ANNUAL REPORT 2018

International Council on Clean Transportation

1500 K Street NW Suite 650
Washington DC 20005 USA

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

© 2020 International Council on Clean Transportation

TABLE OF CONTENTS
ICCT’s year in review...................................................................................... iv

Compliance and enforcement......................................................................4

Clean air............................................................................................................. 7

Electric vehicles............................................................................................... 9

Fuels...................................................................................................................12

Green freight................................................................................................... 14

Heavy-duty vehicles.......................................................................................17

Marine.............................................................................................................. 20

Passenger vehicles........................................................................................23

2018 ANNUAL REPORT | i

ii | 2018 ANNUAL REPORT
MISSION
The International Council
on Clean Transportation is
an independent nonprofit
organization which provides
unbiased technical and scientific
research. 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.

2018 ANNUAL REPORT | iii

ICCT’S 2018 YEAR IN REVIEW
Last year saw great strides in global efforts to Events in the United States were not as promising.
combat transport emissions. In 2018, the U.S. administration signaled its
intention to roll back the 2025 passenger vehicle
The International Maritime Organization agreed
fuel economy standards. Our research found that
to a long-term greenhouse gas (GHG) strategy
the proposed regulation used a deeply flawed
which aims to reduce international shipping’s GHG
methodology that artificially inflated cost estimates
emissions at least 50% below 2008 levels by 2050.
and reduced benefits. We also found mounting
If the international maritime sector were a country,
evidence that automakers can readily meet or
it would rank sixth in the world for GHG emissions,
exceed the 2025 targets. We have urged the
slightly above Germany.
administration to reconsider.
China, Brazil, and Mexico each adopted world-class
Elsewhere in the world, the ICCT was active in
emission standards for heavy-duty vehicles in
region-spanning initiatives such as encouraging the
2018. If implemented effectively, these standards
adoption of zero-emission vehicles, eliminating soot
that will dramatically lower diesel soot pollution,
emissions from public bus fleets, ensuring emissions
which contributes to both premature mortality and
compliance in the real world, supporting robust
climate change.
fuel-efficiency standards, and moving freight onto
THE TRANSPORT SECTOR
A major contributor to global anthropogenic CO emissions
greener pathways.

BY SECTOR FUEL COMBUSTION

What’s next for the ICCT? We plan to focus on
Other sectors
research that will not only assist in making existing
4.4%

1.1%
transportation technologies cleaner but will also
hasten the transition to electric and zero-emission
11.8% 10.1%
5.1%

Transport Electricity
and heat
technologies. That will mean, among other things,
24.3%
production
41.7% 28.4%
43.5%
Residential
5.7% helping cities monitor real-world emissions from
Manufacturing industries
and construction
Other energy
industry own use cars, truck, and buses, providing technical support
5.1%
18.7%

LEGEND
for India’s transition to cleaner vehicles, and urging
RAIL MARINE AVIATION TWO- OR THREE-
WHEELED VEHICLES
HEAVY-DUTY
VEHICLES
LIGHT-DUTY
VEHICLES
European regulators to strengthen and expand
Sources:
Based on IEA data from IEA CO2 Emissions from Fuel Combustion © OECD/IEA 2017, www.iea.org/statistics. Licence: www.iea.org/t&c; as modified by ICCT.
Transport sector CO2 emissions are adjusted to reflect higher ICCT estimates for marine emissions: Olmer, N., Comer, B., Roy, B., Mao, X., & Rutherford, D. (2017). Greenhouse gas emissions from global
shipping, 2013–2015. Retrieved from https://www.theicct.org/sites/default/files/publications/Global-shipping-GHG-emissions-2013-2015_ICCT-Report_17102017_vF.pdf
post-Euro 6 standards.
CO2 emissions for road transport, rail, and aviation are based on IEA data from the Mobility Model version ETP 2017 © OECD/IEA 2017; tank-to-wheel GHG estimates by transport sub-sector (excluding
marine) are adjusted to align with transport sector CO2 emissions estimates in IEA CO2 Emissions from Fuel Combustion.

