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Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 i PAGE LEFT INTENTIONALLY BLANK Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 ii U.S.Department Office of NextGen 800 Independence Ave.,S.W.of Transportation Washington,DC 20591 Federal Aviation Administration April 26,2023 Dear Reader:We are pleased to share Version 2.0 of the Urban Air Mobility(UAM)Concept of Operations(ConOps)with our Federal Aviation Administration(FAA),National Aeronautics and Space Administration(NASA),and industry partners who have provided feedback to Version 1.0 of this document since its release in 2020.This ConOps documents the outcomes of the joint concept development efforts undertaken to date by the FAA NextGen Office with industry stakeholders as well as interagency coordination.The UAM ConOps Version 2.0 is an iterative progression of work in the development of the concept that will be continued to mature through ongoing government and industry stakeholder collaboration.Future editions of the UAM ConOps will provide a broader and more comprehensive vision of our shared partnership for UAM operations based on feedback and continued collaboration surrounding this iteration of the UAM ConOps.This document is key element in maturing the overall Advanced Air Mobility(AAM)concept aimed at developing an air transportation system that moves people and cargo between local,regional,intraregional,and urban locations not previously served or underserved by aviation using innovative aircraft,technologies,infrastructure,and operations.AAM will support a wide range of passenger,cargo,and other operations within and between urban and rural environments using new and innovative aircraft.Sincerely,Paul Fontaine Assistant Administrator for NextGen(A)ANG-1 Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 iii PAGE LEFT INTENTIONALLY BLANK Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 iv Executive Summary The Federal Aviation Administration(FAA)NextGen Office released the initial Concept of Operations(ConOps)v1.0 for Urban Air Mobility(UAM)in June 2020 to describe a new,future,operational environment.UAM is a subset of Advanced Air Mobility(AAM),an initiative by the FAA,National Aeronautics and Space Administration(NASA),and industry.The AAM initiative aims to develop an air transportation system that moves people and cargo between local,regional,intraregional,and urban locations not previously served or underserved by aviation using innovative aircraft,technologies,and operations.While AAM supports a wide range of passenger,cargo,and other operations within and between urban and rural environments,UAM focuses on flight operations in and around urban areas.The UAM vision is supported by the introduction of a cooperative operating environment known as Extensible Traffic Management(xTM),which complements the traditional provision of Air Traffic Services(ATS)for future passenger or cargo-carrying operations/flights.This concept is not a policy statement and is not a prescriptive statement of what the far term integration will be.It is a target description of the evolution of integration from the near-term Innovate 28 environment to a future of high-density urban operations.The concept focuses on a potential longer-term target supporting exploration and validation efforts.Future versions of the ConOps will reflect the outcomes of analyses,trials,concept maturation,and collaboration.While many of the concept elements are similar across the future cooperative environments(e.g.,UAM,Unmanned Aircraft Systems UAS Traffic Management UTM,Upper Class E Traffic Management ETM),this ConOps focuses on UAM.The envisioned evolution for UAM operations includes an initial,low-tempo set of operations that leverage the current regulatory framework and rules(e.g.,Visual Flight Rules VFR,Instrument Flight Rules IFR)as a platform for increasing operational tempo,greater aircraft performance,and higher levels of autonomy.These are made possible by increased information sharing with operations across a range of environments,including major metropolitan areas and the surrounding suburbs.Resulting from stakeholder input sessions,the mature state operations will be achieved at scale through a crawl-walk-run approach,wherein:1.Initial UAM operations are conducted using new aircraft types that have been certified to fly within the current regulatory and operational environment.2.A higher frequency(i.e.,tempo)of UAM operations in the future is supported through regulatory evolution and UAM Corridors that leverage collaborative technologies and techniques.3.New operational rules and infrastructure facilitate highly automated cooperative flow management in defined Cooperative Areas(CAs),enabling remotely piloted and autonomous aircraft to safely operate at increased operational tempos.This updated UAM ConOps v2.0 reflects the continued maturation of UAM and incorporates feedback received on v1.0,as well as research outcomes and additional input from government and industry stakeholders.Its focus is on clarifying elements from the initial version and providing additional detail in response to the feedback and input.Language and definitions have been updated to ensure consistency across the cooperative(i.e.,xTM)operating environments when applicable and includes an expanded description of Cooperative Operating Practices(COPs)(previously Community Business Rules CBRs).However,it does not prescribe specific solutions,detailed operational procedures,or implementation methods except as examples to support a fuller understanding of the elements associated with UAM operations.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 v Document Change Record Published Date Document Version Section Impacted Revisions of Particular Merit 6/26/2020 1.0 Baseline Document 4/26/2023 2.0 Throughout Expanded document to provide greater detail of selected concept elements(e.g.,COPs)and relationship of UAM within the service environments(i.e.,ATS and xTM)as well as reconcile use of terms.1.3 Updated and expanded service environment descriptions to include ATS and xTM.1.4 Incorporated definitions for range of terms used across the cooperative environments(e.g.,UTM,UAM,AAM,xTM).3.0,3.1,3.2,3.3 Amended to reflect updated terms and provide greater detail on the use of current regulatory framework to support initial UAM operations.4.2 Addition of section focused on Cooperative Operating Practices(COPs),which replaces Community Business Rules(CBRs)4.3.5 Updated the phrasing/language describing the federated service network supporting UAM operations.4.4.1,4.4.2,4.4.3,4.4.4 Provided additional detail for elements of UAM Corridors,including potential evolution over time.5.0 Updated architecture with additional details(e.g.,data exchanges specific to UAM/PSUs,depiction of vertiports).6.0 Updated scenarios to reflect current content in the body of the concept.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 vi Table of Contents Executive Summary.iv 1 Introduction.1 1.1 Scope.1 1.2 Background.1 1.2.1 Drivers for Change.1 1.2.2 Aircraft Evolution.2 1.2.3 Vertiport Considerations.2 1.3 Operating Environment Perspectives.2 1.3.1 Overview.2 1.3.2 UAM Cooperative Environment.3 1.3.3 Operations in the ATS Environment.4 1.4 Definitions.4 2 Principles and Assumptions.5 3 Evolution of UAM Operations.6 3.1 Initial UAM Operations.8 3.2 Midterm Operations.8 3.3 Mature State Operations.9 4 UAM Operational Concept.10 4.1 Overview.10 4.2 Cooperative Operating Practices(COPs).11 4.3 Roles and Responsibilities.12 4.3.1 FAA.12 4.3.2 UAM Operator.13 4.3.3 Pilot in Command(PIC).13 4.3.4 Provider of Services for UAM(PSU).13 4.3.5 Federated Service Network.15 4.3.6 Supplemental Data Service Provider(SDSP).15 4.3.7 UAM Vertiport.15 4.3.8 UAS Service Supplier(USS).15 4.3.9 Other NAS Airspace Users.16 4.3.10 Public Interest Stakeholders.16 Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 vii 4.4 UAM Corridors.16 4.4.1 UAM Corridor Entry/Exit Points(CEPs).18 4.4.2 Conflict Management and Separation.19 4.4.3 Demand-Capacity Balancing(DCB).19 4.4.4 UAM Corridor Evolution.20 4.5 Weather and Obstacles Within the UAM Environment.22 4.6 Constraint Information and Advisories.22 5 Notional Architecture.23 5.1 Supporting Services.24 6 UAM Scenarios.24 6.1 Nominal UAM Operation Completed Within a UAM Corridor.25 6.1.1 Planning Phase.25 6.1.2 In-Flight Phases.25 6.1.3 Post-Operations Phase.26 6.2 Nominal UAM Operation Across Service Environments.26 6.2.1 Planning Phase.26 6.2.2 In-Flight Phases.27 6.2.3 Post-Operations Phase.28 7 UAM Evolution.28 Appendix A References.29 Appendix B Acronyms.30 Appendix C Glossary.32 Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 viii List of Figures Figure 1:Notional Overview of Future Complementary Service Environments.3 Figure 2:Evolution of the UAM Operational Environment.7 Figure 3:Notional Multiple UAM Corridors.18 Figure 4:Early UAM Corridor Concept.20 Figure 5:Use of a Vertical Common Passing Zone.21 Figure 6:Use of Lateral Passing Zones.21 Figure 7:UAM Corridor with Multiple Tracks.22 Figure 8:Notional UAM Architecture.24 List of Tables Table 1:Acronyms.30 Table 2:Glossary.32 Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 1 1 Introduction 1.1 Scope Urban Air Mobility(UAM)enables highly automated,cooperative,passenger or cargo-carrying air transportation services in and around urban areas.UAM is a subset of the Advanced Air Mobility(AAM)concept under development by the Federal Aviation Administration(FAA),National Aeronautics and Space Administration(NASA),and industry.As a subset of AAM,UAM focuses on operations moving people and cargo in metropolitan and urban areas.This Concept of Operations(ConOps)provides an evolving vision that will help facilitate further research on how to best assist UAM operations in the National Airspace System(NAS)if demand and volume exceed current capabilities.The goal of this ConOps is to provide a common frame of reference to support the FAA,NASA,industry,and other stakeholder discussions and decision-making with a shared understanding of the challenges,technologies,and their potential,as well as examples of areas of applicability to the NAS.No solutions,specific implementation methods,or detailed operational procedures are described in this document except for example purposes(i.e.,operational scenarios).This ConOps will be further matured and updated as the concept undergoes validation,stakeholder engagement continues,and additional operational scenarios are developed.As the follow-on to the UAM ConOps v1.0,this document reflects the outcome of additional stakeholder engagement,exploration,and validation activities.It represents the continued maturation of the vision for UAM operations,airspace considerations,and UAM Cooperative Operating Practices(COPs).The ConOps v2.0 identifies the need for regulatory changes to support operations and collaborative environments with increasing density and complexity.Current industry projections describe initial UAM operations incorporating a Pilot in Command(PIC)onboard the UAM aircraft with potential evolution to Remote PIC(RPIC).Consistent with the ConOps v1.0 and industry expectations,this document describes operations with an onboard PIC operating within the cooperative environment.1.2 Background Transportation is constantly evolving.Each step forward yields new opportunities that fundamentally change the relationship that humankind has with distance and travel.While it may not significantly reduce surface traffic volume,UAM will provide an alternative mode of transportation that should reduce traffic congestion during peak times.1.2.1 Drivers for Change For the UAM concept to mature to operational viability,it is important to understand stakeholder business models and operational needs,as well as their impact,for incorporation into the NAS.The FAA has collaborated with NASA and participated in a series of additional industry stakeholder engagements to identify examples of desired operations and environments for UAM aircraft.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 2 The volume of UAM operations may increase substantially.The degree to which some,or all,of these UAM operations will require current Air Traffic Services(ATS)is undefined.To the degree that these operations require current ATS,the increasing number of UAM operations may soon challenge the current capabilities of the ATS workforce resources.Solutions that extend beyond the current paradigm for crewed aircraft operations to those that promote enhanced shared situational awareness and collaboration among operators are needed.As the FAA continues to mature the UAM concept,additional support systems for UAM operators may be introduced.To the degree that these operations require current ATS,the increasing number of UAM operations could create new challenges for ATS workforce resources.Several industry leaders and stakeholders have invested heavily in this new concept and technology with the goal of eventually being able to provide the public with personal transportation or cargo services.Personal transportation services may be scheduled,on demand,or part of intermodal transportation links within major urban areas.Greater public acceptance of aircraft integrity and automation in the ride sharing economic model will also help enable increased UAM operations.1.2.2 Aircraft Evolution The industry vision involves incorporating new aircraft design and system technologies.While some of the new designs may resemble traditional winged aircraft,some are anticipated to include powered lift and Vertical Takeoff and Landing(VTOL)capabilities that facilitate operations between desired locations(e.g.,metropolitan commutes).Major aircraft innovations,mainly with the advancement of Distributed Electric Propulsion(DEP)and development of Electric VTOLs(eVTOLs),may allow for these operations to be utilized more frequently and in more locations than are currently performed by conventional aircraft.1.2.3 Vertiport Considerations State and local governments are being encouraged to actively plan for UAM infrastructure to ensure transportation equity,market choice,and accommodation of demand for their communities.The vertiports and vertistops should be sited to ensure proper room for growth based on FAA evaluated forecasts and be properly linked to surface transportation(when possible),especially if the facility primarily supports cargo operations.Local governments should also have zoning protections in place to protect airspace in and around vertiports and vertistops.Metropolitan planning organizations,including state and local governments,may incorporate UAM infrastructure planning into larger transportation and utility planning efforts to ensure seamless coverage and capacity.Community engagement and strategic connectivity to larger transportation planning efforts is key to ensuring UAM provides maximum benefits.1.3 Operating Environment Perspectives 1.3.1 Overview NAS operating environments include the airspaces,types of operations,regulations,and procedures necessary to support an operation.Currently,the range of NAS services provided to airspace users are characterized at the highest level under the category of ATS.These include Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 3 separation(via Air Traffic Control ATC),Traffic Flow Management(TFM),advisories,and infrastructure(i.e.,Communication,Navigation,and Surveillance CNS).Evolving concepts describe the introduction of highly automated,cooperative environments such as Unmanned Aircraft Systems(UAS)Traffic