Summary

The market for zero-emission heavy-duty vehicles (HDVs) took to a strong start in the first quarter (Q1) of 2025. While the overall market for HDVs fell by 20% compared with Q1 2024, sales of zero-emission HDVs rose to 4,100 vehicles, up 45% from the 2,800 vehicles sold in Q1 2024. Driving this was the growth in sales of light and medium trucks and, to a lesser extent, the bus and coach segments. The share of zero-emission vehicles among all light and medium trucks sold rose to an all-time high of 18% with 1,700 vehicles sold in Q1 2025; that was a doubling of both sales share and absolute sales from Q1 2024, when the sales share was 9% and 930 zero-emission vehicles were sold. Most of this increase was driven by sales in the Netherlands, where over 80% of light and medium trucks sold were electric.

Growth in the sales of zero-emission heavy trucks was less pronounced: The 850 vehicles sold were 1.5% of the market in Q1 2025, up marginally from 750 vehicles sold and a 1.0% sales share in Q1 2024. This was largely due to an increase in sales in France, where the sales share rose from 0.7% to 2.2% over the same period. Starting in July 2025, carbon dioxide reduction targets of 15% will apply to most new heavy trucks sold in the EU-27; it is possible that sales of zero-emission heavy trucks may increase in Q3 to comply. These targets will not apply to new light and medium trucks or to buses and coaches until 2030.

Overall market developments

In Q1 2025, the HDV market contracted fairly significantly to 75,000 vehicles sold, down from 95,000 in Q1 2024. This continued an overall downward trajectory seen since the start of 2024. Sales fell in all but four countries—Bulgaria, Greece, Lithuania, and Portugal—and the steepest drop was in sales of heavy trucks (23% decrease compared with the first quarter of 2024), followed by light and medium trucks (16% decrease), and buses and coaches (7% decrease).

Daimler Truck was hit the hardest by this market contraction, with sales down 34% in Q1 2025 relative to Q1 2024, and it was followed by Scania (28% decrease) and MAN (27% decrease). Only Renault Trucks, the smallest of Europe’s seven largest HDV manufacturers, saw an increase in its sales, which rose 2% compared with Q1 2024.

Despite these contractions, the market share of the major manufacturers remained mostly unchanged. Mercedes was the top seller in Q1 2025 (18% of all HDV sales) and was followed by Volvo and MAN (both 14%), Iveco (13%), Scania (12%), DAF (10%), and Renault (9%). Shares of manufacturers outside of the seven main manufacturers, which had been on an overall rise since the beginning of last year, fell to 13% in Q1 2025, down from 15% in Q4 2024.

Figure 1.1 Market share by country

Figure 1.2. Manufacturer market share by vehicle segment in Q1 2025, with parentheses denoting changes in shares in percentage points relative to Q1 2024

Heavy trucks

Trucks with a gross vehicle weight above 12 tonnes

In Q1 2025, heavy trucks accounted for 77% of all HDV sales. Out of 58,000 heavy trucks sold, 850 were zero-emission vehicles and that was a share of 1.5%. This marked a rise compared with the 1% share sold in Q1 2024, but no change compared with Q4 2024, which also had a 1.5% share. Volvo and Renault, the two brands of the Volvo Group, continued to dominate the zero-emission market by volume. They comprised a combined 57% share of all zero-emission heavy truck sales and MAN jumped to third place with a 15% sales share following the launch of its eTGX model, a tractor-trailer. Sales of zero-emission heavy trucks have yet to take off to the same extent for Mercedes, which has long been the largest HDV manufacturer in Europe by volume; it sold less than 100 of the European Union’s zero-emission heavy trucks (10% sales share, largely sales of its eActros) despite holding an 18% share of the conventional market.

Germany continued to lead in sales of zero-emission heavy trucks in Q1 2025: It held 35% of the market with 300 units sold. Just four countries (Germany, France, the Netherlands, and Sweden) were responsible for 85% of all zero-emission heavy trucks sales. Sweden had the highest sales share of zero-emission heavy trucks at 8.7% and was followed by the Netherlands at 6.0% and Denmark at 4.5%.

Click on the figures to take a closer look at the data

Figure 2.1. Sales of heavy trucks by powertrain in Q1 2025

Figure 2.2. Historic sales of zero-emission heavy trucks

Figure 2.3. Sales of zero-emission heavy trucks by configuration and powertrain in Q1 2025

Figure 2.4. Sales of zero-emission heavy trucks by share of Member State in Q1 2025

Figure 2.5. Shares of heavy trucks by powertrain and manufacturer in Q1 2025

Table 1. Sales of zero-emission heavy trucks in the EU-27, with sales shares in parentheses

Light and medium trucks

Trucks with a gross vehicle weight between 3.5 tonnes and 12 tonnes

In Q1 2025, light and medium trucks were 12% of all HDV sales. Of the 9,300 light and medium trucks sold, 1,700 (18%) were zero-emission. This marked a nearly twofold increase over Q1 2024, when 930 (8%) of the trucks sold were zero-emission. Ford continues to be the driving force behind the rise in the zero-emission sales and comprised nearly one-third of all sales in Q1 2025. Over 80% of all the vehicles manufactured by Ford for the European market were zero-emission, and most of these were its E-Transit model. Sales of the Mercedes eSprinter have also been on the rise and reached 290 vehicles in Q1 2025, up from 19 vehicles sold in Q1 2024.