Clearly, the ICCT’s core mission of decarbonizing

The European Union finalized efficiency standards transport is more urgent than ever.
for passenger cars that require a reduction in CO2
emissions of 37.5 percent by 2030, and which would
achieve a fleetwide average 59 g/km or 81 miles per
gallon on the U.S. test cycle. These standards also
include a zero and low-emission vehicle sales target Drew Kodjak
of 15% in 2025 and 35% in 2030. Executive Director

iv | 2018 ANNUAL REPORT

AVIATION
The ICCT’s aviation program
works to ensure that policy
for the aviation sector is
informed by high-quality,
transparent analysis of the
environmental performance
of aircraft and airlines.

2018 ANNUAL REPORT | 1

 Aviation is a major contributor to climate pollution, accounting for
about 850 million tonnes of CO2 in 2017. The aviation team at the
ICCT produces real-world data and analysis to help efforts to reduce
the impact of air travel on the environment. Researchers from the
ICCT have been at the forefront of assessments of the environmental
impacts of emerging supersonic transport aircraft that demonstrate
the need for effective international standards. Also in 2018, an ICCT
study showed that a majority of U.S.-based passenger aircraft will
already meet the International Civil Aviation Organization’s (ICAO)
2028 CO2 standards without additional efficiency improvements.
The findings illustrate an opportunity for the U.S. Environmental
Protection Agency to strengthen the standards by applying them to
all in-service aircraft.

AIRLINE EFFICIENCY RANKINGS

The ICCT’s aviation team released an updated efficiency ranking for
transatlantic routes, revealing fuel efficiency improvements of an
average of 1% per year since 2014, less than the industry goal. The
ICCT also performed a ranking of transpacific airlines, revealing an
efficiency performance gap of 64% between the most and least fuel-
efficient carriers, the widest gap identified in ICCT studies to date.
With an increase in demand for air travel, these rankings illustrate the
urgent need for more fuel-efficient aircraft.

ANC

5500 km
3200 km 5600 km LHR
8200 km
NRT SFO JFK
LAX

Supersonic route
Subsonic route
Shared route
6600 km
12,100 km

PPT

SYD 6100 km

CO2 emissions per passenger on representative supersonic (red) and subsonic

(green) routes
(Environmental performance of emerging supersonic transport aircraft)

2 | 2018 ANNUAL REPORT

 Excess
Average Fuel Economy [pax-km/L] Fuel/pax-km
Norwegian 44 —
WOW air 39 + 13%
SWISS 37 + 19%
KLM 36 + 22%
Turkish 35 + 26%
Air France 35 + 26%
Thomas Cook 35 + 26%
Virgin Atlantic 35 + 26%
Icelandair 34 + 29%
Iberia 34 + 29%
Delta 34 + 29%
Scandinavian 34 + 29%
American 33 + 33%
Austrian 33 + 33%
Aer Lingus 33 + 33%
Alitalia 33 + 33%
Aeroflot 33 + 33%
United 31 + 42%
Lufthansa 30 + 47%
British Airways 27 + 63%
INDUSTRY AVERAGE

Fuel efficiency of 20 airlines on transatlantic passenger routes, 2017

(Transatlantic airline fuel efficiency ranking, 2017)

PUBLICATIONS OF NOTE:
U.S. Passenger Jets under ICAO’s CO2 Standard, 2018-2038
(working paper)

Transatlantic airline fuel efficiency ranking, 2017

(white paper)

Environmental performance of emerging supersonic transport

aircraft (working paper)

Transpacific airline fuel efficiency ranking, 2016

(white paper)

2018 ANNUAL REPORT | 3

 COMPLIANCE AND
ENFORCEMENT
ICCT research plays a crucial
role in illuminating the scale
and scope of disparities
between vehicle-efficiency
targets and pollutant
emissions standards and
“real-world” behavior in
everyday use.

4 | 2018 ANNUAL REPORT

In 2018, the ICCT helped to launch The Real Urban Emissions (TRUE)
Initiative, a partnership of expert groups with a shared interest in
reducing vehicle emissions and improving urban air quality. The
TRUE Initiative collects and publishes real-world emissions data in
order to reveal the magnitude and scope of excess vehicle emissions.
The data is intended to inform consumers and support efforts at the
city level to improve urban air quality.