Management(UTM),AAM/UAM,and Upper Class E Traffic Management(ETM)to meet future NAS needs and challenges.These concepts of operations rely on sharing intent information across airspace users.This is governed by the current,evolving regulatory framework as needed to support new types of operations in defined Cooperative Areas(CAs)within which they are conducted.1.3.2 UAM Cooperative Environment Recent advances in technology have enabled industry development of new and innovative aircraft types,offering lower operating costs and highly automated functionality that facilitates the introduction of new types of operations.At the same time,advances in real-time information sharing and the distribution of roles and functions over federated service networks are maturing daily.In response to these challenges and opportunities,a highly automated,cooperative environment(with defined CAs)relying on a federated service network has been envisioned and described through multiple operational concepts as an additional aspect of the future service environments and part of the NAS.The term Extensible Traffic Management(xTM)is used to refer to these cooperative service environments in general and is comprised of UTM,AAM/UAM,and ETM.UAM operations,as a subset of AAM,may sometimes be conducted in CAs generally described as UAM Corridors.The evolution of the regulatory framework will provide the needed guidance to allow application of the innovative concepts,technologies,and techniques to support the emerging aircraft types and envisioned operations.Figure 1 provides a depiction of the AAM/UAM environment(outlined in red)relative to the current service delivery environment,as well as the other future cooperative environments.As part of the future NAS,the complementary service delivery environments(i.e.,ATS and xTM)will be evaluated as potential options to assist with scalability to meet future demand challenges and the flexibility to seize opportunities presented by the rapid evolution across the technology horizon(e.g.,cloud computing,communications,information management).Figure 1:Notional Overview of Future Complementary Service Environments Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 4 1.3.3 Operations in the ATS Environment All aircraft are required to comply with the regulatory requirements of the airspace within which they are conducting operations.A UAM operation is one executed by a UAM aircraft conducted within an airspace volume defined for UAM cooperatively managed operations.When conducting operations in the ATS environment,a UAM aircraft will comply with the ATS requirements of the applicable airspace class.UAM aircraft will need to comply with applicable ATS regulations regarding VFR and IFR while operating in either Visual Meteorological Conditions(VMC)or Instrument Meteorological Conditions(IMC),like any current NAS operation.Capable aircraft(and operators)may choose to utilize ATS operating outside of a CA or cooperative services if operating in a CA based on whichever is more operationally advantageous to the airspace user.Consistent with todays operations,this choice is subject to the environment and conditions for the flight.1.4 Definitions Automated Flight Rules(AFRs)Refers to rules,applied within UAM Corridors,which reflect the evolution of the current regulatory regime(e.g.,VFR/IFR)and take into account advancing technologies and procedures(e.g.,Vehicle-to-Vehicle V2V and data exchanges).Under defined conditions,the systems/automation may be allocated the role of the“predetermined separator”(see paragraphs 2.7.182.7.22 in 1).Cooperative Area An airspace volume(e.g.,UAM Corridor)within which cooperatively managed operations can occur.ATC ensures separation of non-participating aircraft from the cooperative operations and/or CA.Cooperative Operating Practices(COPs)Industry-defined,FAA-approved practices that address how operators cooperatively manage their operations within the CA(i.e.,UAM Corridor),including conflict management,equity of airspace usage,and Demand-Capacity Balancing(DCB).Cooperative Operation A term used to describe an operation making use of cooperative services(e.g.,separation,flow management)and is sharing/exchanging Operational Intent and other information in compliance with applicable regulations and COPs within a CA.Federated Service Network A group of service providers sharing information within a federated network to support operating in a common,agreed manner consistent with the approved COPs.Fully Integrated Information Environment Information environment and key attributes necessary to effectively deliver services and facilitate information exchange between stakeholders.Service Environment(s)Refers collectively to the distinct regulatory,procedural,and supporting automation mechanisms through which services(e.g.,conflict management,flow management)are provided.In the future,the NAS is envisioned to include the current(i.e.,traditional)ATS environment as well as incorporate a complementary,cooperative xTM services environment.UAM Aircraft An aircraft that chooses to participate in UAM operations.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 5 UAM Corridor A specific type of CA,as an airspace volume within which cooperatively managed operations can occur.ATC ensures separation of non-participating aircraft from the cooperative operations and/or CA.It is comprised of an airspace volume defining a three-dimensional route,possibly divided into multiple segments,with associated performance requirements.UAM Operation A specific type of cooperative operation that occurs within a UAM Corridor and is conducted in compliance with UAM specific rules,procedures,performance requirements,and COPs.UAM Operator The person or entity responsible for the overall management and execution of one or more UAM operations.The operator plans operations,shares flight information(e.g.,planning,live flight),and ensures infrastructure,equipment,and services are in place to support safe execution of flight.Throughout this document,“UAM operator”is often used to describe the roles and responsibilities of the UAM Code of Federal Regulations(CFR)Title 14,Part 135 carrier,the RPIC/PIC,or conflict management automation to avoid allocating prematurely and allow for evolution of the role.Vertiports A collective term for the diverse system of public and private vertiports and vertistops.Vertiport An area of land or structure used or intended to be used for electric,hydrogen,and hybrid VTOL landings and takeoffs.A vertiport can include associated buildings and facilities.Vertistop A vertistop is a term generally used to describe a minimally developed vertiport for boarding and discharging passengers and cargo(i.e.,no fueling,defueling,maintenance,repairs,or storage of aircraft,etc.).2 Principles and Assumptions The following principles and assumptions guide the development of the UAM operating environment and mature the UAM concept.The FAA retains regulatory authority over NAS airspace and operations.o UAM aircraft operate within a regulatory,operational,and technical environment as part of the NAS.o Any evolution of the regulatory environment will always maintain safety of the NAS.The FAA reserves the right to increase aircraft operational performance requirements to optimize the capacity/utilization of the airspace.The FAA has on-demand access to information regarding UAM operations.Airspace management will be static where necessary and flexible when possible.UAM operators:o Are responsible for the coordination,execution,and management of their operations.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 6 o Conduct operations in compliance with the applicable regulatory framework for the operation,the airspace within which the operation is conducted,and the applicable COPs.o Maintain conformance to shared intent and,via Providers of Services for UAM(PSUs),are made aware of the intent of other relevant operations.o Cannot optimize their own operations at the expense of sub-optimizing the environment as a whole.Cooperative traffic management is conducted in compliance with a set of COPs,which would need to be collaboratively developed by relevant stakeholders and approved by the government.o DCB intervention may be required as the number of UAM operations increases.o As the operational tempo increases the need for new ATC tactical deconfliction techniques,including the formulation of new separation standards that would rely on enhanced aircraft performance and air traffic management system fidelity may be utilized.o The architecture(i.e.,technology)for UAM services needs to be flexible and scalable.Operators or third-party service suppliers share information using common standards and messaging protocols to ensure interoperability.PSUs may be utilized by operators to receive and exchange information during UAM operations.3 Evolution of UAM Operations The evolution of UAM operations is characterized by the following key indicators.1.Operational Tempo:Representation of the density,frequency,and complexity of UAM operations.Tempo evolves from a small number of low-complexity operations to a high-density,high frequency of complex operations.2.UAM Structure(Airspace and Procedural):The level of complexity of infrastructure and services that support the UAM environment.3.UAM-Driven Regulatory Changes:Existing regulations may need to evolve to address the needs for UAM operations structure and performance.4.UAM COPs:COPs implement the updated regulations to establish the expectations and interactions.See Section 4.2 for additional COP details.5.Aircraft Automation Level:The level of“PIC”engagement with the UAM aircraft enabling systems.The following categories describe the evolution of aircraft automation:Human-Within-the-Loop(HWTL)o Human is always in direct control of the automation(i.e.,systems)Human-on-the-Loop(HOTL)o Human has supervisory control of the automation(i.e.,systems)Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 7 o Human actively monitors the systems and can take full control when required or desired Human-Over-the-Loop(HOVTL)o Human is informed,or engaged,by the automation(i.e.,systems)to take action o Human passively monitors the systems and is informed by automation if,and what,action is required o Human is engaged by the automation either for exceptions that are not reconcilable or as part of rule set escalation 6.Location of the PIC:The physical location of the PIC.UAM operations may evolve from a PIC onboard the UAM aircraft to RPICs/remote operators via the advent of additional aircraft automation technologies.Figure 2 describes the evolution of UAM operations and its relationship with increasing level of operational tempo and the airspace structure and procedures.Figure 2:Evolution of the UAM Operational Environment UAM operational evolutionary stages are described in the following subsections:Initial UAM operations Midterm operations Mature state operations Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 8 3.1 Initial UAM Operations Initial UAM operations are conducted by UAM aircraft leveraging current ATS rules and regulations(e.g.,VFR,IFR).Key indicators of initial UAM operations are listed below.Operational Tempo:Low.UAM Structure(Airspace and Procedural):No UAM unique structures or procedures exist.Operations will utilize existing ATS and routes but may create new routes as necessary.UAM-Driven Regulatory Changes:Initial UAM operations are conducted leveraging current rules,regulations,and local agreements.UAM COPs:There are no COPs,but operational needs may be addressed in agreements such as Letters of Agreement(LOAs).Aircraft Automation Level:Consistent with current,crewed fixed-wing and helicopter technologies(e.g.,autopilots,auto-land).Location of the PIC:Onboard.For UAM aircraft that are capable,current operations are supported by existing rules,procedures,and designated routes.As additional operations outside of the current operational paradigms are initiated,LOAs,routes,and other procedural changes may need to be introduced to accommodate the additional demand and location of operations within the regulatory framework of the current ATS system.Since industry anticipates increasing operations to scale cost effectively and meet increased demand for services,the demand for UAM operations may eventually reach the limits of current regulations and ATS services.3.2 Midterm Operations With increased tempo,UAM operations will evolve through changes to the governing regulations augmented by COPs,UAM infrastructure,and automation.The evolution to a collaborative,information-rich,data-sharing environment may require new technologies and capabilities.UAM operators and other stakeholders will share information with the FAA,having on-demand access to identified operational information.Midterm operations are supported by an environment that meets the needs of increased operational tempo.Key indicators of midterm UAM operations are listed below.Operational Tempo:The operational tempo remains low;however,it may have increased to a point that necessitates changes in the existing regulatory framework and procedures.UAM Structure(Airspace and Procedural):UAM aircraft are flying within UAM Corridors.UAM operations are enabled through confirmed UAM Operational Intentoperation-specific information including,but not limited to,UAM operation identification,the intended UAM Corridor(s),aerodromes and vertiports,and key operational event times(e.g.,departure,arrival)of the UAM operation.Operations are considered UAM participants during the period of operation that exists within the UAM Corridor cooperative environment.