Sales of zero-emission light and medium trucks in the Netherlands rose rapidly in Q1 2025, with 510 zero-emission vehicles sold; that was 83% of all light and medium trucks sold and nearly three times higher than the total sold in all of 2024. The rise is likely driven by the introduction of zero-emission zones that have applied in 15 municipalities since the start of 2025. All new vans and trucks registered from the start of 2025 entering these zones must be zero-emission. Sales in most other countries remained stagnant, except in Italy, where the share for zero-emission vehicles reached 17% in Q1 2025, up from 6% in Q1 2024. The Netherlands had the highest sales share of zero-emission light and medium trucks and was followed by Denmark (54%) and Sweden (45%)

Click on the figures to take a closer look at the data

Figure 3.1. Sales of light and medium trucks by powertrain in Q1 2025

Figure 3.2. Historic sales of zero-emission light and medium trucks

Figure 3.3. Sales of zero-emission light and medium trucks by configuration and powertrain in Q1 2025

Figure 3.4. Sales of zero-emission light and medium commercial vehicles by Member State in Q1 2025

Figure 3.5. Shares of light and medium trucks by powertrain and manufacturer in Q1 2025

Table 2. Sales of zero-emission light and medium trucks in EU-27 countries, with sales shares in parentheses

Buses and coaches

With a gross vehicle weight above 3.5 tonnes

Buses and coaches were 11% of all HDV sales in Q1 2025. Of the 8,300 buses sold, 1,600 were zero-emission vehicles, 19% of total sales; that was up from the 1,100 sales, a 12% share, in Q1 2024. Battery electric city buses were 46% of all city bus registrations in Q1 2025, a slight drop from 52% in Q1 2024 but still above the share of diesel city buses sold.

Mercedes remained the top-selling manufacturer of zero-emission buses and coaches by selling 310 units of its eCitaro and eSprinter models; that was 19% of all sales. MAN jumped into a close second place with an 18% market share that was achieved exclusively through sales of its MAN Lions City model.
Shares of zero-emission buses and coaches have been rising across all Member States and were the highest in Sweden (67%), Romania (55%), and the Netherlands (54%). For city buses, only zero-emission sales were recorded in Q1 2025 in Romania, Latvia, Hungary, and Denmark, and the sales share was above 50% in Poland, Greece, the Netherlands, Belgium, Sweden, Lithuania, and Luxembourg.

Click on the figures to take a closer look at the data

Figure 4.1. Sales of city buses (top) and interurban buses and coaches (bottom) by powertrain in Q1 2025

Figure 4.2. Historic sales of zero-emission buses and coaches

Figure 4.3. Sales of city buses by Member State and powertrain

Figure 4.4. Sales of city buses by powertrain and Member State in Q1 2025

Figure 4.3. Shares of all buses and coaches by powertrain and manufacturer in Q1 2025

Table 3. Sales of zero-emission buses and coaches in
EU-27 countries, with sales shares in parentheses

Definitions, data sources, methodology, and assumptions

A zero-emission vehicle is any vehicle whose propulsion system produces zero combustion emissions, such as a dedicated battery electric, fuel cell-electric, or other motor that is not driven by combustion.

A heavy-duty vehicle is a commercial vehicle, intended for the transport of passengers or freight, with a gross vehicle weight above 3.5 tonnes.

A heavy truck is a truck with a gross vehicle weight above 12 tonnes.

A light and medium commercial vehicle is a truck or van with a gross vehicle weight between 3.5 and 12 tonnes.

A city bus is a passenger vehicle with a gross vehicle weight above 3.5 tonnes that is used exclusively in urban environments.

An interurban bus is a passenger vehicle with a gross vehicle weight above 3.5 tonnes that is used in both urban and regional environments.

A coach is a passenger vehicle with a gross vehicle weight above 3.5 tonnes that is used exclusively in regional environments.

All data are supplied by Dataforce.

The post European Heavy Duty Vehicle Market Development Quarterly (January – March 2025) appeared first on International Council on Clean Transportation.

A new study from the TRUE Initiative, for which ICCT serves as technical partner, estimated the rates of tampered or malfunctioning heavy-duty vehicles based on real-world emissions testing data. Researchers then modeled the potential impact these excess pollutants have on public health.

Key findings include:

• 38% of model year 2010–2015 tractor trucks show evidence of tampering or malfunction. Despite making up less than one quarter of the fleet, this group of vehicles is responsible for nearly half of Alberta’s total NO_x emissions from tractor trucks.
• By 2035, tampered or malfunctioning vehicles are estimated to increase total NO_x emissions by 145% compared with a properly functioning fleet. The real-world prevalence of these vehicles is up to 2.75 times worse than originally forecasted in a 2022 modeling study.
• An estimated CA$5.4 billion in health damages for Alberta communities between 2024 and 2035, including 419 premature deaths. Assuming no policy action is taken, damages this year alone would amount to CA$358 million.

To combat the public health impacts of these excess emissions, the TRUE Initiative recommends several policy solutions, including the adoption of federal anti-tampering legislation, the implementation of a provincial inspection program, and the deployment of roadside monitoring technology to identify high-emitting vehicles.