In December, TRUE released the results of its London remote sensing

campaign, undertaken to increase the availability of information
about exhaust emissions throughout the city. The campaign, a
collaboration with the City of London, found certain models of
London’s black taxis produce, on average, higher NOx emissions than
diesel passenger cars covered by the same emissions standard. In
addition, they found average NOx emissions from London’s buses
have declined significantly over the past 5 years.

LABORATORY AND ON-ROAD TESTING IN CHINA

There is growing evidence that vehicle emissions under real-world
driving conditions can be significantly higher than certified values.
Researchers from the ICCT examined two gasoline cars certified
under the China 5 emission standards using both lab tests and a
Portable Emissions Measurement System. NOx emissions were found

2018 ANNUAL REPORT | 5

 to be significantly higher than the standards in more realistic driving
conditions. Carbon monoxide emissions in some cases exceeded the
China 5 limit by 2.8 times. In addition, on-road fuel consumption was
found to be up to 50% worse than the certified values. The findings
point to a need for the inclusion of more realistic test procedures and
robust in-use compliance programs.

REMOTE SENSING CAMPAIGN IN LONDON

35
China I
30 China II
Estimated China III limit China III
25 Estimated China IV limit China IV
g NOX/kg CO2

Estimated China V limit China V

20 Truck
Bus
15

10

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 3940 41 42 434445 46 47 484950 51 52 53 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Truck No. Bus No.

Real-world NOx/CO2 emissions of diesel HDVs, by vehicle compared to standards in China

(Real-world emissions in China: A meta-study of PEMS data)

PUBLICATIONS OF NOTE:
Remote sensing of motor
vehicle emissions in London
(white paper)

Remote sensing of motor

vehicle exhaust emissions
(white paper)

Real-world emissions in China:

A meta-study of PEMS data
(white paper)

Determination of real-world
emissions from passenger
Share of passenger vehicle families receiving a green, yellow, or red TRUE Initiative
vehicles using remote sensing
rating grouped by fuel type and Euro standard.
data (consulting report)
(Explanation of the TRUE real-world passenger vehicle emissions rating system)

6 | 2018 ANNUAL REPORT

CLEAN AIR
The ICCT advises
governments and civil
society organizations on
strategies to address the
public health and near-term
climate impacts of outdoor
air pollution from
motorized transportation.

2018 ANNUAL REPORT | 7

 Just one out of ten people breathe clean air today, according to the
World Health Organization. As a major contributor to this outdoor
air pollution, the transport sector is responsible for nearly 400,000
annual premature deaths and 1 trillion U.S. dollars in annual health
damages. In 2018, the ICCT released a progress assessment
regarding the introduction of low-sulfur fuels and cleaner diesel
vehicles. The study found soot-free standards in the largest vehicle
markets are projected to reduce global black carbon emissions from
diesel road transport by 37% by 2040, equivalent to 40% below
2010 levels.

PUBLICATIONS OF NOTE:
Global progress toward soot-
free diesel vehicles in 2018
(report)
Cost-benefit assessment of
the China VI emission standard
for new heavy-duty vehicles
(working paper)
ZEBRA PARTNERSHIP
In October, the ICCT announced together with the C40 Cities
Climate Leadership Group the launch of the Zero Emission Bus
Rapid-deployment Accelerator (ZEBRA). The ZEBRA partnership
will deliver technical assistance in C40 cities—particularly Santiago,
Sao Paulo, Medellin, and Mexico City—to develop a fleet-wide zero
emission deployment strategy. The partners will work to secure
commitments from major bus and engine manufacturers to make
available zero emission bus technology in Latin America. The
partners will seek commitments from financing institutions to make
available 1 billion U.S. dollars for investment in zero emission bus
infrastructure by 2021.