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 9 ATC ensures separation of non-participating aircraft from cooperative operations and/or CAs.Deconfliction may be allocated to the UAM operator and/or PIC akin to visual separation.UAM-Driven Regulatory Changes:Changes to ATS regulations and new UAM regulations that enable operations within UAM Corridors.UAM COPs:COPs are defined by industry to meet industry standards or FAA guidelines when specified.COPs will require FAA approval.Aircraft Automation Level:PICs may control the aircraft with emerging capabilities(e.g.,simplified vehicle operation).Location of the PIC:Primarily onboard aircraft but complemented by the introduction of RPIC operations(with one RPIC per operation).The number and complexity of operations,along with aircraft capabilities and equipage,may increase beyond that effectively supported by leveraging current rules(e.g.,VFR,IFR).To support such an increase,a UAM cooperative environment may need to be developed and implemented with new or modified procedures,an updated regulatory framework,and COPs.The UAM cooperative environment(i.e.,UAM Corridor)is a performance-based airspace structure with defined parameters that are achievable by the participants.UAM Corridors would be known to airspace users and governed by a set of rules which prescribe access and operations.Where supporting infrastructure and support services meet participation requirements,UAM operations may be conducted.Operators whose aircraft meet performance and participation requirements may conduct operations within the UAM Corridor.Initially,the number of UAM Corridors may be low or limited in use,but over time,additional UAM Corridors may be introduced as they may be utilized in airspace areas where traffic volume requires their establishment in the interest of safety and efficiency.The UAM Corridors may transit any applicable airspace classes.Operations within UAM Corridors may be supported by COPs collaboratively developed by the stakeholder community,based on industry standards and/or FAA guidelines,and approved by the FAA,as appropriate,to ensure that the agencys regulatory authority is maintained(e.g.,NAS safety,equitable access,security).The collaborative development of COPs would allow for stakeholders to agree on norms of interactions,which may reduce the need for ATC tactical control of individual flights and management of access.The collaboratively developed,transparent,standard COPs augment the envisioned regulatory foundation for UAM operations.3.3 Mature State Operations As the UAM operational tempo increases,UAM operations may further evolve to support operational demand.Key indicators of mature state UAM operations are listed below.Operational Tempo:The operational tempo increases significantly.Higher operational tempo needs drive the increased maturity for the other indicators.UAM Structure(Airspace and Procedural):UAM operations continue to occur within UAM Corridors.The UAM Corridors may form a network to optimize paths to support an Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 10 increasing number of vertiports;the internal structure of the UAM Corridors is expected to increase in complexity,and the necessary performance parameters for UAM participation may increase.ATC ensures separation of non-participating aircraft from cooperative operations/CAs.Deconfliction may be allocated to the UAM operator,PIC,or operators automation.UAM-Driven Regulatory Changes:Extensive UAM-driven regulations will be necessary to enable cooperative operations within UAM Corridors.UAM COPs:The complexity of COPs and FAA involvement in establishing guidelines and approving COPs may evolve to match the specific topic addressed.Aircraft Automation Level:Automation improvements may lead to HOVTL capabilities.Location of the PIC:Remote piloting is more widely available and as frequent as PIC operations.Additional increases in the tempo of midterm operations could require advances to the UAM environment and aircraft.To overcome the constraints,UAM operations may evolve to UAM mature state operations through advances to data sharing,DCB,UAM structure,and aircraft automation.Mature state operations may also include additional COPs accompanied by UAM-driven regulatory changes.4 UAM Operational Concept This section provides an overview of the UAM operational concept and COPs,followed by key definitions and descriptions of roles and responsibilities,UAM Corridor characteristics,weather and other obstacles within the UAM environment,and constraint information and advisories.4.1 Overview A UAM operator performing a UAM operation is cooperatively sharing information and engaging cooperative services to assure the safe and efficient conduct of the flight within a UAM Corridor.The UAM Corridor structure,UAM procedures,information sharing,and UAM performance criteria enable increasing operational tempo and minimize impact to ATS.UAM operations are supported by PSUs that comprise a federated service network to enhance the capabilities of individual UAM operators/PICs in all phases of operations through exchange,analysis,and mediation of information among all relevant actors(e.g.,UAM operators/PICs,PSUs,the FAA,and public interest stakeholders).Any aircraft operating within a UAM Corridor must meet the performance and participation requirements of the UAM environment.Within UAM Corridors,deconfliction is allocated by ATC to UAM operators and/or PIC.The UAM community will collaboratively develop and establish COPs as standards for operations.The FAA may contribute to COP guidelines but will approve COPs based on the specific focus,topic,or area addressed by the COP.UAM Corridor design,performance,and participation requirements,as well as UAM COPs,may be designed to reduce ATC involvement with UAM off-nominal events by implementing standardized off-nominal protocols.UAM aircraft operating outside UAM Corridors must follow the operational rules and procedures applicable to the corresponding airspace.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 11 The concept represents an early step in the envisioned evolution of the regulatory framework,development of operating rules and performance requirements commensurate with demands of the operation,and data exchange with information architecture to support UAM operator and FAA responsibilities.UAM leverages a common,shared,technical environment,where the operators are responsible for coordination,execution,and management of operations consistent with the regulatory framework and applicable COPs.This networked information exchange is the cornerstone for stakeholders to plan,manage,execute,and oversee UAM operations.Additional stakeholders can access UAM shared operational information on demand.4.2 Cooperative Operating Practices(COPs)Foundational to the success of the envisioned,federated,highly automated,cooperative environment is the establishment of common business rules across relevant stakeholders,referred to as COPs.Development,adoption,and implementation of COPs will require collaboration across multiple stakeholdersincluding operators,industry,and the FAA as the regulatorto identify and resolve a broad range of questions and challenges.Examples of these questions include“what rules are needed?”,“how are they expressed?”,and“how will they be managed?”COPs are characterized as industry-defined,FAA-approved practices that address how operators cooperatively manage their operations within the cooperative UAM environment,including conflict management,equity of airspace usage,and DCB.They are consistent with and augment updates to the regulatory framework.1 The development timeframe will be driven by the pace at which operators desire to execute cooperative UAM operations distinct from those conducted under the current regulatory framework(e.g.,VFR,IFR).As the tempo and complexity of UAM operations increases,it is anticipated that the complexity and range of topics covered by COPs will also increase.The relationship between industry and government(e.g.,FAA,Department of Transportation DOT)differs based on the focus of the specific COP.In some instances,the rules or topic area of an individual COP may determine the level of engagement necessary with the regulatory authority.The level of engagement also has implications for the level of involvement that the authority will undertake as part of the applicable coordination for the specific COP.The range of engagement by the regulator may span from minimal to high levels.At higher levels,significant documentation,and testing,as well as formal acceptance,authorization,or qualification,may be necessary prior to operational use by industry.Another aspect of the relationship between government and industry before a specific COP may be used operationally is“equity interest.”This refers to how closely the topic/area covered by the specific COP is related to government responsibilities(i.e.,mission)or policies.Some COPs,such as those focused on aviation safety,fall directly under the FAAs regulatory mission.Other COPs,such as avoiding unnecessary anti-competitive technical specifications for participation in the federated service network,may be subject to policies that fall under the purview of regulatory agencies beyond the FAA.1 Significant efforts will be required to review potential rules,regulations,and guidance material that govern UAM operations(e.g.,14 CFR Parts 135,91,23,25,27,29)to identify any updates required to enable the implementation and regulation of UAM operations within the NAS.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 12 4.3 Roles and Responsibilities This section defines the roles and responsibilities for actors associated with UAM operations.4.3.1 FAA The FAA performs regulatory,ATC,and NAS data exchange roles for UAM,as detailed in the following subsections.4.3.1.1 Regulation The FAA is the federal authority over aircraft operations in all airspace and the regulatory and oversight authority for civil operations in the NAS.The FAA maintains an operating environment that ensures airspace users have access to the resources needed to meet specific operational objectives and that shared use of the airspace can be achieved safely and equitably.The FAA develops or modifies regulations to support UAM operations.The FAA will approve COPs to ensure that the FAA authority is maintained(e.g.,NAS safety,equal access to airspace,security).The FAA will define,maintain,and make publicly available UAM Corridor definitions(e.g.,routes and altitudes)and manage the performance requirements of UAM Corridors.4.3.1.2 ATC The primary purpose of ATC is to maintain safe movement of aircraft operating within the NAS.For high-density UAM operations,this may be accomplished through ATM modernization.ATC will ensure the separation of non-participating aircraft from the cooperative operation and/or CAs.As appropriate,ATC may issue traffic advisories regarding known UAM operations(e.g.,active UAM Corridors)to aircraft receiving ATC services.ATC may request information as needed from participating actors and may receive automated notifications in accordance with applicable requirements.The ATC responsibilities that enable UAM operations are to:1.Set UAM Corridor availability(e.g.,open or closed)based on operational design(e.g.,time of day,flow direction of a nearby airport).2.As appropriate,provide traffic advisories regarding known UAM operations(e.g.,active UAM Corridors)to aircraft receiving ATC services.3.Respond to UAM off-nominal operations as needed.4.When tactical separation assurance is required,provide current or newly developed services appropriate to the airspace in which the UAM aircraft is operating.To fulfill their responsibilities,ATC may review any pertinent information from UAM operations.4.3.1.3 NAS Data Exchange FAA NAS data sources are available to UAM operations via FAA-industry exchange protocols.This allows for authorized data flow between the UAM community and FAA operational systems.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 13 This interface between the FAA and UAM stakeholders is a gateway such that external entities do not have direct access to FAA systems and data.FAA data sources available via the FAA-industry data exchange include,but are not limited to,flight data,restrictions,charted routes,and active Special Activity Airspaces(SAAs).4.3.2 UAM Operator UAM operators may conduct operations as scheduled services or on-demand services via a request from an individual customer or intermodal operator.UAM operators are responsible for regulatory compliance and all aspects of UAM operation execution.Use of the term“UAM operator”in this document indicates airspace users electing to conduct operations via cooperative management within the UAM environment.The UAM operator obtains current conditions from PSU and Supplemental Data Service Provider(SDSP)services(e.g.,environment,situational awareness,strategic operational demand,vertiport availability,supplemental data)to determine the desired UAM Operational Intent information.This may include location of flight(e.g.,vertiport locations),route(e.g.,specific UAM Corridors),UAM Corridor entry or exit point,and estimated flight time.UAM operators must have a confirmed UAM Operational Intent to operate in UAM Corridors.UAM Operational Intent data serves the following primary functions.1.Informs other UAM operators of nearby operations within the UAM Corridor to promote safety and shared awareness 2.Enables strategic deconfliction 3.Enables identification and distribution of known airspace constraints and restrictions for the intended area of operation 4.Enables distribution of spatially and temporally relevant advisories,weather,and supplemental data 5.Supports cooperative separation management services(e.g.,conformance monitoring,advisory services)The UAM operator also plans for off-nominal events.This includes an understanding of alternative landing sites and the airspace classes that border the UAM Corridor(s)for the operation.Upon completion of the operation,the UAM operator notifies the PSU.4.3.3 Pilot in Command(PIC)The PIC is the person aboard the UAM aircraft who is ultimately responsible for the operation and safety during flight.This ConOps assumes a pilot onboard the aircraft;however,operations described do not preclude a remote pilot or automated operations.4.3.4 Provider of Services for UAM(PSU)A PSU is an entity that supports UAM operators with meeting UAM operational requirements that enable safe,efficient,and secure use of the airspace.A PSU is the primary service and data Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 14 provider for UAM stakeholders and the interface between the UAM ecosystem and the FAA.A PSU can be a separate entity from the UAM operator,or an operator can act as its own PSU.When confirming the UAM Operational Intent,a PSU may act on behalf of an operator who has subscribed to its offered services within the updated regulatory framework established by the FAA for instances when an operator does not act as its own PSU.A PSU:1.Provides a communication bridge between federated UAM actors,from PSU to PSU via the network,to support its subscribing UAM operators ability to meet the regulatory and operational requirements for UAM operations.2.Provides its UAM operators with information gathered from the network about planned UAM operations in a UAM Corridor so that UAM operators can ascertain the ability to conduct safe and efficient missions.3.Analyzes and confirms that a submitted UAM Operational Intent is complete,consistent with current advisories and restrictions,and strategically deconflicted considering previously confirmed UAM Operational Intents,COPs,UAM Corridor capacity,airspace restrictions,vertiport resource availability,and adverse environmental conditions.4.Provides the confirmed UAM Operational Intent to the federated service network.5.Distributes notifications(e.g.,constraints,restrictions)for the intended area of operation.6.Distributes FAA operational data and advisories,weather,and supplemental data.7.Supports cooperative separation management services(e.g.,conformance monitoring,advisory services).a.Assists with coordinating UAM Corridor use status;UAM Corridor use status(e.g.,occupied,unoccupied)is an indication that UAM operations are being conducted or not.8.Archives operational data in historical databases for analytics,regulatory,and UAM operator accountability purposes.9.Negotiates airport access through the airports sponsor.These key functions allow a PSU to support cooperative management for UAM operations without direct FAA involvement on a per flight basis.PSU services support operations planning,UAM Operational Intent sharing,deconfliction,airspace management functions,and off-nominal operations that UAM operators may encounter.PSUs may provide value-added services to subscribers that optimize operations or provide SDSP services in support of UAM operations.PSUs exchange information with other PSUs via the federated service network to enable UAM services(e.g.,exchange of UAM Operational Intent information,notification of UAM Corridor status,information queries).PSUs also support local municipalities and communities as needed to gather,incorporate,and maintain information that may be accessed by UAM operators.