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Colombia ha avanzado significativamente en la incorporación de autobuses eléctricos (BEBs) en su sistema de transporte público, y ahora es uno de los países líderes en movilidad sostenible en América Latina. Bogotá cuenta con 1.486 autobuses eléctricos de las 1.590 unidades que tiene el país.   

Colombia ha impulsado la descarbonización del transporte urbano a través de la Ley 1964 de 2019, la cual exige la incorporación progresiva de autobuses de cero emisiones en los sistemas de transporte público, con el objetivo de alcanzar el 100% de la flota para el año 2035, con metas intermedias del 60% hacia el año 2031. Adicionalmente, la Ley 2294 de 2023, en su artículo 172, establece un mecanismo de cofinanciación por parte del gobierno central, que permite “la financiación entre un 40 y 70% de proyectos de sistemas de transporte público de pasajeros.” Debido a este mecanismo, otras ciudades del país—Medellín, Ibagué, Santa Marta, Montería, Sincelejo y Armenia—han realizado pilotos con buses eléctricos liderados por la Alianza ZEBRA. 

Este blog tiene como objetivo cuantificar los beneficios climáticos de la transición hacia autobuses eléctricos. Compara las emisiones de gases de efecto invernadero (GEI), expresadas en dióxido de carbono equivalente (CO₂e), a lo largo del ciclo de vida de autobuses eléctricos a batería, a gas natural vehicular (GNV) y diésel, para calcular las emisiones de GEI que pueden evitarse mediante la electrificación de la flota.   

El Consejo Internacional de Transporte Limpio (ICCT, por sus siglas en inglés), colíder de la Alianza ZEBRA junto con C40, ha desarrollado una metodología simplificada de análisis de ciclo de vida. Esta metodología considera las emisiones de GEI producidas durante la vida operativa de un autobús, incluyendo tanto las emisiones asociadas a la fabricación y el mantenimiento (ciclo vehicular), como las derivadas de la producción y el uso de combustible y electricidad (ciclo energético). Más detalles sobre el alcance de este análisis se encuentran en un documento de trabajo publicado en 2024.  

En la Tabla 1 se resumen los datos sobre las características operativas de los autobuses, presentando los promedios de América Latina. La tabla enumera los valores medios de las distancias recorridas anualmente, la capacidad de la batería, el consumo de energía de los BEBs, así como el consumo de energía equivalente para autobuses a diésel y GNV. Estos datos se presentan para los cuatro tipos y tamaños de autobús considerados en este análisis.  

Tabla 1. Características operativas medias de vehículos estándares

Autobús	Longitud	Capacidad (pasajeros)	Distancia anual (km/año)	Capacidad de batería (kWh)	Consumo de energía (kWh/km [MJ/km])	Consumo de energía equivalente en diésel y GNV (MJ/km)	Consumo de energía equivalente en GNV (MJ/km)
Buseta/busetón	8–11 m	40–60	62.554	248	0,92 [3,31]	12,4	13,8
Padrón	12 m	80	67.296	335	1,36 [4,90]	18,5	20,8
Articulado	18 m	160	71.384	535	1,76 [6,34]	25,8	30,8
Biarticulado	27 m	240	71.384	645	1,81 [6,94]	31,2	40,8

En cuanto al chasis y los sistemas de propulsión, tanto de autobuses eléctricos a batería como de combustión interna, se aplicó un factor fijo de emisión de 6,6 kg CO₂e/kg. Se supone que todos los vehículos utilizan baterías de litio-ferrofosfato con ánodo de grafito, con emisiones equivalentes a 58 kg CO₂e/kWh y una densidad de batería de 0,14 kWh/kg.  

La metodología considera una vida útil fija de proyecto de 15 años para BEBs, con un recambio de batería previsto tras siete u ocho años de funcionamiento. Por lo tanto, el cálculo tiene en cuenta las emisiones equivalentes a la fabricación de un BEB y dos baterías. Para mantener un periodo de análisis comparable en los autobuses con motor de combustión interna, que normalmente operan durante 10 años, la herramienta considera las emisiones equivalentes a la fabricación de 1,5 autobuses con motor de combustión interna. 

Las emisiones de mantenimiento se basan en los factores de emisión de autobuses urbanos de 12 m de longitud. Estos factores son de 52,4 g CO₂e por kilómetro recorrido por vehículo (vkm, por sus siglas en inglés) para autobuses con motor diésel, de 70,1 g CO₂e/vkm para autobuses a GNV y de 67,5 g CO₂e/vkm para autobuses eléctricos. 

Las emisiones del ciclo de combustible y electricidad incluyen aquellas generadas por la producción y el consumo de energía utilizada por el vehículo, ya sea combustible fósil, biocombustible o electricidad. Estas emisiones se clasifican en dos fases: del pozo al tanque, que corresponden a las emisiones generadas durante la producción de combustible y electricidad, y del tanque a la rueda, que son emitidas por el tubo de escape durante la combustión del combustible. En Colombia, la red eléctrica es mayoritariamente hidroeléctrica; el país cuenta con una de las intensidades de carbono en generación de electricidad más bajas de la región, según la Agencia Internacional de la Energía.  