Technology of new HDDVs

RUS DPF
ISL
CAN No DPF

Annual new HDDV sales

5
GRC JPN
BMU 200,000
MEX
OMN PHL 400,000
CPV
GUF PLW
FSM 600,000
GHA MDV KIR
GAB MYS 800,000
SYC IDN SLB
BRA TLS PNG
MOZ PYF 1,000,000
MDG AUS NCL TON

ARG ZAF HDDV, heavy-duty diesel vehicle;

NZL DPF, diesel particulate filter

Implementation of soot-free standards for new heavy-duty diesel vehicles (HDDV)

among Marrakech Communiqué signatories under adopted policies in 2021.
(Global progress toward soot-free diesel vehicles in 2018)

8 | 2018 ANNUAL REPORT

ELECTRIC VEHICLES
The ICCT analyzes trends in
electric-vehicle technologies
and vehicle markets to
evaluate what policies and
incentives are most effective
in accelerating the global
transition to electric vehicles.

2018 ANNUAL REPORT | 9


PUBLICATIONS OF NOTE:
Modernizing vehicle regulations
for electrification (briefing)
Using vehicle taxation policy to
lower transport emissions: An
overview for passenger cars in
Europe (report)
Electric vehicle capitals:
Accelerating the global
transition to electric drive
(briefing)
Lessons learned on early
electric vehicle fast-charging
deployments (white paper)
10 | 2018 ANNUAL REPORT
Zero-emission vehicles are a vital component of plans to reduce
emissions from the transportation sector. Researchers with the
ICCT are analyzing the growing body of data which shows how
a wide range of policies are supporting the transition. This year,
researchers assessed how charging infrastructure deployment,
battery and technology cost, taxation, and direct government
support policies at the country and local level are influencing the
electric vehicle market.
ICCT research revealed that nearly half of the world’s electric vehicle
sales are concentrated in 25 cities. These cities use a combination
of strategies to ensure electric vehicle model availability, incentives
to reduce vehicle price, infrastructure to ensure convenience,
and campaigns to educate consumers. In addition, many of these
cities offer vehicle licensing and other financial incentives. ICCT
researchers also analyzed how taxation policy in different European
countries may induce consumers to opt for low-emission vehicles.
POWER PLAY: HOW GOVERNMENTS ARE
SPURRING THE ELECTRIC VEHICLE INDUSTRY
ICCT researchers undertook a detailed assessment of electric
passenger vehicle manufacturing and sales, revealing that China,
Japan, South Korea, and the United States account for nearly all
global electric vehicle production. In 2017, China’s battery cell
production for light-duty electric vehicles was 11 times that of the
United States and 22 times that of Europe. The study showed that
more than 80% of the world’s new automobiles are subject to
standards that encourage industry investments in vehicle technology.
Leading electric vehicle markets also have specific regulations,
infrastructure investments, and consumer incentives for electric
vehicle purchases in place.
 San Francisco
Hangzhou 2% Tianjin 2%
2%
Tokyo 2%
San Jose 2%
Other Oslo
Other 3%
2% Qingdao 2%
China
18% Shenzhen Guangzhou 1%
Other 3%
Japan New York 1%
4% Electric
vehicle Bergen 1%
Other Los Angeles
capitals
U.S. 5% Paris 1%
44%
13%
Changsha 1%

Beijing London 1%
5% Amsterdam 1%
Other
Europe San Diego 1%
19% Shanghai Zhengzhou 1%
5% Stockholm1%
Seattle 1%
Chongqing Kyoto 1%
1% Wuhan 1%

Electric vehicles in 25 electric vehicle capitals and as a share of the global electric
vehicle stock
(Electric vehicle capitals: Accelerating the global transition to electric drive)

Dongfeng
15,000,000
BMW
Mercedes

Tesla

General Motors

Geely

U.S. BAIC
10,000,000
Electric vehicle sales

Chonging
Changan

Europe

Volkwagen

5,000,000
Toyota

China

Nissan
Renault
Mitsubishi

0
2020 2021 2022 2023 2024 2025 Automaker
announcements
Government regulations by 2025
(adopted and strongest proposals under consideration)

Government regulations and 2025 automaker targets for electric vehicles

(Modernizing vehicle regulations for electrification)

2018 ANNUAL REPORT | 11

 FUELS
The ICCT works to identify
the fuels that offer the
greatest carbon reductions
and works with policymakers
to ensure biofuel feedstock
sustainability, account for
indirect effects, and support
the commercialization
of emerging low-carbon
technologies.