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 15 4.3.5 Federated Service Network The federated service network is the collection of connected PSUs that share subscriber information,FAA data,supplemental data,and data from other entities(e.g.,PSUs,FAA,public interest stakeholders)to provide a fully integrated information environment to support UAM operations.Since multiple PSUs can provide services in the same geographical area,the federated service network facilitates the availability of data to the FAA and other entities as required to ensure safe operation of the NAS and any other information sharing functions including security and identification.4.3.6 Supplemental Data Service Provider(SDSP)UAM operators and PSUs use supplemental data services to access supporting data including,but not limited to,terrain,obstacle,and specialized weather.PSUs are also able to serve as SDSPs for subscribed UAM operators.SDSPs may be accessed via the federated service network or directly by UAM operators.4.3.7 UAM Vertiport Vertiports,used as a collective term,are expected to be a diverse system of public and private vertiports and vertistops.These facilities are categorized to identify the variety of aircraft they can support based on facility design and operations.Vertiports and vertistops support passenger and cargo operations for aircraft operating in VFR,IFR,and AFR.UAM operators are expected to utilize whichever vertiport configuration meets their operational needs.A vertiport is a designated area that meets the capability requirements to support UAM departure and arrival operations.The UAM vertiport provides current and future resource availability information for UAM operations(e.g.,open/closed,pad availability)to support UAM operator planning and PSU strategic deconfliction.UAM vertiport information is accessible by the operator via the federated service network and supplemental vertiport information may be available via the SDSP.The vertiport information is used by UAM operators and PSUs for UAM operation planning including strategic deconfliction and DCB;however,the vertiports do not provide strategic deconfliction or DCB services.4.3.8 UAS Service Supplier(USS)UAS Service Suppliers(USSs)are entities that support UAS operations under the UTM system(see the UTM ConOps v2.0 2 for more details).Potential scenarios may exist where USSs and PSUs need to share information to ensure cooperative separation during UAM landing and takeoff phases of flight within UTM environments(i.e.,under 400 feet).From a UAM operational perspective,USSs may interact with PSUs by:1.Enabling UTM operations to use federated service network services to cross a UAM Corridor.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 16 2.Supporting UAM off-nominal operations as needed(e.g.,UAM operations executing emergency landings impacting UTM operation areas).3.Supporting UTM off-nominal operations as needed(e.g.,UTM operation deviating from filed Operational Intent near a UAM vertiport).4.3.9 Other NAS Airspace Users Other NAS airspace users are any non-UAM aircraft operation within the NAS.These users would have the responsibility to know about and meet the relevant performance and participation requirements to operate in open UAM Corridors or avoid active UAM Corridors.UAM Corridor definitions and availability will be publicly available for these users to access.4.3.10 Public Interest Stakeholders Public interest stakeholders are entities declared by governing processes(e.g.,COPs)to be able to access UAM operational information and notifications.This access may support activities including,but not limited to,public right to know,government regulatory,government assured safety and security,and public safety.Examples of public interest stakeholders are local law enforcement and United States federal agencies.4.4 UAM Corridors As described earlier,initial UAM operations are expected to make use of the flexibility in the current regulatory framework(e.g.,VFR,IFR)to meet their operational and mission needs.Over time,the number of UAM operations are expected to increase,the specific areas/locations where operators desire to conduct the operations may expand,and aircraft capabilities(e.g.,equipage,performance)could advance.Corridors may offer the opportunity to respond to what could be new levels and types of service demands while taking advantage of the aircrafts capabilities without adversely impacting current service levels.The concept of UAM Corridors envisions safe and efficient UAM operations that may not require traditional ATC services in certain situations,are available to any aircraft appropriately equipped to meet the performance requirements,and would be created/implemented when operationally advantageous.The UAM Corridors could help support the increasing operational tempo through increased capabilities(e.g.,aircraft performance),UAM Corridor structure,and UAM procedures.At increased UAM traffic levels,UAM Corridors could be a mechanism for distinguishing and keeping separate the different regulatory frameworksthose applicable to UAM operations versus those operating under the current(e.g.,IFR,VFR)or UTM regulations.UAM Corridors would be designed consistent with applicable environmental considerations and may be implemented in areas where it is operationally advantageous.The UAM Corridors may transit all airspace classes.It is anticipated that UAM Corridors may exist simultaneously at locations and in airspace classes with constructs(e.g.,VFR flyways/corridors,IFR)leveraged for initial UAM operations.Operations within UAM Corridors may have operational performance and participation(e.g.,UAM Operational Intent sharing,deconfliction within the UAM Corridor)requirements.The Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 17 performance and participation requirements for a UAM Corridor may vary between UAM Corridors.In addition,performance requirements and UAM Corridor definition(e.g.,volume,location)support accommodations for most UAM off-nominal operations where the UAM aircraft can complete the operation safely.Any operator meeting the UAM Corridor performance and participation requirements may operate within or crossing the UAM Corridor.The crossing of a UAM Corridor by an aircraft/operator not participating in the cooperative environment(e.g.,general aviation)remains an area of exploration as the UAM Corridor concept,specific features,uses,and requirements mature.As UAM Corridor geometry is better understood,the foundational elements of UAM Corridor crossings may be analyzed by stakeholders.UAM Corridor definitions are available to stakeholders for planning and operational use.ATC will be involved in the implementation and execution of UAM Corridors for the airspace for which ATC is responsible.Other NAS users will be aware of UAM Corridors through airspace familiarization associated with flight planning or ATC flight plan approval or advisories.UAM Corridor design considerations should include:1.Minimal impact to existing ATS and UTM operations while maintaining equity for all operators.2.Public interest stakeholder needs(e.g.,local environmental and noise,safety,security).3.Stakeholder utility(e.g.,customer need).UAM Corridor availability(e.g.,open,closed)would be in accordance with ATC operational design(e.g.,nearby airport configurations/change).UAM Corridor availability may be communicated through the federated service network to PSUs and UAM operators.In addition to UAM Corridor availability established by ATC,PSUs determine UAM Corridor status that identifies if one or more UAM operations are occurring somewhere within the UAM Corridor.UAM Corridor usage information may be used by the FAA or other stakeholders for situational awareness.Initially,the UAM Corridors may support point-to-point UAM operations.As UAM operations evolve,UAM Corridors may be segmented and connected to form more complex and efficient networks of available routing between points(e.g.,vertiports).Figure 3 shows a small number of point-to-point UAM Corridors.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 18 Figure 3:Notional Multiple UAM Corridors 4.4.1 UAM Corridor Entry/Exit Points(CEPs)Some UAM operations may be conducted wholly within the cooperative environment.However,most operations are anticipated to transit both service environments(i.e.,ATS and xTM UAM).Corridor Entry/Exit Points(CEPs)refer to the defined points in space at which an aircraft crosses from one environment to another.CEPs may be“established”in that they are defined as part of the UAM Corridor itself.An example would be established points at either end of a UAM Corridor that are defined and disseminated as part of the UAM Corridor definition/description.They may also be“operation-defined,”which are those points in space on the boundary between the service environments(i.e.,ATS and xTM UAM)along an accepted intent or trajectory that has not already been established.Specific requirements or limitations regarding the use of CEPs may be addressed in applicable COPs and regulatory framework.Aircraft entering or exiting a UAM Corridor must meet the requirements of the airspace(e.g.,Class B,C,D,E)they intended to use external to the UAM Corridor.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 19 4.4.2 Conflict Management and Separation Conflict management across the NAS includes the strategic activity of airspace organization and management.In certain situations,when operationally advantageous,UAM Corridors may enable UAM operations without traditional ATC services.Separation of operations within UAM Corridors may be provided through a layered approach of strategic and tactical deconfliction methods.Strategic deconfliction envisions the sharing of flight intent and the collaborative execution of the COPs relevant to deconfliction.In later stages,capabilities relying on V2V data exchanges guiding the execution of aircraft separation may also mature sufficiently for implementation.When operating within a UAM Corridor,FAA regulations and COPs direct the manner of interactions across relevant actors for strategic and tactical deconfliction.UAM operators remain responsible for the safe conduct of operations,including operating relative to other aircraft,weather,terrain,and hazards and avoiding unsafe conditions.UAM separation is achieved via shared UAM Operational Intent,shared awareness,strategic deconfliction of flight intent,and the establishment of procedural rules.While strategic deconfliction within UAM Corridors could occur during UAM Operational Intent planning,the need may remain for in-flight coordination,sharing,and tactical deconfliction.Initial analysis indicates strategic deconfliction in the planning phase may not be sufficient to support the operational tempo described as desired by industry.In the event a UAM aircraft operates outside of the bounds of shared UAM Operational Intent,notifications of the off-nominal event and updates to the UAM Operational Intent,if applicable,would be shared via the federated service network.Initial separation in UAM Corridors may leverage applicable VFR/IFR mechanisms(e.g.,“see-and-avoid”).If aircraft technology and capabilities(e.g.,equipage)evolve and mature,separation minima and AFRs may be introduced to provide higher capacity and support the projected increase in demand(i.e.,operational tempo).The regulatory framework governing UAM operations would need to evolve significantly to account for the increasing levels of performance and automation.The maturation and implementation of both the advanced technologies and updated regulatory framework are coupled to changes in the separation minima and,by extension,the available throughput of a given UAM Corridor.The need for DCB capabilities or initiatives will be coupled to the pace at which the operational tempo increases and the envisioned advances in aircraft performance(e.g.,equipage,capabilities)are realized.4.4.3 Demand-Capacity Balancing(DCB)DCB is applied when the requested resources cannot support the collective UAM Operational Intent demand.In certain circumstances,the excessive demand may not be due to UAM Corridor capacity but due to other factors such as congestion at origin or destination.Initial analysis of strategic deconfliction to eliminate tactical maneuvering identified that the operational tempo desired by UAM operators cannot be supported solely through strategic planning/deconfliction.The“buffer”necessary to account for uncertainty as the operational tempo increases leads to the eventual need for tactical deconfliction and DCB capabilities to optimize efficiency.Within the UAM Corridor,flow management functions,including DCB,will be provided through Cooperative Flow Management(CFM)services.The business rules governing the execution of Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 20 CFM are included in relevant COPs,which are consistent with FAA authority including access,equity,safety,and security.4.4.4 UAM Corridor Evolution Initial UAM operations,characterized by low tempo and low complexity,will be executed using the current regulatory framework.As the tempo and complexity of operations increases,options available in the current regulatory framework(e.g.,VFR corridors/flyways,T-routes)may accommodate the growth.As the operations continue to increase in volume and complexity,the implementation of simple UAM Corridors may become operationally advantageous for the airspace users and/or the ATS service providers.Initial UAM Corridors are expected to be“simple”in design(e.g.,one-way UAM Corridors or single track in each direction),as illustrated in Figure 4.As UAM Corridors become more defined,AFR will likely be available,consistent with the evolving regulatory framework.Figure 4:Early UAM Corridor Concept With continued growth,UAM operational demand may result in exceeding a UAM Corridors initial design capacity,at which point increased capacity may be gained through additional structure including tracks and increased performance capabilities(e.g.,ability to safely reduce separation minima within the UAM Corridor through improvements in navigation and/or other technologies).Additional options include variations in UAM Corridor topology to meet specific challenges such as“passing zones”as shown in Figure 5 and Figure 6.Note:An aircraft(and operator)meeting the performance requirements of a UAM Corridor as well as those of the surrounding airspace class(i.e.,ATS environment)may elect to operate in whichever service environment they determine to be operationally advantageous.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 21 Figure 5:Use of a Vertical Common Passing Zone Figure 6:Use of Lateral Passing Zones As the operational tempo and breadth of UAM aircraft physical performance(e.g.,speed)continue to increase,Figure 7 depicts a notional internal UAM Corridor structure comprised of multiple“tracks.”The tracks reflect additional internal structure,which may also require increased performance requirements that support an increased operational tempo within the same UAM Corridor.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 22 Figure 7:UAM Corridor with Multiple Tracks 4.5 Weather and Obstacles Within the UAM Environment PSUs or SDSPs support the UAM operator by supplying weather,terrain,and obstacle clearance data specific to the UAM operation.This data is accessed in the UAM Operational Intent planning phase to ensure strategic management of a UAM operation and updated in-flight,as appropriate.UAM operators monitor weather and winds prior to and throughout flight.If aircraft performance is inadequate to maintain required separation within the UAM Corridor,UAM operators are responsible to take appropriate action to ensure separation is maintained(e.g.,do not take off,exit the UAM Corridor,operate per appropriate airspace rules).4.6 Constraint Information and Advisories UAM operators are responsible for identifying operational conditions or flight hazards that may affect an operation.This information is collected and assessed both prior to and during flight to ensure the safe conduct of the flight.PSUs support this UAM operator responsibility by supplying information and advisories including,but not limited to:Other airborne traffic including operations within and crossing UAM Corridors.Weather and winds.Other hazards pertinent to low-altitude flight(e.g.,obstacles such as a crane or powerline Notice to Air Missions(NOTAM),bird activity,local restrictions).SAA status.UAM Corridor availability.