La Figura 1 muestra las emisiones de GEI de autobuses eléctricos y con motor de combustión interna durante su vida útil en Colombia. Las barras muestran la composición total de emisiones de GEI por fuente: fabricación del chasis y del sistema de propulsión, fabricación de la batería, mantenimiento, producción de combustible, consumo de combustible, y generación de energía eléctrica. 

Figura 1. Comparación de emisiones de GEI de autobuses de un solo cuerpo (entre 8 y 27 m) para autobuses eléctricos a batería, a gas natural y diésel durante sus vidas útiles en Colombia

Para autobuses entre 8 y 11 m, el BEB emite un 78% menos de GEI que el autobús a GNV y un 76% menos que el autobús diésel. Resultados similares se observan para los otros tamaños de autobús considerados en este análisis, con reducciones de emisiones estimadas para el BEB de 80% al 81%. En todas las categorías, los autobuses a GNV emiten más emisiones que los autobuses diésel, y las diferencias se amplían a medida que los autobuses se hacen más grandes: las emisiones del autobús a GNV son 9% superiores a las del autobús diésel en la categoría de 8–11 m, 21% en la de 12–15 m, 28% en la de 18 m y 31% en la de 27 m. 

Colombia se ha comprometido a reducir sus emisiones de GEI en un 51% para el 2030, como parte de su camino hacia la carbono neutralidad en el año 2050. Para alcanzar estos objetivos, será necesario realizar esfuerzos constantes para reducir las emisiones del sector transporte. Los análisis de emisiones del ciclo de vida, como el que se presenta aquí, son herramientas clave para comprender las fuentes actuales de emisiones y evaluar los beneficios de la transición a tecnologías de cero emisiones. Con esta información, las autoridades pueden diseñar políticas específicas y efectivas para reducir las emisiones del transporte por carretera y contribuir al cumplimiento de las metas climáticas del país. 

Este blog forma parte del trabajo que realizamos en el marco de la Iniciativa ZEBRA.  

Author

Helmer Acevedo
Researcher (Consultant)

Related Reading

Cuantificación de las emisiones de gases de efecto invernadero evitadas por autobuses eléctricos en Latinoamérica: Metodología simplificada de análisis de ciclo de vida

Este trabajo presenta la nueva metodología de cálculos de la plataforma E-Bus Radar, con el desarrollo de una evaluación del ciclo de vida (ECV) para estimar las emisiones de gases de efecto invernadero evitadas con la introducción de autobuses eléctricos a batería y trolebuses.

Print

SectorHeavy vehicles

PoliciesFuel efficiency/CO2 emissions

RegionLatin America

The post Cuantificación de las emisiones de gases de efecto invernadero evitadas por autobuses eléctricos en Colombia appeared first on International Council on Clean Transportation.

New Delhi, 19 May, 2025: Six in ten daily trips in Delhi are under 4 km, yet long-haul buses continue to dominate the city’s network. New study by The International Council on Clean Transportation (ICCT) highlights how aligning transit services with short-distance mobility needs can unlock the true potential of public transport.

The study “Neighborhood public transit services: Situational analysis of bus-based public transport supply in Delhi”, proposes a neighborhood-level approach for expanding bus services, especially through the deployment of smaller electric buses designed to serve short, intrazonal routes.

It presents a first-of-its-kind spatially granular analysis of bus-based public transport availability across the National Capital Territory. By leveraging GIS, ward-level data, and transport route information from DTC and Delhi Integrated Multi-Modal Transit System (DIMTS), the study revealed that approximately 31% of urban neighborhoods in Delhi fall outside a 500-meter radius of a public bus stop, a threshold recognized as the standard for walkable access under India’s Transit-Oriented Development (TOD) policy.

The research found that while Delhi has made important strides in expanding its metro network and introducing new buses under govt’s initiatives, access to low-cost, reliable neighborhood mobility remains limited for many.

Nearly one-third of Delhi’s urban area lacks convenient access to formal bus services. For thousands of residents, daily mobility often involves long walks or costly last-mile connections, conditions that discourage public transport use and contribute to congestion and pollution.

Among the most underserved are municipal wards such as:-
– Deoli
– Jaitpur
– Sangam Vihar
– Mustafabad
– Ghonda
– Sainik Enclave
– Hari Nagar Extension
– Prem Nagar

All of them were found to have zero buildings within 500 meters of a bus stop. The study notes that while the national capital has extensive and vast public transport connectivity, it lacks accessibility in dense urban settlements where a traditional 12m city bus cannot operate with ease.

By aligning route design with localised demand patterns and physical constraints such as road widths, the study strongly advocates short-distance, high-frequency neighbourhood buses tailored to Delhi’s complex urban fabric.

The report recommends deploying smaller 9-meter neighborhood buses on roads 7 meters or wider, a move recently initiated under the Delhi Government’s new Delhi Electric Vehicle Interconnector (DEVI) buses. These buses, launched by Chief Minister Rekha Gupta, are intended to serve as last-mile and intra-zonal connectors across areas that cannot accommodate traditional 12-meter buses.

ICCT India has been part of developing the initial international consultation, idenfying assessment parameter, route validation, and stakeholder consultations for the neighbourhood buses with the Delhi Authorities.