12 | 2018 ANNUAL REPORT

 Low-carbon fuels can substantially reduce the climate impact of
transport. But not all alternative fuels are improvements over fossil
fuels. Researchers at the ICCT have assessed biofuel mandates in
energy policies around the globe to inform policymakers of their real-
world impacts. Research from the ICCT in 2018 concerning the fuels
sector included the indirect land-use change (ILUC) risk of biofuels,
renewable methane potential, and the production of alternative
jet fuel. Researchers at the ICCT highlighted to policymakers that
Canada’s proposed Clean Fuel Standard would deliver approximately
half of its target for GHG reductions due to ignoring emissions from
ILUC. ICCT research on the issue gained national attention.

EUROPEAN UNION RENEWABLE FUEL POLICY

The European Union’s Renewable Energy Directive proposed phasing
out the contribution of high indirect land-use change (ILUC) risk
biofuels towards renewable energy targets but created an exception
for low ILUC risk biofuels. However, the definition of low ILUC risk
biofuels used would not necessarily result in reduced ILUC. The
Commission subsequently adopted language recommended in public
comments submitted by the ICCT that would reduce the amount
of high ILUC palm oil that will make its way into European cars and
trucks. As a result, the associated environmental damage should be
substantially reduced.
35 Wood
PUBLICATIONS OF NOTE: Dairy biogas
30 Silage maize
Analysis of high and low
Landfill gas
indirect land-use change
GHG savings (MT CO2e/year)

25 Electric vehicles
definitions in European Union
Soy renewable diesel
renewable fuel policy
20 Canola renewable diesel
(working paper)
UCO biodiesel
What is the role for renewable 15 Animal fat biodiesel
methane in European Soy biodiesel
decarbonization? (briefing) 10 Canola biodiesel
Sugarcane ethanol
The potential for low-carbon 5 Sugarbeet ethanol
renewable methane in heating, Barley ethanol
power, and transport in the 0 Wheat ethanol
European Union Corn ethanol
(working paper) -5 Palm and PFAD
renewable diesel
A comparison of induced -10 Fossil fuels
land-use change emissions Reported GHG savings Actual GHG savings Net GHG savings
estimates from energy crops
(white paper) Reported vs. real GHG savings from the Clean Fuel Standard in 2030
(Canada lags the United States in climate accounting of biofuels)

2018 ANNUAL REPORT | 13

 GREEN FREIGHT
The ICCT aims to improve
the real-world environmental
performance of freight
systems by focusing on
technology and its impacts on
supply chain operations, with
an eye toward integrating
policies to promote green
freight programs.

14 | 2018 ANNUAL REPORT

Green freight programs assist regulators in developing policies to
minimize emissions from freight movement, and support industry
initiatives to optimize energy efficiency and reduce emissions
from their logistics supply chains. Researchers at the ICCT helped
to coordinate the Global Green Freight Action Plan, which aims
to develop and align green freight programs worldwide while
incorporating the reduction of short-lived climate pollutants, such
as black carbon. Over 50 organizations and countries have pledged
their support for the Action Plan, thus providing a platform for global
and regional cooperation. In China, the ICCT supports port cities in
developing alternative and clean freight movement strategies to help
regions meet their air quality targets.

GREEN FREIGHT WORKSHOP

On October 3rd, the ICCT convened an International Green Freight
Workshop in San Diego, California to examine how to expand and
harmonize programs worldwide. The event was a cumulation of
input gathered in four regional green freight workshops held in
Africa, Asia, Europe, and Latin America. The event surveyed existing
programs by leading companies, examined what steps are needed
to scale up efforts, and explored new opportunities for industry
and government to work together to align government policies and
programs and industry action. A follow-up symposium is planned to
leverage the momentum built by this workshop.