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 23 The sharing of projected demand and available capacity information between ATS and federated service network supports the applicable flow management function(e.g.,TFM,CFM).Constraints may be shared from one environment to be complied with by the other,consistent with applicable procedures,COPs,and regulations.5 Notional Architecture Within the UAM cooperative management environment,the FAA would maintain regulatory and operational authority for airspace and traffic operations.UAM operations may be organized,coordinated,and managed by a federated set of actors through a distributed network that leverages interoperable information systems.Figure 8 depicts a notional architecture of the UAM actors and contextual relationships and information flows.This architecture is based on patterns established within the UTM architecture described in the UTM ConOps 2 and is consistent with the architecture described in the ETM ConOps 3.The federated service network,comprised of individual PSUs operating as a collective,lies at the center of the UAM notional architecture and exchanges data with UAM operators,USSs,SDSPs,the FAA,and public interest stakeholders.PSUs receive supplemental data supporting UAM operation management from the SDSPs and provide relevant UAM operational data to the public.PSUs communicate and coordinate via the federated service network.This allows other UAM stakeholders(e.g.,UAM operators,ATC,law enforcement)connected to a PSU to access data shared across the federated service network.PSUs and USSs may exchange operational information about UAM and UTM operations in airspace under 400 feet where there is a potential need for cooperative separation(e.g.,vertiports).Notionally,a USS can expand their service offerings to become a PSU and vice versa.Combined service providers may support operations in both the UAM and UTM environments.The architecture depicts the connectivity of the federated service network to USSs for information exchange while retaining a UAM-centric architectural view.Vertiports exchange information with the federated service network to facilitate the communication of situational awareness and resourcing information to UAM operators.The PSUs make the aggregate vertiport information available for the operator to be aware of capacity and situational constraints present at the time of respective departure and arrival time.PSUs could potentially provide additional services with this information(e.g.,suggested alternate vertiports,suggested alternate departure/arrival times).The vertical dashed line in Figure 8 represents the demarcation between the FAA and industry responsibilities for the infrastructure,services,and entities that interact as part of UAM.The FAA-Industry Data Exchange Protocol provides an interface for the FAA to request UAM operational data on demand and send FAA information to the federated service network for distribution to UAM operators,PICs,UAM aircraft,and public interest stakeholders through the Service Security Gateway.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 24 Figure 8:Notional UAM Architecture 5.1 Supporting Services UAM services that may be provided by PSUs and SDSPs are intended to be modular and discrete,allowing for increased flexibility in the design and implementation of new services.This modular approach would allow the FAA to provide tailored oversight of UAM operations and allows PSUs and SDSPs to provide focused services consistent with a business model and subscriber needs.Similar to UTM,UAM services may be characterized in one of the following ways.1.Services that are required to be used by UAM operators due to FAA regulation or for a direct connection to FAA systems.These services must be qualified and approved by the FAA.2.Services that may be used by a UAM operator to meet all or part of an FAA regulation.These services must meet an acceptable means of compliance and may be individually qualified and approved by the FAA.3.Services that provide value-added assistance to a UAM operator but are not used for FAA regulatory compliance.These services may meet an industry standard but may not be qualified or approved by the FAA.6 UAM Scenarios This section provides high-level scenarios reflecting two operations.The first is conducted from departure to arrival within a UAM Corridor.The second operation departs a vertiport in the current Class B service environment(ATS),enters a UAM Corridor for a portion of the flight,exits back into Class B(ATS)and arrives at the vertiport.These scenarios further explore the UAM concept Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 25 and each steps through phases of the flights operation,illustrating the operational and architectural information from Sections 4 and 5.The scenarios demonstrate a subset of UAM operations and interactions during specific nominal operations.A nominal UAM operation is a single UAM operation that executes in accordance with the established performances,rules,policies,and procedures.6.1 Nominal UAM Operation Completed Within a UAM Corridor 6.1.1 Planning Phase Planning of this operation starts with the UAM operator receiving a request from an individual flight between Vertiport 1 and Vertiport 2.The UAM operator obtains current conditions from the information provided by the subscribed PSU and relevant SDSP service.After determining that the current conditions are acceptable for the operation,the UAM operator submits desired UAM Operational Intent information(e.g.,identifying information,vertiport locations,route of flight via UAM Corridor(s),desired time of operation)to the subscribed PSU.The PSU,through the federated service network:1.Evaluates the desired UAM Operational Intent against other operations that may cause a strategic conflict.2.Evaluates UAM Operational Intent against known airspace constraints(e.g.,FAA originating constraints,local restrictions).3.Identifies availability of UAM Corridors and UAM vertiport resources.Because there are no conflicting operations,airspace restrictions(e.g.,Temporary Flight Restrictions TFRs),or vertiport resource limitations,the UAM operators desired UAM Operational Intent is considered strategically deconflicted and confirmed.The PSU notifies the UAM operator and provides the UAM Operational Intent to the federated service network.The UAM operator considers possible modifications to the Operational Intent in the event of an off-nominal situation.The airspace classes and ATC facilities with jurisdiction for the airspaces that border the UAM Corridor(s)for the operation are identified.These prepare the PIC in case a contingency operation is required.Most of the planning actions and information exchanges between the UAM operator and PSU are automated and expected to take very little time from the initial customer request to the confirmed UAM Operational Intent.6.1.2 In-Flight Phases Throughout all phases of flight,the UAM aircraft identification and location information are available to the UAM operator and subscribed PSU.The PIC and UAM operator monitor aircraft Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 26 performance to ensure nominal operation status is maintained.The PSU monitors Operational Intent conformance.6.1.2.1 Departure Phase The PIC departs from Vertiport 1 within the departure compliance window and enters the UAM Corridor.6.1.2.2 En Route Phase The PIC navigates along the UAM Corridor per the UAM Operational Intent.The UAM aircraft completes the en route portion of the flight per the UAM Operational Intent and approaches the arrival vertiport within the compliance window of the arrival time.6.1.2.3 Arrival Phase As the UAM aircraft approaches Vertiport 2,the PIC,UAM operator,PSU,and UAM vertiport confirm the landing pad is still available per the UAM Operational Intent.The PIC navigates to the allocated vertiport pad and lands the aircraft.6.1.3 Post-Operations Phase The UAM operator and PIC provide mission complete indication to the PSU.The PSU archives required UAM operational data per regulation.6.2 Nominal UAM Operation Across Service Environments This scenario describes a situation where a UAM operator plans a flight that departs from Vertiport 3,located in Class B airspace,and arrives at Vertiport 4,within Class B airspace,after using a UAM Corridor for transit.The operator enters and exits the UAM service environment through CEPs.Confirmed UAM Operational Intent is required for participation within the UAM environment.The UAM operators utilize a PSU who provides flight plan filing services.6.2.1 Planning Phase Planning of this operation starts with the UAM operator receiving a request from an individual customer for a flight between Vertiport 3 and Vertiport 4.The UAM operator obtains current conditions and vertiport availability from their subscribed PSU as well as relevant SDSP services(e.g.,environment,situational awareness,strategic operational demand,supplemental data).After determining the current conditions are acceptable for the operation,the UAM operator provides the necessary information to the PSU.In this case,the operation will use a UAM Corridor that traverses Class B airspace and operate within the Class B airspace to/from the UAM Corridor.In recognition of the cross-service environment operation,the operators information for the portion of the flight planned for the UAM Corridor includes the desired UAM Operational Intent information(e.g.,identifying information,vertiport locations,route of flight via UAM Corridor(s),CEP locations,desired time of operation).As the operation,upon departure,will operate in Class B airspace,the operator also provides the PSU the required flight plan information for the ATS Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 27 environment(e.g.,flight ID,type of aircraft,route to CEP from departure vertiport,route from CEP to arrival vertiport).The PSU uses the flight plan information to coordinate with TFM and CFM services to secure clearance times and slot reservations for CEPs within the CA.The subscribed PSU transmits the applicable information(e.g.,flight information,flight plan)to the relevant ATS/xTM data exchange network as required by relevant regulations and COPs.The PSU receives information(e.g.,ATC/TFM responses,notices,constraints)from the ATS data exchange portal for the UAM operator to use for situational awareness or to modify the planned intent/flight plan.The PSU,through the federated service network:1.Evaluates the desired UAM Operational Intent for other operations that may cause a strategic conflict.2.Evaluates the UAM Operational Intent against known airspace constraints(e.g.,FAA originating constraints,local restrictions).3.Identifies availability of the UAM Corridor and UAM vertiport resources.4.Receives any applicable flow management initiatives or constraints.5.Files the flight plan from Vertiport 3 to Vertiport 4 through the UAM Corridor.If there are no conflicting operations,airspace restrictions(e.g.,TFRs),applicable flow management constraints(i.e.,CFM and TFM),or vertiport resource limitations,the UAM operators desired UAM Operational Intent is considered strategically deconflicted and confirmed.The PSU notifies the UAM operator and provides the final UAM Operational Intent to the federated service network and flight plan information to the ATS exchange(e.g.,Expect Departure Clearance Time EDCT).Most of the planning actions and information exchanges(e.g.,intent,flight plan filing)across the federated service network,ATS(i.e.,ATC and TFM),operator,and PSU are automated and expected to take very little time from the initial customer request to the confirmed UAM Operational Intent and flight plan filing.6.2.2 In-Flight Phases Throughout all phases of flight(e.g.,departure,en route,arrival)for a UAM operation,the UAM aircraft identification and location information are available to the UAM operator,ATC facility,and subscribed PSU.The PIC and UAM operator monitor aircraft performance to identify an off-nominal state.The PSU monitors operational conformance to the confirmed UAM Operational Intents.Data exchange between CFM and TFM are monitored for accuracy and relayed to ATC and the PSU.6.2.2.1 Departure Phase Prior to departure,the PIC establishes two-way communication with the appropriate ATC facility to open the submitted flight plan that was submitted by the PSU.The PIC departs from Vertiport 3 within the departure compliance window,notifies the PSU(via automated departure acquisition),and enters Class B airspace.The UAM PIC monitors applicable ATC frequencies and complies Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 28 with instructions while in Class B airspace.The UAM aircraft transitions into the UAM Corridor through the CEP submitted through the Operational Intent.6.2.2.2 En Route Phase The PIC navigates along the UAM Corridor per the confirmed UAM Operational Intent.The PIC deconflicts from other aircraft within the UAM Corridor with possible support from the UAM aircraft equipage or PSU services(e.g.,flight data from active operations in the UAM Corridor).Flight status is monitored by CFM to TFM and updated as necessary within the system.The UAM aircraft completes the en route portion of the flight per the UAM Operational Intent and approaches the CEP within the compliance window of the arrival time.6.2.2.3 Arrival Phase Prior to arriving at the submitted CEP to exit the UAM Corridor into Class B airspace,the data exchange(e.g.,handoff)is activated to ATC and frequency change is conducted.The UAM PIC establishes two-way communication and positive clearance with the appropriate ATC facility.The UAM aircraft enters Class B airspace through the CEP per ATC instruction.As the UAM aircraft approaches Vertiport 4,the PIC,UAM operator,PSU,and UAM vertiport confirm the landing pad is still available per the UAM Operational Intent.The PIC navigates to the allocated vertiport pad and lands the aircraft.6.2.3 Post-Operations Phase The UAM operator/PIC provides mission completion indication to the PSU and the ATC facility.The PSU archives required UAM operational data.7 UAM Evolution The UAM ConOps 2.0 reflects FAA efforts,in collaboration with NASA,industry,and other stakeholders,to advance UAM.It begins with the introduction of low-complexity,low-operational tempo operations leveraging the current regulatory framework(e.g.,VFR,IFR)and building toward higher operational tempo with the institution of UAM airspace structures(i.e.,UAM Corridors)where and when operationally advantageous,using a performance-based construct.As operations occur and experience is gained,the concept may mature and evolve as the FAA continues to engage stakeholders for their perspectives on new technologies,techniques,and automation,both ground-based and airborne,to identify those most capable of addressing the evolving challenges and opportunities.This evolutionary approach to UAM could provide advantages.By initially supporting lower complexity operations,implementation can be streamlined to the environment using current capabilities that meet performance requirements and do not require full-scale regulatory and operational infrastructure changes.Incremental changes to the regulatory framework,“hard”infrastructure(e.g.,systems and vertiports),and“soft”infrastructure(e.g.,processes and procedures)could help support the UAM operational demand and complexity as they increase in concert with other cooperative environments,such as UTM and AAM.These incremental changes may also support the progression of the existing ATS system,maintaining fair and equitable access to airspace across the full airspace user community.