“First- and last-mile connectivity and the need to serve low-density or hard-to-reach areas are critical challenges that hinder the scaling up of bus services in cities. To address these issues, cities around the world have introduced neighborhood-level bus services, such as Community Buses in Japan, Neighborhood Circulators in the United States, and Quartiersbusse in Germany. In India, DEVI Bus is a similar innovation, with the Delhi Government piloting such a service in the city. If successful, this scheme could not only benefit Delhi but also have a strong ripple effect across other cities in the country.” – Amit Bhatt, India Managing Director, ICCT.

“Our GIS-based research highlights critical gaps and opportunities in neighbourhood-level access to public bus transit across Delhi NCT. By mapping transit gaps with key physical and demand indicators, this approach enabled targeted service supply for equitable transit access that shall improve intrazonal and last-mile connectivity through neighbourhood bus services”- Bhaumik Gowande, Associate Researcher, ICCT.

“To achieve its clean air and accessibility goals, Delhi’s policy frameworks must actively incentivize and support the integration of electric bus networks into neighborhood-level planning. Effectively providing equitable and Sustainable neighborhood-level connectivity to Transit.” – Revathy Pradeep, Researcher, ICCT.

Key Findings from the Study:
1. Over 31% of Delhi’s neighborhoods do not have a bus stop within a 500-meter walking distance, meaning nearly one in every three to four neighborhoods lacks convenient access to public bus services.
2. Some wards, such as Deoli, Hari Nagar Extension, Jaitpur, Sangham Vihar-A, Sainik Enclave, Ghonda, Mustafabad, Prem Nagar etc. have no buildings located within 500m distance accessible proximity to a bus stop, showing critical critical coverage gaps in the current network.
3. Based on govt’s data 60% of all trips in Delhi are less than 4 kilometres, with 80% under 6 kilometres. In zones like Dwarka, intra-subcity trips dominate travel behaviour, the average trip length is just 4.3 kilometres within a 5-kilometre radius. Yet even in Metro-connected areas, the absence of robust local connectivity forces commuters to depend on informal or motorised modes, diminishing the utility of fixed-route mass transit systems.
4. The current fleet of standard-sized buses is primarily suited for trunk routes and is often unable to operate within the dense, narrow inner streets of many Delhi neighbourhoods.
5. To minimize dead kilometres and enable opportunity charging, a 5-kilometer operating radius around depots is recommended for the deployment of smaller electric neighbourhood buses.

Additionally, the report advises limiting new neighborhood routes to a 5-kilometer service radius from depots, to minimise dead kilometres and ensure the feasibility of electric buses with opportunity charging needs.

As India’s cities face rising population pressures and escalating mobility demands, this study offers a roadmap for inclusive, sustainable transit strategies, localized planning and data-driven design must be at the heart of the next generation of public transport reforms.

By highlighting both systemic access gaps and actionable solutions, the ICCT study sets a new benchmark for neighborhood-focused transport planning one that other Indian cities may soon look to replicate.

For more information, access the study here: Neighborhood public transit services: Situational analysis of bus-based public transport supply in Delhi

END

Media contact
Almas Naseem
communications@theicct.org

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

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This brief outlines the analytical steps developed by the ICCT to estimate the specific job demand potential from constructing and installing charging infrastructure around the country, including some electricity grid upgrades, to support projected zero-emission medium- and heavy-duty vehicle (ZE-MHDV) deployment in the United States. The example analysis presented considers potential job demand from 2026 to 2032 that results from the charging infrastructure investments driven by the Commercial Clean Vehicle Credit (45W) and the Advanced Manufacturing Production Tax Credit (45X) from the Inflation Reduction Act of 2022. These methods and results will be further outlined in a forthcoming report that will also discuss the implications in more detail.

National level results highlight projected front-of-the-meter (FTM), behind-the-meter (BTM), and maintenance and repair job demand nationwide from 2026 to 2032. In 2032, there will be a projected 30,000 full-time equivalent jobs from MHDV infrastructure investments, and BTM jobs represent 82% of job demand. By project role, those jobs in the electrical and engineering category make up 62%, construction and labor are 24%, and management and planning are 14%.

Figure 4. Estimates of additional FTM, BTM, and maintenance and repair job demand in the United States, 2026–2032

Figure 8. Top 10 U.S. states by estimated job demand for charging and grid infrastructure in 2032

The post A method of estimating workforce needs from charging infrastructure build-out for medium- and heavy-duty vehicles appeared first on International Council on Clean Transportation.

Prior to joining ICCT, she completed her Ph.D. in Civil Engineering Systems within the Colaborative Doctoral Partnership between the Transport Research Center of the Technical University of Madrid and the Economics of Climate Change, Energy and Transport Unit of the Joint Research Center of the European Commission. During this time, she combined her doctoral project, which analyzed the impact of shared mobility services on car dependency in European cities from a behavioral perspective, with contributions to science-for-policy projects such as the 100 Neutral Cities mission.

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Nowe badanie wykazało, że mechanizm kredytowania energii elektrycznej mogą obniżyć koszty dla polskich operatorów ciężarówek nawet o 10%

Berlin/Warszawa, 21 maja 2025 r. – Nowy raport the International Council on Clean Transportation (ICCT) wskazuje znaczący potencjał na obniżenie kosztów operacyjnych w polskim sektorze transportu towarowego. Wykorzystując mechanizm przewidziany w unijnej Dyrektywie w sprawie energii odnawialnej (RED III), można będzie znacząco obniżyć całkowite koszty eksploatacji ciężarówek i przyspieszyć ich elektryfikację w Polsce, która pozostaje liderem przewozów towarowych w Europie pod względem wolumenu.

