In recent years, the UK’s passenger car market has seen a sharp rise in the use of electric vehicles (EVs). EVs represented 3.2pc of new passenger car registrations in 2019, and trade association the Society of Motor Manufacturers and Traders estimates this figure tripled in the first half of 2020.
This is encouraging for the UK government which, as part of its climate, air quality and energy security objectives, has committed to the aim of 50-70pc of new car sales being ultra-low emission by 2030 and 100pc of new car sales being zero emission by 2040.
These timelines may even be accelerated in response to a recent consultation that sought feedback on bringing forward the deadline for the latter of these objectives to 2035, or earlier if a faster transition is feasible.
Clearly, rapid growth in the use of EVs requires corresponding growth in the availability of charging infrastructure.
EVs have different charging needs depending on the vehicle type (i.e. battery electric or plug-in hybrid), commuting status and extent of access to home charging. A combination of these factors will determine the extent to which EV users utilise home, work, public and/or fast-charging infrastructure.
Rapid growth in the use of EVs requires a corresponding growth in the availability of charging infrastructure.
Users of EVs in the UK rely heavily on home charging, with domestic units accounting for more than 90pc of all chargers. There are obvious logistical constraints on this method of charging, particularly in cities where residents often live in dwellings of two storeys or more without access to private parking. It is therefore crucial to the growth of the EV market that other forms of charging infrastructure are developed.
With this in mind, non-profit organisation the International Council on Clean Transportation (ICCT) recently released a report that analysed the gap between the existing charging infrastructure and the network that would be required for the UK government to achieve its 2030 EV target of 50-70pc.
The ICCT report found that, at the end of 2019, the UK had installed only 7pc of the workplace, public and fast-charging infrastructure needed to support the scenario where EV sales reach 50pc, and only 5pc of what is needed should EV sales reach 70pc.
In order to achieve the 50-70pc target, roughly 341,000-430,000 additional workplace, public and fast chargers will be required to support the rapidly growing fleet of EVs.
This represents an acute shortage in charging infrastructure which, if not addressed, could stunt the growth of the EV market and prevent it from reaching its potential.
The ICCT report highlighted a positive trend in the deployment of fast charging—categorised as charging that is greater than 22KW—which has shown strong growth in comparison to public and workplace charging.
The significance of the strong growth of fast charging in the UK is that future deployment of fast chargers will not need to be quite as accelerated as it needs to be for other forms of chargers, which offers some relief for infrastructure demand. However, it remains clear that considerable investment is needed in all forms of charging infrastructure.
This represents an acute shortage in charging infrastructure which, if not addressed, could stunt the growth of the EV market.
Historically, investing in charging infrastructure has been regarded as a risk due to the cost of installation and connection and the potential for unreliable demand. At the same time, the lack of charging infrastructure has deterred many consumers from purchasing EVs due to concerns around the availability of charging points.
This has created a chicken-and-egg situation. One potential solution might be closer partnerships between the public and private sectors. For example, the UK government recently announced the Rapid Charging Fund, a £500mn ($643mn) commitment for EV charging infrastructure. It will be available to fund a portion of costs at strategic sites where upgrading connections to meet future demand for fast charge points is prohibitively expensive and uncommercial.
Measures such as these are likely to stimulate more investment in the sector and therefore generate increased deployment and higher consumer confidence—both of which will be needed on a significant scale if the UK government is to achieve its ambitious EV targets.
This Readiness grant will address the identified interrelated barriers and is expected to contribute to the emission reduction target of PNG, specifically in the transport sub-sector, in the long term. This would be achieved through the following outputs:
PNG is among the most vulnerable countries to the impacts of climate change yet continue to be increasingly dependent on fossil fuels that dominates its Greenhouse Gas emissions. To reduce its energy reliance on the fossil fuel, PNG has enhanced Nationally Determined Contribution that has targets to implement low carbon transport measures through electric mobility. The Nationally Determined Contribution of PNG also mentions about the actions like feasibility study of interventions like electric buses and national policy on electric mobility and the action plan. The climate resilience of the supporting infrastructure for the low carbon transport is also a priority area for climate change adaptation under enhanced NDCs.
Papua New Guinea''s economic development will require considerable growth in the coverage and quality of its state transport network. The total road network is 30 000 kilometers, of which 8460 km are state roads. Only 28% of the 8460 km of state roads were in a good condition as noted in 2010. A comprehensive program of rehabilitating existing roads and constructing new roads would expand the state road network to 25 000 km by 2035.
It is expected that with the expansion of state road network and urbanization, the use of land transport will increase substantially resulting in the increased number of vehicles on road. The number of vehicles is expected to increase from approximately 155,000 in 2005 to more than 600,000 in 2030. It is also estimated that the demand for transportation fuel which is fossil fuel-based in PNG could increase by a factor of three or four, resulting in emissions increasing from 1.6–2.4 to 3.3–4.5 Mt CO2e by 2030.
Besides, GHG emissions from the land transport sector will result into congestions on road and adverse impacts on health due to tailpipe emissions. Moreover, the land transport infrastructure will be vulnerable to the rising sea levels and coastal flooding, increased rainfall intensity, frequency and inland flooding.
The rapid development of electric and hybrid vehicle technology at a global level offers an opportunity to PNG to deploy electric vehicles. With the target of increasing the share of renewable energy as the source of electricity under NDC of PNG, the deployment of electric vehicles is promising. The deployment of electric vehicles would result in a substantial drop in oil consumption and offer a reduction of 22% in emissions in 2035.
To conduct market analysis to introduce and promote low carbon transport, complemented with policy, implementation roadmap, feasibility study and capacity building on electric vehicles.
The technical assistance will help in conducting a market analysis for the promotion and implementation of low carbon transport through electric vehicles. The outcome of the market analysis will be used to develop a draft policy and a roadmap of action plans for the implementation, from which selected action plans will be undertaken for feasibility study like electrification of the fleet of buses and supporting infrastructure in PNG. The technical assistance will adopt a value chain approach with special attention, made on augmenting the grid with an adequate amount of renewable energy and battery management, at end of batteries'' life.
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