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 29 Appendix A References 1 International Civil Aviation Organization(ICAO),Document 9854,Global Air Traffic Management Operational Concept(GATMOC),First Edition,2005.2 FAA,Unmanned Aircraft System(UAS)Traffic Management(UTM)Concept of Operations(ConOps)Version 2.0.2020.3 FAA,Upper Class E Traffic Management(ETM)Concept of Operations(ConOps)Version 1.0.2020.Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 30 Appendix B Acronyms All acronyms used throughout the document are provided in Table 1.Table 1:Acronyms Acronym Definition AAM Advanced Air Mobility AFR Automated Flight Rule ATC Air Traffic Control ATS Air Traffic Services CA Cooperative Area CBR Community Business Rule CEP Corridor Entry/Exit Point CFM Cooperative Flow Management CNS Communication,Navigation,and Surveillance COP Cooperative Operating Practice ConOps Concept of Operations DCB Demand-Capacity Balancing DEP Distributed Electric Propulsion DOT Department of Transportation EDCT Expect Departure Clearance Time ETM Upper Class E Traffic Management eVTOL Electric Vertical Takeoff and Landing FAA Federal Aviation Administration G/G Ground-to-Ground HOTL Human-on-the-Loop HOVTL Human-Over-the-Loop HWTL Human-Within-the-Loop IFR Instrument Flight Rules IMC Instrument Meteorological Conditions LOA Letter of Agreement MRO Maintenance,Repair,and Overhaul Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 31 Acronym Definition NAS National Airspace System NASA National Aeronautics and Space Administration NOTAM Notice to Air Missions PIC Pilot in Command PSU Provider of Services for UAM RPIC Remote Pilot in Command SAA Special Activity Airspace SDSP Supplemental Data Service Provider TFM Traffic Flow Management TFR Temporary Flight Restriction UAM Urban Air Mobility UAS Unmanned Aircraft Systems USS UAS Service Supplier UTM UAS Traffic Management V2V Vehicle-to-Vehicle VFR Visual Flight Rules VMC Visual Meteorological Conditions VTOL Vertical Takeoff and Landing xTM Extensible Traffic Management Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 32 Appendix C Glossary Table 2 provides a glossary of UAM terms used throughout this ConOps.These terms are in addition to those defined in Section 1.4,which provides terms key to establishing the context of the UAM concept.Table 2:Glossary Acronym Definition Advanced Air Mobility(AAM)The terms“advanced air mobility”and“AAM”mean a transportation system that transports people and property by air between two points in the United States using aircraft with advanced technologies,including electric aircraft or electric vertical take-off and landing aircraft,in both controlled and uncontrolled airspace.Conflict Any situation involving aircraft and hazards in which the applicable separation minima may be compromised 1.Constraint An impact to the capacity or use of a resource preferred by an operator,defined with time and geographically specified airspace information.A constraint may restrict access to airspace for operations or may be advisory in nature.Cooperative Separation Separation based on shared flight intent and data exchanges between operators,stakeholders,and service providers.Cooperative separation is supported by defined COPs as well as applicable rules,regulations,and policies.Demand-Capacity Balancing(DCB)Strategic evaluation of system-wide traffic flows and aerodrome capacities to allow airspace users to determine when,where,and how they operate,while mitigating conflicting needs for airspace and aerodrome capacity.This collaborative process allows for the efficient management of air traffic flow through the use of information on system-wide air traffic flows,weather,and assets 1.Human-on-the-Loop(HOTL)Human supervisory control of the automation(i.e.,systems)where the human actively monitors the systems and can take full control when required or desired.Human-Over-the-Loop(HOVTL)Human informed,or engaged,by the automation(i.e.,systems)to take actions.Human passively monitors the systems and is informed by automation if,and what,action is required.Human is engaged by the automation either for exceptions that are not reconcilable or as part of rule set escalation.Human-Within-the-Loop(HWTL)Human is always in direct control of the automation(systems).Urban Air Mobility(UAM)Version 2.0 Concept of Operations April 26,2023 33 Acronym Definition Operational Intent Also referred to as operation intent,the future operational position information,consisting of spatial and temporal elements,that is exchanged between xTM operators to support cooperative traffic management.Operational Tempo The density,frequency,and complexity of operations.Provider of Services for UAM(PSU)An entity that assists UAM operators with meeting UAM operational requirements to enable safe and efficient use of UAM Corridors and vertiports.This service provider shares operational data with stakeholders and confirms flight intent.Strategic Deconfliction The process of arranging,negotiating,and prioritizing Operational Intent(e.g.,volumes,routes,trajectories,time assignments)of aircraft to minimize the likelihood of airborne conflicts between operations.Tactical Deconfliction The process of executing one or more actions to avoid an airborne conflict in a timely manner when strategic deconfliction has failed or was not executed.UAS Traffic Management(UTM)The manner in which the FAA will support operations for UAS operating in low-altitude airspace.
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2024 Freight Focus|2023 DAT Freight&Analytics1The Transportation&Logistics Outlook2024 Freight Focus|2023 DAT Freight&Analytics203EXECUTIVE SUMMARYCracking the Code052023DAT by the Numbers06STATE OF THE MARKETPattern Recognition112023Top 10 Freight Markets12STATE OF THE INDUSTRYWaves of Change16SHIPPER,BROKER,CARRIERKeys to Success20About DATFreight&AnalyticsTable of Contents2024 Freight Focus|2023 DAT Freight&Analytics3Transportations analytics revolution is just getting startedHeading into 2023,the rollercoaster of recent years had transportation and logistics professionals yearning for the days of business as usual.Truckload markets continued to soften during the year,and we also saw the impacts of the pandemic continue.As it turns out,2023 was a difficult year for many in the industry.Moreover,it is now clear that the strategies used for transportation procurement for over three decades are undergoing a shake-up.EXECUTIVE SUMMARYCRACKINGTHECODE2024 Freight Focus|2023 DAT Freight&Analytics4And were just getting started.With the rise of artificial intelligence,the analytics revolution is exploding into all corners of the industry.Here at DAT,were not just thinking about how to get from point A to B.Anyone can collect data.The real value is in elevating data into actionable answers.By making the whole process more efficient,we create better supply chains,better opportunities,and better lives.But lets not sugarcoat it the current market conditions have caused many challenges.Fraud and cybercrime exploded in 2023,and DAT has led an industry charge to improve security to help safeguard supply chains.Then there are the economic conditions that have exerted huge amounts of pressure on transportation providers,from small carriers struggling with low rates and high costs to brokerages seeing margins disappear amid declining demand.But the transportation marketplace moves in cycles,so todays down market will be tomorrows inflationary one.Well dive into these issues in detail in the pages to follow,with insights and analysis to help shippers,carriers,and freight brokers navigate this always-changing landscape.Thanks for reading,and heres to a safe and prosperous 2024.A key reason is the rise and wider adoption of transportation market analytics.As velocity and agility become even more essential to supply chains,advanced analytics allow transportation organizations to ride pricing waves with dynamic strategies that werent previously possible.As we look into the future,its clear that the informed use of data and strong analytics will be essential for success in our field.Whats causing this?Satish MaripuriPresident and CEODAT Freight&Analytics2024 Freight Focus|2023 DAT Freight&Analytics51.6M Anual truck posts110KCarriersubscribers95% Rate forecastaccuracy258MAnual load posts1MDaily load posts$869BReal freight trans-actions since 20121.35BRate lookupsper year2024 Freight Focus|2023 DAT Freight&Analytics6Like with any other market,timing is everything in truckload freight.The ups and downs occur regularly,but“When does one cycle end and the next one begin?”is the million-dollar question.Generally speaking,the cycles follow a familiar pattern.When truckload capacity tightens,rates rise.When rates rise,new carriers enter the marketplace and large fleets add trucks.As truckload capacity increases and demand softens,rates fall.When rates fall,carriers leave the marketplace and capacity once again tightens.At the moment,were in that final phase,waiting for the other shoe to drop.History doesnt repeat,but it rhymesSTATE OF THE MARKETPatternRecognition2024 Freight Focus|2023 DAT Freight&Analytics7For the time being,its still very much a shippers market,and much of that is driven by what happened almost three years ago.Where are we now?COVID-19 didnt introduce new problems Carriers had the pricing power three years ago.The pandemic-fueled disruptions of 2020 and 2021 stretched routing guides beyond their threshold and pushed truckload rates to record highs.The high rates attracted a record number of new carriers,with the number of for-hire interstate carriers nearly doubling.When pandemic restrictions eased,consumer spending shifted away from goods(the majority of which are moved by trucks)and more to services,which generated less demand for truckload shipping.Eventually,those extra trucks became an oversupply of capacity,leading to the current inverted market in which spot rates sit well below contract rates.The gap between spot and contract rates is historically wide(currently around 33-38 cents per mile for dry van and temp-controlled reefers),and the duration of the inverted market has been historically long at more than 20 months and counting.The gaps between spot and contract rates have been fairly stable in recent months,however,so the market seems to have found its bottom.$3.00$2.50$2.00$1.50$1.000%-20%-40 0%Linehaul Rate Per MileYoY ChangeJuly 2020Jan 2021July 2021Jan 2022July 2022Jan 2023July 2023In July 2023,dry van spot and contract YoY%converged for the first time since early 2022.Broker to CarrierLinehaul SpotShipperLinehaul Contract2024 Freight Focus|2023 DAT Freight&Analytics8Continuing strugglesWhile the inverted market allowed shippers to capture cost savings throughout 2023 often leading to double-digit percentage rate decreases in new RFPs it created difficult conditions for transportation providers.Labor struggles both within the trucking industry and at the ports added to the difficulties,bruising the less-than-truckload(LTL)and parcel sectors especially.Another serious issue is the worldwide surge in fraud.While technology is transforming the transportation industry,its also introduced new avenues for criminals.Thats led to a massive surge in fraud in our industry of all the accounts closed in the past four decades by the DAT Network Governance team,65%happened in 2023.The fraud includes familiar scams like double brokering,but businesses have also had to be more vigilant against phishing,identity theft,and other types of cybercrime.Network security has always been a top priority at DAT,but during 2023 the Network Integrity Unit ramped up security within DATs network while also providing the industry with real-time updates on known cybercrime campaigns waged against the trucking industry.We also created an exhaustive library of educational resources on cybersecurity available to the public.DATs dedicated team of experts,the Network Integrity Unit(NIU),governs the largest freight marketplace in North America and safeguards DAT systems against attacks.Over the course of four decades,the NIU has put in a lot of miles in fighting fraud.But with fraud on the rise in every industry,those efforts have kicked into overdrive.40 1500%years of networkgovernance experienceteam growthsince 2022of“Bad Player”claims resolved82024 Freight Focus|2023 DAT Freight&Analytics9Small carriers feel the squeezeBrokers are also in a bindNew carriers that entered the market in 2020 and 2021 did so at a time when trucking company profitability was at its highest since before deregulation in 1980.In the second half of 2020,national average linehaul spot rates increased by almost$1 per mile.By the end of the year,diesel prices had dropped 23%.Three years later,those trends have reversed.The average profit for small fleets and owner-operators was around$1 per mile for most of 2021.In the fourth quarter of 2023,those same businesses are barely breaking even,a situation almost identical to the last soft market in 2019.Any savings carriers generated during the pandemic will eventually run out.Thats already the case for many.The combination of higher costs,lower rates,and softer demand has pushed a large number of carriers out of the industry,a trend that will continue into 2024 until capacity tightens and realigns truckload supply versus demand.While brokers may not be feeling the pain quite as acutely as small carriers,theyve been burdened by the overall decrease in demand for transportation services.Declining demand and slim margins led to a large decrease in the number of new brokers entering the market,as well as some high-profile exits.The majority of enterprise brokerages expect net revenue margin declines in 2023 compared to 2022.Broker to Carrier LG Fuel SpotBroker to Carrier Linehaul SpotFuel PCNT$3.00$3.50$2.00$1.00$0.50$1.50$2.50July 2020Jan 2021Jan 2020July 2021Jan 2022July 2022Jan 2023July 20232024 Freight Focus|2023 DAT Freight&Analytics10Whats in store for 2024?Of course,a severe shock of some kind could change all of that.That scenario has played out before examples include the ELD mandate in 2018 and the pandemic lockdowns in 2020.Both were events that changed anticipated market cycles.The results were sudden capacity constraints that sent prices upward,flipping the pricing power from transportation buyers to sellers.Rising geopolitical risks are one possible catalyst.Just as the Russian invasion of Ukraine led to a global spike in fuel prices;an expansion of the current Middle East crisis would likely have a similar effect.Those rising costs would drive more carriers out of the industry,but those who remained would see supply and demand finally tilting back in their favor.DATs prediction:Expect current market conditions to continue until late Q2 when the market should finally find equilibrium.The truckload market should revert with spot rates rising over