termin

331、als and container freight stations with ZETs in the next three to five years.144 Policy roadmap for driving ZET adoption in IndiaA dedicated focus on policy measures is required to build on this momentum and provide near-term impetus to initiate ZET market development in India.This section delves in

332、to developing a strategic roadmap for ZET adoption in India,addressing near-,medium-,and long-term policy interventions that government officials can undertake to accelerate the transition.This roadmap builds upon international lessons and ongoing national efforts,proposing actionable steps tailored

333、 to Indias unique needs and objectives.Recommendations are split into two categories:Short-term interventions:Practical and immediate steps that can be implemented within two years,drawing on proven strategies from other transportation segments to stimulate demand effectively.Medium-and long-term interventions:Forward-looking recommendations designed for implementation beyond two years,focusing on