Participants in the October 2018 International Green Freight Workshop

(International Green Freight Workshop)

2018 ANNUAL REPORT | 15

 Tractor Straight truck
PUBLICATIONS OF NOTE: Natural gas Pure electricity
4% 3%
China Green Freight
Assessment: Enabling a cleaner
and more efficient freight
system in China (briefing)

Beyond road vehicles: Survey

of zero-emission technology
options across the transport
sector (working paper)

Costs of emission reduction

Diesel Diesel
technologies for diesel engines 96% 97%
used in non-road vehicles and
equipment (working paper)

Fuel shares by vehicle segment in China, 2016

(China Green Freight Assessment: Enabling a cleaner and more efficient freight
system in China)

16 | 2018 ANNUAL REPORT

HEAVY-DUTY
VEHICLES
The ICCT contributes
practical expertise and
works to identify effective,
technologically ambitious
measures to reduce climate
impacts and local air
pollution from heavy-duty
vehicles, which contribute
an increasing share of total
carbon emissions from
transportation.

2018 ANNUAL REPORT | 17


PUBLICATIONS OF NOTE:
EU HDVs: Cost effectiveness of
fuel efficiency technologies for
long‑haul tractor‑trailers in the
2025‑2030 timeframe
(white paper)
Recommendations for the
proposed heavy-duty vehicle
CO2 standards in the European
Union (position brief)
Cost-benefit assessment of
the China VI emission standard
for new heavy-duty vehicles
(working paper)
Compliance pathways in the
U.S. Phase 2 heavy-duty vehicle
efficiency regulation
(working paper)
18 | 2018 ANNUAL REPORT
The ICCT has been at the forefront of research into how emissions
and fuel consumption standards are an important tool for
reducing emissions in the transport sector and how fuel efficiency
technologies can be cost-effectively implemented in heavy-duty
fleets. Nations around the globe have made significant headway
on the implementation of standards for heavy-duty vehicles. In
2018, Brazil joined the United States, Canada, Europe, Japan, India,
South Korea, Turkey, Mexico, and China in employing standards that
significantly reduce emissions from heavy-duty vehicles. Also in
2018, the European Commission released a regulatory proposal for
setting the first ever CO2 emission standards for new heavy-duty
vehicles sold in the European Union. Researchers with the ICCT
offered specific policy recommendations aimed at improving the
environmental outcomes of the standards.
ON THE WAY TO ZERO-EMISSION HEAVY-DUTY
TRANSPORT IN EUROPE: TECHNOLOGICAL
OPPORTUNITIES AND THE NEED FOR ACTION
In December, the ICCT and the Oeko-Institut hosted an event in
Brussels, Belgium on zero-emission heavy-duty transport. The event
featured expert technical analysis of zero-emission technologies
and explored how national efforts can be scaled to a European
level, helping to achieve climate change, air quality, and clean
energy goals.
 Fuel consumption (L/100km)
35 30 25 20 15 10 5 0

Reference
Reference 2015 tractor-trailer
(44.8% peak brake thermal efficiency)

7% Reduction
Reduce road load (16.7% aerodynamics,
9.1% rolling resistance, 1.4% weight)

10%
Add 2017 best-in-class engine
(46.0% peak brake thermal efficiency)

11% Increase driveline efficiency (+2%)

17%
Reduce road load (23.3% aerodynamics,
18.2% rolling resistance, 2.8% weight)

23%
Add 2020+ engine
(48.6% peak brake thermal efficiency)

26%
Reduce road load (26.7% aerodynamics,
21.8% rolling resistance, 6.9% weight)

27% Downsize engine 10% and downspeed

29%
Add Waste Heat Recovery
(51.2% peak brake thermal efficiency)

35%
Reduce road load (41.7% aerodynamics,
27.3% rolling resistance, 16.0% weight)

39%
Add 2030-era engine
(55.0% peak brake thermal efficiency)

43%
Add hybrid technology
(60% regeneration efficiency)
3.0 2.5 2.0 1.5 1.0 0.5 0.0
Payback period (years)
Payback (bottom axis) Fuel Consumption (top axis)