contract rates sometime in the first half of the year,and demand will normalize as the supply chain disruptions that began during the pandemic work their way out of the system.The truckload market cycle is bottoming out as carriers continue to exit the industry.However,without any significant change in truckload demand expected before the second quarter of 2024,the market may remain in its current state for quite some time likely until at least midway through 2024.Getting a clear signal in the new year will require accurate and timely freight intelligence,plus the tools to execute efficiently.DAT Freight&Analytics solutions empower carriers,brokers and shippers to turn insights into action and make faster,more confident business decisions.Visit DAT.com to learn more.1012345678910Los Angeles,CAOntario,CAChicago,ILDallas,TXAtlanta,GAJoilet,ILFort Worth,TXHouston,TXCharlotte,NCColumbus,OHDry Van12345678910Fresno,CAOntario,CAChicago,ILLos Angeles,CASan Fransisco,CAFort Worth,TXDallas,TXFayeteville,ARSpokane,WAJoilet,ILTemp-control12345678910Houston,TXDallas,TXBirmingham,ALCleveland,OHFort Worth,TXSouth Bend,INSavannah,GAAtlanta,GAChicago,ILLos Angeles,CAFlatbed112023 Freight Focus|2022 DAT Freight&AnalyticsNote:Based on the DAT iQ database of more than$137 billion in invoices for both spot and contract truckload freight.2024 Freight Focus|2023 DAT Freight&Analytics12The traditional approach to procuring transportation services is evolving as shippers find new ways to navigate the dynamic truckload marketplace.Instead of putting volatile lanes out for an annual bid and hoping for the best,many major shippers have expanded their capabilities,which allow them to ride pricing waves in a way that balances flexibility with predictability.These changes have wide-ranging implications for all players in the trucking industry,as analytics introduce new alternatives to decades-old processes.Inside transportation procurements next evolutionSTATE OF THE INDUSTRYWaves ofChange2024 Freight Focus|2023 DAT Freight&Analytics13But what about all those low-volume lanes?In the past,many shippers just lumped them in with the high-volume lanes in an RFP to secure contracts.However,given the pricing instability of low-volume lanes,this tactic only increases the chances of a primary carrier rejecting the contract rate on that lane,forcing the shipper to look elsewhere to cover the load.As recommended by DAT Freight&Analytics Chief Scientist Chris Caplice,more and more shippers are approaching those dynamic lanes differently.Instead of crossing their fingers and hoping the contract rate holds up,theyre“riding the wave”the shipment rate on a dynamic lane is determined at the time of tender based on rules negotiated between the shipper and transportation provider.Essentially,its a more structured approach to using the spot market.There are a couple of ways that shippers approach pricing with this strategy.One is to designate a set of four or five key transportation providers.Those businesses are offered a load and asked to provide a rate.This built-in competition is meant to provide some safeguards for the shipper,using more sophisticated analytics systems to monitor and manage their response rates.Another approach is to establish a contract with a provider based on a pricing index.For example,a shipper might agree to pay the DAT iQ benchmark rate on a given lane,plus some percentage to the carrier or broker.The old 80/20 rule still applies to most shippers 80%of their freight is concentrated on 20%of the lanes in their network(recent studies by DAT show that this is trending closer to 15%of lanes).Procuring transportation on high-volume lanes is relatively straightforward since those lanes tend to have more stable prices.What changed?2024 Freight Focus|2023 DAT Freight&Analytics14Naturally,a change in how shippers procure transportation means changes for motor carriers and freight brokers as well.Success in this more dynamic approach hinges on access to real-time market data to ride the pricing wave without drowning.These changes have led to three major ripple effects.Ripple effectsWith shippers taking a more structured approach to the spot market,brokers play a larger role in strategic planning.Lanes that normally would have been assigned to asset-based carriers are now seen as a better fit for brokers.For shippers,brokers provide access to a broad network of smaller carriers that would normally be a shippers last resort.This gives a shipper more flexibility and carriers more opportunity.There has been a blending of non-asset and asset-based transportation providers.Most large asset-based carriers now have brokerage arms,and most brokers serve almost as asset-light carriers by cultivating“dedicated”carriers in their networks.A blurring of segmentsA better lever-aged networkA bigger role for brokers2024 Freight Focus|2023 DAT Freight&Analytics15Robust analytics whether used to gain insights into rates,capacity,or performance have empowered transportation and logistics teams to ride pricing waves like never before.Its also led to increased transparency across the entire truckload marketplace.Artificial intelligence and machine learning will play an even larger role going forward.Initially,it seemed that brokers and carriers would need to build large data science teams to leverage analytics,which would have meant competing with tech giants for talent.However,thats no longer the case,and the ability to get instant answers on market machinations creates speed and agility the industry has never seen before.More than ever before,speed and agility will decide winners and losers in the industry going forward.With sophisticated analytics and streamlined operations,transportation and logistics professionals can make sure they arent caught flat-footed when the market inevitably flips again.Sophisticated pricing departments no longer need large teams of data scientists.Access to deep wells of data coupled with sophisticated freight analytics has effectively lowered thebarrier to entry as transportation organizations build out their business intelligence capabilities.How will this evolve?2024 Freight Focus|2023 DAT Freight&Analytics16Keys toSuccessShippersDynamic pricing in volatile marketsBrokersA balance of spot vs contract businessCarriersCost control and operational efficiency2024 Freight Focus|2023 DAT Freight&Analytics17Those discounts wont last forever,and strategies put in place now will fortify transportation networks when the markets finally flip.Implementing systems and practices that handle the most volatile network lanes more efficiently will put shippers in the best position going forward.Shippers can optimize their transportation network by segmenting it based on lane characteristics,level of service requirements,and other relevant factors.This allows shippers to use a portfolio approach to procurement that includes dedicated,contract,and dynamic relationships.Taking advantage of the full spectrum of truckload transportation adds the flexibility and efficiency needed when markets tighten.And when markets turn,low-frequency lanes in a shippers network will be where pricing becomes most unstable.By embracing a dynamic pricing strategy,a shipper can better align costs to the broader market while maintaining high levels of service.The current soft market is also an ideal time for shippers to deepen their relationships with tier 1 carriers.One approach would be to establish API connectivity to a select group of transportation providers.This technology enables seamless and efficient communication between shippers and carriers,streamlining the booking process.This could prove especially useful when looking for capacity on hard-to-fill lanes.Laying this groundwork will help shippers fortify their networks regardless of market conditions.Shippers enjoyed lower freight rates throughout 2023.As a national average,contract rates for dry van shipments fell 15%from January to November,according to data from DAT iQ.And with the inverted market,shippers were able to use the spot market strategically for deeper savings.Keys to success:Shippers2024 Freight Focus|2023 DAT Freight&Analytics18Shippers want brokers to provide cost savings,dependable capacity,and streamlined processes.The challenge for brokers in 2023 was meeting those expectations at the same time that their margins were squeezed.Consumer spending and retail inventory trends softened demand for transportation services,and the inverted market worked against transportation intermediaries.Heading into 2024,brokerages should seek to balance their ratio of spot and contract business as the market recovers,allowing them to find the optimum mix of volume and margin.Brokers and 3PLs can also expand their operations to provide services that can handle more complex freight movements and multiple modes.From a business profitability perspective,these services tend to yield higher margins and maintain consistent demand.By placing a greater emphasis on value-added services such as real-time tracking,analytics,and integrated automation,brokers can grow and protect the market share theyve gained in recent years.Its critical to leverage data and analytics to accurately time the market since the pricing decisions made at the end of 2023 and the start of 2024 will have major impacts on profitability and volume for the rest of the year.Transportation markets witnessed a significant shift in recent years,with an increasing number of shipments brokered rather than directly handled by carriers.As a result,brokerages are now a much bigger part of a shippers strategic transportation plan.Keys to success:Brokers2024 Freight Focus|2023 DAT Freight&Analytics19While its likely were at or near the bottom of the current freight market cycle,carriers are still operating in survival mode.To get to the light at the end of the tunnel,the focus should be on cost controls and operational efficiency.The biggest expense is diesel fuel.While larger carriers enjoy some protections thanks to fuel surcharge programs that share some of the cost burden with their shipper customers,small carriers and owner-operators doing business on the spot market negotiate“all-in”rates on a transactional basis.This leaves them more exposed to spikes in diesel prices.Tackling fuel costs is a two-fold process.The first is to address the expense on the front end,such as enrolling in fuel card programs that provide discounts at the pump.The second is to make those fuel dollars stretch.That includes improving driver habits(maintaining fuel-efficient speeds,eliminating idling,etc.),route optimizations,and reduced deadhead miles.A deeper understanding of operating costs will prove critical for carriers in 2024.Itll also provide information regarding where to make strategic investments,such as preventative maintenance and technology that increases efficiency while expanding opportunity.For example,the Profit Estimator tool in DAT One allows carriers to find loads tailored to their businesses based on their operating costs,so they can choose freight loads that yield the best return.Greater success also requires a broader understanding of the macroeconomic and regulatory factors that drive demand.Tools like the Market Conditions map in DAT One give a quick view of truckload supply and demand,while carriers can educate themselves through information found on the DAT website as well as numerous online outlets.Armed with information,carriers can also venture into new markets and align with strategic partners to help them come out of the down market with a more resilient business that can thrive in any portion of the freight cycle.Unfortunately,the current market is unsustainable for many small carriers,particularly those that entered the market at its peak.Low rates and high costs spell trouble for any business in any industry,but with the traditionally tight margins associated with operating a motor carrier business,the current climate has many trucking companies operating on a razors edge.Keys to success:Carriers2024 Freight Focus|2023 DAT Freight&Analytics20DAT Freight&Analytics delivers solutions that provide the most accurate insights into truckload markets,with the deepest and broadest data in the industry and the largest on-demand freight marketplace in North America.Since 1978,DAT has been the source for market trends and data insight solutions for shippers,brokers,carriers,media,and industry analysts alike.To learn more,visit DAT.comGet a 360-view of the transportation marketplace2024 Freight Focus|2023 DAT Freight&Analytics21www.DAT.com800.551.8847
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Non Deal Debt Investor UpdateJanuary 20241Volkswagen Group PresentationThe following presentations as well as remarks/comments and explanations in this context contain forward-looking statements on the business development of the Volkswagen Group.These statements are based on assumptions relating to the development of the economic,political and legal environment in individual countries,economic regions and markets,and in particular for the automotive industry,which we have made on the basis of the information available to us and which we consider to be realistic at the time of going to press.The estimates given entail a degree of risk,and actual developments may differ from those forecast.All figures are rounded,so minor discrepancies may arise from addition of these amounts.At the time of preparing these presentations,it is not yet possible to conclusively assess the specific effects of the latest developments in the Russia-Ukraine conflict on the Volkswagen Groups business,nor is it possible to predict with sufficient certainty to what extent further escalation of the Russia-Ukraine conflict will impact on the global economy and growth in the industry in fiscal year 2023.Any changes in significant parameters relating to our key sales markets,or any significant shifts in exchange rates,energy and other commodities or the supply with parts relevant to the Volkswagen Group will have a corresponding effect on the development of our business.In addition,there may also be departures from our expected business development if the assessments of the factors influencing sustainable value enhancement and of risks and opportunities presented develop in a way other than we are currently expecting,or if additional risks and opportunities or other factors emerge that affect thedevelopment of our business.We do not update forward-looking statements retrospectively.Such statements are valid on the date of publication and can be superseded.This information does not constitute an offer to exchange or sell or an offer to exchange or buy any securities.2Disclaimer400500600700800900010203040506070809101112Deliveries 000 units/per month3Global deliveries Q4 14%YoYFY23 12%YoYBEV deliveries increased by 35%YoY in 2023Slovenia flooding impacted production by100k units in H2 202320222023Volkswagen Group delivered 9.24 million vehicles in 2023Quarterly DevelopmentBEV share increased to 8.3%in 20232021202220237V share 23BEV Deliveries 000 unitsBEV ShareC3305810860122206141181210240Q1Q2Q3Q4991181492021202220235.1%6.9%8.3w1k BEVs were delivered to customers in 2023( 35%)FY23 target of 8 to 10hieved at lower part of range8%9%Outlook2023 21.Previous year adjusted(IFRS 17)I 2.The Russia-Ukraine conflict has created considerable uncertainty,particularly with regard to the potential impact of the actions of the political players,primarily where the duration,intensity and allocation of energy supplies and their impact on the supply chain are concerned.Particularly,the