Zapisy wynikające z RED III, które obecnie oczekują na wdrożenie przez polski rząd, umożliwią podmiotom dostarczającym odnawialną energię elektryczną do pojazdów elektrycznych zdobywanie na uzyskanie specjalnych, zbywalnych kredytów (jednostek emisji). Kredyty te mogą być sprzedawane dostawcom paliw w celu wykorzystania ich do realizacji swoich celów w zakresie udziału energii odnawialnej.

ICCT szacuje, że do 2030 roku całkowity koszt posiadania (TCO) ciężarówki elektrycznej zasilanej bateriami w Polsce – uwzględniający koszty zakupu, utrzymania i eksploatacji – może spaść nawet o 10% dzięki wykorzystaniu kredytów za energię elektryczną. Dla przewoźników działających w branży o niskich marżach to realne oszczędności.

„Kredytowanie energii elektrycznej wykorzystywanej do ładowania w zajezdniach może znacznie obniżyć koszty i przyspieszyć elektryfikację flot pojazdów ciężarowych w Polsce” – podkreśla Chelsea Baldino, kierująca programem paliwowym ICCT. – „Politycy mają obecnie szansę wzmocnić ten kluczowy sektor gospodarki, uwzględniając ładowanie w bazach – również tych prywatnych – przy wdrażaniu zapisów RED III.”

Dzięki dodatkowym krótkoterminowym zachętom jak np. dotacje, elektryczne ciężarówki mogą stać się jeszcze tańsze w eksploatacji niż te z silnikiem diesla. W przypadku ciężarówek wyprodukowanych w 2030 roku, przy zastosowaniu mechanizmem kredytowania, pojazdy ciężarowe z napędem elektrycznym mają o 24% niższe całkowite koszty posiadania (TCO) niż ich odpowiedniki z silnikami diesla.

Polska, będąca jednym z największych rynków transportu towarowego w Europie, nie wdrożyła jeszcze postanowień Dyrektywy RED III. Rozszerzenie możliwości uzyskania kredytów za ładowanie w zajezdniach – również tych prywatnych – może zwiększyć zarówno efektywność ekologiczną, jak i konkurencyjność ekonomiczną sektora logistycznego w kraju.

-KONIEC-

Szczegóły publikacji

Tytuł: Kredytowanie energii elektrycznej za ładowanie w bazach transportowych. Analiza potencjalnych oszczędności kosztowych dla polskich operatorów ciężarówek.
Autorzy: Jane O’Malley, Hussein Basma, Chelsea Baldino
Proszę użyć tego linku przy cytowaniu raportu: theicct.org/publication/electricity-crediting-for-depot-charging-assessing-a-cost-advantage-for-poland-truck-operators-may25

Kontakt dla mediów:

Susana Irles, Starsza Specjalistka ds. Komunikacji
susana.irles@theicct.org

O the International Council on Clean Transportation (ICCT)

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The post Nowe badanie wykazało, że mechanizm kredytowania energii elektrycznej mogą obniżyć koszty dla polskich operatorów ciężarówek nawet o 10% appeared first on International Council on Clean Transportation.

Past ICCT research has shown that increasing BEV sales is the most cost-effective option for manufacturers to comply with the CO₂ emission standards for both light- and heavy-duty vehicles. A new provision in the Renewable Energy Directive (RED) III could help accelerate battery electric truck adoption once implemented by EU Member States. This measure provides financial incentives for renewable electricity delivered to electric vehicles, including at depots—the backbone of the HDV charging ecosystem. 

In Poland, Europe’s leading goods transporter by volume and the sixth-largest economy, truck and charge point operators could stand to benefit significantly from the RED III’s electricity crediting provisions. The Polish government has yet to implement RED III transport targets or establish a market-based mechanism for fuel suppliers.  

This study examines the potential impact of RED III charging credits, particularly from depot charging, on the total cost of ownership (TCO) of Poland’s most common heavy-duty vehicle—the long-haul tractor-trailer. It estimates the amount of renewable electricity credits these vehicles could generate annually under different decarbonization scenarios for Poland’s electricity grid and median EU credit prices. The results suggest that the Polish government can support the electrification of the heavy-duty vehicle sector by implementing RED III electricity crediting, particularly for charging at depots. With crediting in place, we find that model year 2030 battery electric trucks have a 24% lower TCO than diesel trucks.

Figure 4. Total cost of ownership in 2030 assuming a moderate share of renewables and median EU credit prices

The post Electricity crediting for depot charging: Assessing a cost advantage for Poland truck operators appeared first on International Council on Clean Transportation.

La flota de autobuses eléctricos en América Latina alcanzó los 6.055 vehículos al cierre de 2024, lo que representa un aumento del 13% en comparación con el año anterior. La flota creció sustancialmente desde 2017—cuando constaba de apenas 801 vehículos, casi todos trolebuses—con una tasa de crecimiento promedio del 33,5% anual. Este crecimiento fue impulsado inicialmente por la incorporación de autobuses eléctricos a batería (BEB, por sus siglas en inglés) en Chile y Colombia, seguidos por Brasil y México. La flota de trolebuses, concentrada principalmente en Brasil y México, mostró una expansión más limitada, aunque todavía representó el 17% del total de autobuses eléctricos en América Latina en 2024.