Cumulative fuel-consumption impacts and associated 2030 payback periods for tractor-trailer
efficiency technologies
(EU HDVs: Cost effectiveness of fuel efficiency technologies for long‑haul tractor‑trailers in the
2025‑2030 timeframe)

0%
CO2 reductions required by mandator standards
compared to baseline year (tractor trucks)

India
Japan
-10%
China EU

-20% Proposed targets by

the European
Commission
U.S. and
-30%
Canada (Tractor)

-40%
U.S. and Canada
(Tractor + Trailer)
-50%

-60%
2000 2005 2010 2015 2020 2025 2030 2035

Tractor-truck standards around the world relative to the baseline in the first phase of the standards
(The European Commission’s proposed CO2 standards for heavy-duty vehicles)

2018 ANNUAL REPORT | 19

 MARINE
The ICCT’s research has
informed policies that
address the climate impacts
of shipping, including the
development of emission
control areas, Energy
Efficiency Design Index
targets for new vessels,
and controls for black
carbon emissions.

20 | 2018 ANNUAL REPORT


PUBLICATIONS OF NOTE:
NOx emissions from merchant
vessels in coastal China: 2015
and 2030 (working paper)
Relating short-term measures
to IMO’s minimum 2050
emissions reduction target
(working paper)
Delineating a Chinese emission
control area: The potential
impact of ship rerouting on
emissions (white paper)
The International Maritime
Organization’s initial
greenhouse gas strategy
(policy update)
In April, the International Maritime Organization (IMO) adopted a
resolution codifying an initial GHG strategy for international shipping.
This strategy requires that GHG emissions be cut in half by 2050 and
that international shipping be completely decarbonized by the end
of the century. To assist with the application of the strategy, ICCT
researchers identified short- and mid-term measures that can be
enacted by fleets to help achieve the IMO target, including slowing
ships down and improving the efficiency of new ships. Additional
ICCT work on the impact of marine emissions in 2018 included
studies on NOx emissions and the establishment of coastal emission
control areas in China.
In October, the IMO agreed develop a ban on heavy fuel oil (HFO)
in Arctic waters, taking into account the benefits and costs to
industry and Arctic communities. ICCT researchers provided most
of the technical information underpinning the HFO ban, including
the number and types of ships using HFO in the Arctic, and where
they operate.
5TH ANNUAL WORKSHOP ON MARINE BLACK
CARBON EMISSIONS
In September, the ICCT convened the 5th annual workshop on
marine black carbon emissions. Workshop participants identified
more than a dozen appropriate technological solutions and
operational practices to reduce black carbon from ships. Measures
identified included the use of liquefied natural gas or distillate
fuels, the deployment of diesel particulate filters, and zero-emission
technologies such as batteries and fuel cells. The resulting report was
submitted to the IMO.
Participants in the 5th annual workshop on marine black carbon emissions in San
Francisco, CA
(5th annual workshop on marine black carbon emissions)
2018 ANNUAL REPORT | 21
 Emission control area scenarios and alternative legs between Shenzhen,
China, and Busan, Korea
(Delineating a Chinese emission control area: The potential impact of ship
rerouting on emissions)

2050 International shipping CO2 emissions and associated probability (P) of

meeting IMO’s minimum 2050 emissions target by improving technical efficiency
and implementing speed reduction.
(Relating short-term measures to IMO’s minimum 2050 emissions reduction target)

22 | 2018 ANNUAL REPORT

PASSENGER
VEHICLES
The ICCT works with
governments, researchers,
nongovernmental
organizations, and
private-sector stakeholders
to reduce fuel consumption,
greenhouse gas emissions,
and air pollution from the
global light-duty
vehicle fleet.

2018 ANNUAL REPORT | 23


PUBLICATIONS OF NOTE:
Using vehicle taxation policy to
lower transport emissions: An
overview for passenger cars in
Europe (report)
Fuel-efficiency technology
trend assessment for LDVs in
China (working paper series)
Evaluation of real-world fuel
consumption of light-duty
vehicles in China (white paper)
New vehicle fuel economy
and CO2 emission standards
emissions evaluation guide
(consulting report)
24 | 2018 ANNUAL REPORT
Passenger vehicles produce about half of all transportation-related
GHG emissions. In 2018, the ICCT worked internationally to help
inform policymakers of technology trends and best practices of
emission, fuel efficiency, and GHG standards for PVs. Researchers
assessed the consequences of rolling back the 2025 Corporate
Average Fuel Economy (CAFE) standards in both the United States
and Canada, evaluated the role of off-cycle credits in the United
States and European Union, and assessed the impact of vehicle
taxation and CO2 standards on reducing CO2 emissions from new
passenger cars in the European Union.
Researchers also performed a benefits assessment of adopting fuel
economy and CO2 emission standards in South Africa and evaluated
efficiency technology trends and real-world fuel consumption of
light-duty vehicles in China.
SUPPORT FOR GLOBAL FUEL ECONOMY
INITIATIVE ACTIVITIES
Researchers from the ICCT are assisting international regulators and
stakeholders with improving fleet efficiency. In early January, an ICCT
representative participated in an event in Lima, Peru on financial
incentives to promote cleaner vehicles in the country. The ICCT
staff member lead a technical training session on the feebate tool,
co-developed by the ICCT, which simulates the impact of customized
feebate systems on fleet average fuel economy, total CO2 emissions,
and budget stream. Also in 2018, an ICCT representative delivered a
multi-day training session on vehicular fuel efficiency technologies
and regulations for the Gulf Cooperation Council.
ICCT’s Zifei Yang with participants at the fuel economy feebate system workshop in
Lima, Peru
 220

CO2 emission values (g/km), normalized to NEDC

Fuel consumption (l/100 km gasoline equivalent)

9
200
8
180

160 7

KSA 2020: 142

140 Brazil 2017: 138 Mexico 2018: 145 6

120 India 2022: 113 5

Japan 2020: 122
US 2025: 99
100 Canada 2025: 99
S. Korea 2020: 97 4
80
3
EU 2030: 67
60
historical performance 2
40
enacted target
20 1
proposed target

0 0
2000 2005 2010 2015 2020 2025 2030

Comparison of global CO2 regulations for new passenger cars

(CO2 emissions from new passenger cars in the EU: Car manufacturers’ performance in 2017)

Privately owned car

Tax costs minus bonus payments over
a four-year holding period (€)

€44,000
Netherlands
€40,000 €10,000 Norway

€36,000 €8,000

€32,000 €6,000

€28,000 €4,000
€2,000
€24,000
€0
€20,000 0 1 2 3 4 France

€16,000

€12,000
United Kingdom
€8,000 Germany

€4,000

€0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200

CO2 emissions (g/km)

BEV PHEV Gasoline

Comparison of tax liability for a privately-owned car depending on CO2 emissions

(Using vehicle taxation policy to lower transport emissions: An overview for passenger
cars in Europe)

2018 ANNUAL REPORT | 25

STAFF
Drew Kodjak, Executive Director
Chelsea Baldino, Associate Researcher
Anup Bandivadekar, Program Director
Rosalie Berg, Intern
Brigitte Bernal, Office Manager
Yoann Bernard, Researcher
Kate Blumberg, Senior Fellow
Amber Broha, Office Manager
Kamrin Brown , AP Accountant
Keri Browning, Grants Manager
Chen Chen, Fellow
Xi Chen, Grants Manager
Shuan-Ling Chu, Office Manager
Bryan Comer, Researcher
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Hongyang Cui, Researcher
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Li Du, Researcher
Cristiano Facanha, Program Lead
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Anastasia Kharina, Researcher
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26 | 2018 ANNUAL REPORT
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Hyacinthe Nare, Intern
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Michael Nicholas, Senior Reseacher
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Tsvetana Papinova, Finance Manager
Nikita Pavleko, Researcher
Clint Petty, Senior Financial Analyst
Francisco Posada Sanchez, Senior Reseacher
Benjamin Posner, Accounting Manager
Emily Roach, Intern
Felipe Rodriguez, Senior Reseacher
Biswajoy Roy, Fellow
Daniel Rutherford, Program Director
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Seven Shoemaker, Intern
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28 | 2018 ANNUAL REPORT