Mayores flotas, por ciudad

Los autobuses eléctricos en América Latina están concentrados en unas pocas ciudades. Santiago y Bogotá representan más del 65% de la flota eléctrica en operación en la región. Aproximadamente el 72% de los BEB adquiridos en 2024 operan en Santiago (34%), São Paulo (30%) y Ciudad de México (8%).

Los trolebuses representan el 100% de la flota de autobuses eléctricos en Quito, el 73% en Ciudad de México y el 44% en São Paulo. En cambio, Santiago y Bogotá cuentan exclusivamente con BEB en operación.

Figure 2. Flota de autobuses eléctricos por ciudad, 2024

Emisiones del ciclo de vida

Los autobuses con motor de combustión interna (ICEB) generan, en promedio, el doble de emisiones de gases de efecto invernadero (GEI) a lo largo de su ciclo de vida que los trolebuses, y entre 3 y 4 veces más que los BEB.
Las características de cada país influyen en las emisiones por vehículo, especialmente en el caso de los autobuses eléctricos: los BEB que operan en México y Chile emiten entre 1,2 a 2 veces más que vehículos equivalentes en Colombia o Brasil, debido a las diferentes intensidades de carbono de las redes eléctricas en estos países.

Considerando el tamaño de autobús más frecuente en América Latina (12–15 m), los BEB en Colombia y Brasil emiten un 78,3% y un 77,2% menos de GEI que los ICEB, respectivamente. En México, la reducción de emisiones en comparación con los autobuses ICE es similar para los BEB (65,7%) y los trolebuses (62,6%); en Chile, por otro lado, los BEB emiten un 68,8% menos que los autobuses ICE, mientras que los trolebuses logran una reducción más modesta, del 25,5%. En promedio, en el resto de los países, los BEB generan un 70,7% menos emisiones que los autobuses ICE.

Figure 3. Comparación de las emisiones del ciclo de vida de autobuses de 12–15 m, por país

Fabricantes de autobuses eléctricos por país

De 2018 a 2024, BYD fue el mayor proveedor de autobuses eléctricos en América Latina, con 2.606 unidades vendidas—43,7% de la flota regional— principalmente en Colombia y Chile. Le siguieron Foton, con 1.404 autobuses vendidos casi exclusivamente en Chile, y Yutong, con 890 unidades concentradas principalmente en México y Chile. La empresa brasileña Eletra comercializó 477 vehículos, entre BEB y trolebuses, todos en Brasil.

KingLong (72 unidades), Zhongtong (70), Sunwin (64) y Mercedes-Benz (62) completan el grupo de los ocho principales proveedores de autobuses eléctricos en la región durante este período. Otros fabricantes representaron 472 autobuses eléctricos, equivalentes al 7,8% de la flota total.

De los 6.055 autobuses eléctricos incorporados en la región desde 2018, 5.147 vehículos—equivalentes al 85% de la flota—fueron suministrados por fabricantes chinos. Los fabricantes latinoamericanos Eletra, Marcopolo (Brasil) y DINA (México) aportaron un total de 545 vehículos, o el 9% de la flota. Por su parte, los fabricantes europeos, en conjunto, suministraron 114 autobuses, lo que representa el 1,9% de la flota.

Figure 4. Distribución de los autobuses eléctricos en América Latina adquiridos desde 2018 por fabricante (a la izquierda), país (en el centro) y tipo de autobús (a la derecha)

Definiciones y fuentes de datos

Los datos presentados se obtuvieron del E-BUS RADAR (ebusradar.org), una plataforma mantenida por la alianza Zero Emission Bus Rapid-deployment Accelerator (ZEBRA), con el apoyo del Instituto Clima e Sociedade. En diciembre de 2024, E-BUS RADAR había mapeado más de 6.000 autobuses eléctricos en América Latina, abarcando 12 países y 55 ciudades.

Los métodos utilizados para calcular las emisiones del ciclo de vida se presentan en Ana Beatriz Rebouças y André Cieplinski, Cuantificando las emisiones evitadas de gases de efecto invernadero por e-bus en América Latina: Una metodología simplificada de evaluación del ciclo de vida (International Council on Clean Transportation, 2024), https://theicct.org/publication/es-quantifying-avoided-ghg-emissions-by-e-buses-in-latin-america-a-simplified-life-cycle-assessment-methodology-aug24/.

Autobuses eléctricos incluyen tanto los autobuses eléctricos a batería como los trolebuses.

Autobuses eléctricos a batería son aquellos movidos por uno o más motores eléctricos, con paquetes de baterías a bordo.

Trolebuses son autobuses eléctricos movidos por uno o más motores eléctricos que reciben energía mediante un sistema de cableado aéreo; pueden o no contar con baterías a bordo.

Autobuses con motor de combustión interna son vehículos propulsados por un motor de combustión alimentado con diésel o gas natural comprimido.

The post Monitor del mercado de autobuses eléctricos en América Latina appeared first on International Council on Clean Transportation.

A frota de ônibus elétricos (e-bus) da América Latina atingiu 6.055 veículos ao final de 2024, um aumento de 13% em relação ao ano anterior. A frota cresceu substancialmente desde 2017—quando era composta por apenas 801 veículos, quase todos trólebus—com uma taxa média de crescimento de 33,5% ao ano. Esse crescimento foi inicialmente impulsionado pela introdução de ônibus elétricos a bateria (BEBs) no Chile e na Colômbia, seguidos por Brasil e México. A frota de trólebus, concentrada no Brasil e no México, se expandiu de maneira mais limitada, mas ainda representava 17% de todos os ônibus elétricos na América Latina em 2024.

Maiores frotas, por cidade

Os ônibus elétricos na América Latina se concentram em poucas cidades. Santiago e Bogotá correspondem a mais de 65% da frota de ônibus elétricos em operação na região.

Aproximadamente 72% dos BEBs adquiridos em 2024 operam em Santiago (34%), São Paulo (30%) e Cidade do México (8%). Os trólebus representam 100% da frota de ônibus elétricos no Quito, 73% na Cidade do México e 44% em São Paulo. Santiago e Bogotá apresentam apenas BEBs em operação.

Figure 2. Frotas de ônibus elétricos por cidade, 2024

Emissões de ciclo de vida

Ônibus movidos à combustão interna (ICEBs) produzem, em média, 2 vezes mais emissões de gases de efeito estufa (GHG) ao longo do ciclo de vida do que os trólebus, e 3-4 vezes mais do que os BEBs. As emissões por veículo são influenciadas pelas particularidades de cada país, especialmente no caso de ônibus elétricos: BEBs operando no México e no Chile emitem de 1,2 a 2 vezes mais do que veículos equivalentes na Colômbia ou no Brasil, devido às diferentes intensidades de carbono das redes elétricas nesses países.

Considerando o tamanho de ônibus mais frequente na América Latina (12–15 m), BEBs na Colômbia e no Brasil emitem 78,3% e 77,2% menos GHG do que os ICEBs, respectivamente. No México, as reduções de emissões em relação aos ônibus ICE são comparáveis para os BEBs (-65,7%) e para os trólebus (-62,6%); no Chile, por outro lado, os BEBs emitem 68,8% menos do que os ônibus ICE, enquanto os trólebus alcançam uma redução mais modesta de 25,5%. Em média, nos demais países, os BEBs emitem 70,7% menos do que os ônibus ICE.

Figure 3. Comparação das emissões do ciclo de vida de ônibus de 12–15 m, por país

Fornecedores de ônibus elétricos por país

De 2018 a 2024, a BYD foi o maior fornecedor de e-bus para a América Latina, com 2.606 ônibus—43,7% da frota regional—vendidos predominantemente na Colômbia e no Chile. Em seguida ficou a Foton, com 1.404 ônibus vendidos quase exclusivamente no Chile, e a Yutong, cujos 890 ônibus se concentraram principalmente no México e no Chile.

A empresa brasileira Eletra vendeu 477 BEB e trolebus durante o período, todos no Brasil. KingLong (72 e-bus), Zhongtong (70), Sunwin (64) e Mercedes-Benz (62) completaram o grupo dos oito principais fornecedores para a região entre 2018 e 2024. Outros fabricantes foram responsáveis por 472 ônibus elétricos, ou 7,8% da frota.

Dos 6.055 e-bus na região desde 2018, 5.147 veículos—85% da frota—foram fornecidos por fabricantes chineses. Os fabricantes latino-americanos Eletra, Marcopolo (Brasil) e DINA (México) foram responsáveis por 545 veículos, ou 9% da frota. Fabricantes europeus, em conjunto, forneceram 114 ônibus, ou 1,9% da frota.

Figure 4. Distribuição dos ônibus elétricos da América Latina adquiridos desde 2018 por fabricante (à esquerda), país (ao centro) e tipo de ônibus (à direita)

Definições e fontes de dados

Os dados foram adquiridos a partir do E-BUS RADAR (ebusradar.org), mantido pela parceria Zero Emission Bus Rapid-deployment Accelerator (ZEBRA) com o apoio do Instituto Clima e Sociedade. Em dezembro de 2024, o E-BUS RADAR mapeou mais de 6.000 e-bus na América Latina, abrangendo 12 países e 55 cidades.

Os métodos para calcular as emissões do ciclo de vida estão apresentados em Ana Beatriz Rebouças e André Cieplinski, Quantificação das emissões de gases de efeito estufa evitadas por ônibus elétricos na América Latina: uma metodologia simplificada de avaliação do ciclo de vida (International Council on Clean Transportation, 2024), https://theicct.org/publication/pt-quantifying-avoided-ghg-emissions-by-e-buses-in-latin-america-aug24/.

Ônibus elétricos incluem tanto os ônibus elétricos a bateria quanto os trólebus.

Ônibus elétricos à bateria são aqueles movidos por motor(es) elétrico(s) com pacotes de baterias a bordo.

Trólebus são ônibus elétricos movidos por motor(es) elétrico(s) com energia obtida por meio de um cabo aéreo; podem ou não ter pacotes de baterias a bordo.

Ônibus movidos à combustão interna são movidos por um motor de combustão alimentado por diesel ou gás natural comprimido.

The post Monitoramento do mercado de ônibus elétricos na América Latina (2024) appeared first on International Council on Clean Transportation.