supply of energy,other raw materials and parts for the production process could result in greater constraints,especially in Europe,where a gas shortage is possible.Higher energy and commodity prices plus greater volatility could add to the strain.Furthermore,inflation rates could reduce purchasing power,adversely affect consumer behavior and put a damper on demand for our products.Moreover,the need might arise to recognize further impairmentlosses on assets and additional risk provisions I 3.Before special items I 4.R&D&Capex combined I 5.Including cash outflows in connection with the EU antitrust proceedings against Scania I 6.Including about 5bn budgeted for M&A I 7.Total Net Liquidity of 43bn including 16.1bn Porsche IPO proceeds of which Porsche IPO special dividend of 6.5bn(net);payout in January 2023Deliveries to customers8.3m vehicles6.7m vehicles( 11%)9.24m vehicles( 12%-outlook was 9.0m to 9.5m)Sales revenue 279.2bn 235.1bn( 16%)307bn to 321bn( 10%to 15%)Operating result(bef.special items)322.5 bn(8.1%)16.2 bn(6.9%-underlying 8.0%)around level of previous yearAutomotive Investment ratio 413.7.5.5%Automotive Reported Net Cash flow 4.8bn 5 4.9bn 6bn to 8bn 6(expected at lower end of the range)Automotive Net Liquidity 43.0bn 7 36.7bn 35bn to 40bnActual2022 19M20235Volkswagen Group 2023 1Guidance firmly in sight 6Unrivalled portfolio with significant upside potentialVALUE ORIENTATIONFunctionalModernPostmodernLUXURYFOCUSVolkswagen Group MobilityArchitectureSoftwareBattery,Energy&ChargingCoreProgressiveSport LuxuryTruck&BusProof points YTD 100%TechCo teams up with ThunderSoft and Horizon Robotics Progress in CARIAD realignment,intensified tech partnerships and“local-for-local”approach Dry Coating of battery cells as game changer driving down costs CMD 23:Strategic alignment and launch of performance programs Cooperations with Xpeng and SAIC for the China business PowerCo and Umicore JV:IONWAY as leading European supplier of battery raw materials7Steering framework for Group management8Latest achievements:Delivery on our CMD promisesSoftware:Clear restructuring plan for CARIADChina:Localization strategy is unfolding,next step China CMD in April 2024 New steering model:management remuneration aligned to NCF and Brand Group KPIESG:Independent China audit conducted in 12/23;MSCI red flag removedFinancials:VW brand performance program on track;important milestone reached before X-mas break12345INTERNAL9A“Control and Profit&Loss Transfer Agreement”between VWAG and the German subsidiaries is in place.*Parent company cannot guarantee act as Guarantor for itselfIssuing Entities Volkswagen FSVolkswagen Bank GmbHVolkswagen Financial Services AG*Volkswagen Leasing GmbHVolkswagen Financial Services N.V.Volkswagen Financial Services Japan Ltd.Volkswagen Financial Services Australia Pty Ltd.Issuing Entities Scania ABScania CV ABIssuing Entities Volkswagen AGVolkswagen Aktiengesellschaft*Volkswagen International Finance N.V.Volkswagen Group of America Finance,LLPVolkswagen Credit Canada Inc./Crdit VW Canada,IncIssuing Entities TRATON SETRATON SE*TRATON Finance Luxembourg S.A.TRATON Treasury ABguaranteednot guaranteed guaranteednot guaranteed guaranteednot guaranteed not guaranteed guaranteedOverview of financing entities of the Volkswagen GroupINTERNAL10Volkswagen Groups Funding Mix in%(as of December 31,2023)2025202620272028202920302031203220332034203820392041204328.620.715.311.611.16.76.13.01.51.316.311.11.519.21.813.53.08.62.58.620245.21.44.71.31.71.50.21.30.30.30.22.1 bnFeb-24Mar-24Apr-24 May-24Jun-24 Jul-24Aug-24Sep-24Oct-24 Nov-24Dec-247.73.31.32.8Jan-244.61.50.42.73.04.71.12.21.91.32.91.31.01.00.81.5Commercial PapersBond/MTNBonds HybridSums may differ due to rounding effects.12 months breakdown(as of December 31,2023)Well balanced debt maturity profile with a focus on shorter durationINTERNALInternational capital market presence characterized by a diversified mix of currencies and tenors11Volkswagen Groups Capital Market Borrowings Diversification of Unsecured Funding(as of December 31,2023)3.7%3.1d.4!.5%7.3%EURUSDGBPSEKCAD88.8.2%FixedFloatingTop 5 Currency Breakdown Commercial Paper and Bonds(excl.Hybrid)Fix vs.Float Bonds(excl.Hybrid)Sums may differ due to rounding effects.INTERNALHybrid Bonds are an integral and highly strategic part of Volkswagen Groups capital structure 12Hybrid Capital within the Volkswagen Group1Provides 100%IFRS equity without diluting existing shareholdersLong-term commitment towards hybrid capital supporting Volkswagen Groups credit metrics such as Net Industrial Liquidity Well diversified maturity profile322121211.02.03.0 bn12112024202520262027202820292030203120321.First call dates of hybrids are shown in the table,as of 12/23INTERNALVolkswagen Group is a well-established issuer in the Green Bond market 131.Includes all outstanding bonds from the Volkswagen Automotive Division(hybrids shown on first call dates)and Financial Services Division,as of 12/23Green Bond Redemption Profile1Further Information on Volkswagens Green BondsVolkswagen Group-Green Finance Framework 2022 Volkswagen Group-Green Finance Framework 2022-Second-Party Opinion.pdf 010203020242025202620272028202920302031203220332034203520362037203820392040204120422043Green BondsConventional BondsVolkswagen Group ESG Figures(including PAI Indicators)Creating Value with Volkswagen Financial ServicesInvestor Update Volkswagen Financial ServicesJanuary 2024 The Key to MobilityINTERNALDisclaimerThe following presentations as well as remarks/comments and explanations in this context contain forward-looking statements on the business development of the Volkswagen Group.These statements are based on assumptions relating to the development of the economic,political and legal environment in individual countries,economic regions and markets,and in particular for the automotive industry,which we have made on the basis of the information available to us and which we consider to be realistic at the time of going to press.The estimates given entail a degree of risk,and actual developments may differ from those forecast.All figures are rounded,so minor discrepancies may arise from addition of these amounts.At the time of preparing these presentations,it is not yet possible to conclusively assess the specific effects of the latest developments in the Russia-Ukraine conflict on the Volkswagen Groups business,nor is it possible to predict with sufficient certainty to what extent further escalation of the Russia-Ukraine conflict will impact on the global economy and growth in the industry in fiscal year 2023.Any changes in significant parameters relating to our key sales markets,or any significant shifts in exchange rates,energy and other commodities or the supply with parts relevant to the Volkswagen Group will have a corresponding effect on the development of ourbusiness.In addition,there may also be departures from our expected business development if the assessments of the factors influencing sustainable value enhancement and of risks and opportunities presented develop in a way other than we are currently expecting,or if additional risks and opportunities or other factors emerge that affect the development of our business.We do not update forward-looking statements retrospectively.Such statements are valid on the date of publication and can be superseded.This information does not constitute an offer to exchange or sell or an offer to exchange or buy any securities.Under the brand“Volkswagen Financial Services the key to mobility“the subsidiaries of Volkswagen Financial Services AG as well as its sister company Volkswagen Bank GmbH render various services under the joint brand Volkswagen Financial Services.Such services are banking services(through Volkswagen Bank GmbH),leasing services(through Volkswagen Leasing GmbH),insurance services(through Volkswagen Versicherung AG,Volkswagen Autoversicherung AG)as well as mobility services(inter alia through Volkswagen Leasing GmbH).In addition,insurance products of other providers are offered.2Volkswagen Financial Services will offer the platform for mobility solutionsbased on Volkswagen Groups NEW AUTO strategy3Volkswagen Group MobilityArchitectureSoftwareBattery,Energy&ChargingCoreProgressiveSport LuxuryTruck&Bus4Volkswagen Financial Services will in future be placing an additional focus on the Vehicle on Demand businessVehicle on Demand FocusProduct range mobility platformCashFinancingLeasing3-5 years2-4 yearsSubscriptionRentdays/weeksInstant Mobility*hours/minutesmonthsCore ProductsTimeProductThe right offer at any timeGrowing portfolio of mobility solutionsSupport for all Group brands*Instant Mobility(mainly from third-party providers):sharing(eScooter,bicycle,car),hailing(incl.taxi),pooling,public transportFinancial Performance as of 30.06.2023Total assets 138.2 bnOperating profit 768 mnContracts(units)15.9 mnTotal assets 70.4 bnCustomer deposits 34.6 bnOperating profit 359 mn Contracts(units)3.2 mnVolkswagen Financial Services AGVolkswagen Bank GmbHVolkswagen Financial Services*1.76 bnOperating Profit21.7 mnContracts255 bnTotal Assets*Volkswagen Financial Services are a business segment of the Volkswagen AG group and comprise Volkswagen Financial Services AG along with its associated companies,Volkswagen Bank GmbH,Porsche Financial Services,and the financial services companies in the USA and Canada.5Operating Result Volkswagen Financial Services2.612.962.800,001,002,003,004,005,006,0020182019202020212022FC 2023FC 20245.675.60Risk Cost EffectsSemiconductorShortageCorona PandemicNormalizingRisk Cost Situation6Avg.earning assets increase while asset based portfolio remains stable11,20111,32710,92110,340190,177197,103208,971209,6342019202020212022Asset Based Portfolio in ThdAvg.Earning Assets in Mio.20,461Avg.Earning Assets per New Contract in EUR26,11023,93721,6627Volkswagens resilient manager of assets and related risks serving as anchor of stabilityProven crisis resilience:No significant influence of past crises on credit risk until now.Credit losses currently and historically on a very low level(0.31%as of 30 June 2023).Credit risks appropriately covered by provisions.Provision-vs.Loss RatioCredit risk situation will remain challenging due to crisis situation in the Ukraine and expected increasing inflation and interest rates.8Credit loss ratio historically on a very low level Positive trend in the development of used car prices related to an increased demand in the used car market.The peak in used car prices is already left behind in most markets,but remain on a quite high level in the first months.Higher used car sales prices over a long time implicates an sustainablepositive effect on Residual Values up to 1 3%-points.We adapt this in our Residual Value prognosis for new business on model level.Forecast:Even in the beginning of 2023 the still high used car prices had a positive effect on our operating profit but in the further course of the year this will be lower than in 2022.Volkswagens resilient manager of related risks serving as anchor of stabilityRe-marketing situation used carsResidual Value9Interest rate risk management at Volkswagen Financial ServicesMin.80%matched funding.No currency risk:-In prinicple refinancing is carried out in local currency.-If not in local currency,the currency risk is fully hedged.Extraordinary interest rate risk in 2022 and 2023 due to rising interest rates between conclusion of contract and delayed delivery.10STRATEGICDIMENSIONS11OBJECTIVE:We maximize customer loyalty to the Volkswagen Group Brands12 stay in our ecosystem keep coming back are happy customers are cheaper to retain are better multipliers spend moreLoyal customers OBJECTIVE:We own Volkswagen Groups car parc.We unlock business potential throughout the vehicles lifecycle together with the Group Brands13 access to raw material maximize used car potential stabilization of RV further source of income increase in volume long-term customer loyaltyA holistic approach of the Vehicle Lifetime Concept means OBJECTIVE:We leverage data and technology as core enablers of our success14We need to match customers with the right vehicle ButCustomers dont wait for us to act,so we build MODERN SYSTEMSCustomers dont tell us what they want,so we use our DATAOBJECTIVE:We act as entrepreneurs and strive for the greatest possible success15ProfitabilitySystems&ProcessesPeople Return on Equity Operating Income CIR Sourcing Operational Excellence Transparency Employees Leaders CollaborationOBJECTIVE:We drive the transition to emission-free mobility along the Volkswagen Groups ESG principles16Green OperationsGreen ProductsGreen ITWe focus on the environmental aspect of sustainability and achieve CO2neutrality from our products and across our operations17Volkswagen Financial Services RatingsCredit Rating*S&PMoodysVW FSBBB A3VW BankBBB A1*Senior Unsecured RatingStable Credit Rating in the investment grade fromS&P and Moodys.First external ESG audit with an extraordinary result.Analysis of 5 aspects:Product Governance,Corporate Governance,Data Privacy and Security,Business Ethics and Human Capital.Ranked within the best 3%of peer group in sector Consumer Finance.Low RiskCorporate RatingsESG RatingsSecond external ESG audit with a solid result.Analysis of 3 aspects Prepardness Opinion:Environmental Profile,SocialProfile,Governance Profile.Volkswagen Financial Services provides the mobility platform for the Volkswagen Group 18Mobility platform offering.user interface(incl.brand integration),CRM&pricing our core products.and vehicle lifetime managementFinancingLeasingRental1Instant Mobility2Used car re-marketingInsurance&Services2.1.3.4.Multi-brandBrand customers in brand designMobility brandVEHICLE ON DEMANDAppCustomer ID&ProfileDealerWeb1 Long/short-term rental,subscription,extended rental 2 Instant Mobility(mainly from third-party providers):sharing(eScooter,bicycle,car),hailing(incl.taxi),pooling,public transportVehicle Lifetime Management:A mobility provider needs to handle multiple lifecycles to generate future profit pools19Source:Deloitte study,The future of automotive mobility,2/2023Multiple life cycle managementNew carUsed carFinancial Services Vehicle-on-demandMobility-on-demand1st2nd3rdVehicleSourcingVehicle provision to end customerRe-cycleRe-marketRe-useUsage-relatedservicesVehicle-relatedservicesInfrastructureservicesIn-life services 240 bn.202220232024202520262027202820292030Share of Car Parc50lance sheet growth due toincreased assets in bnNew Car FS PenetrationBEV:80%ICE:50%Green in the sense of CO2-neutral use of the car,e.g.BEV20Annual new car sales and an increasing VW FS share of Volkswagens car parc will increase VW FS refinancing demandApprox.350 bn.BEV group deliveries to customers increase 21Impact of BEV Group deliveries on VW FS Portfolio and Balance Sheet20232024202520262027202820292030ICEBEV while VW FS BEV Penetration increases,too.20232024202520262027202820292030ICEBEV80P%In addition,used car share of new contracts is increasing and leads to a growing portfolioVW Leasing GmbHVolkswagen Financial Services AGVCI/VCCIVolkswagen AGVW FS AG and VW Bank GmbH are currently separate subsidiaries of Volkswagen AGStatus quoIndividual subsidiaries(insurance,other subsidiaries)European and international VW FS subsidiariesPFSVolkswagen Bank GmbHReporting group Volkswagen Financial Services22Funding restriction due to large exposure limitTarget picture-Unchanged reporting structure of segment Volkswagen Financial Services23Reporting group Volkswagen Financial ServicesVolkwagen Bank GmbHVolkswagen Leasing GmbHVW Finance Europe B.V.EMG Volkswagen Financial Services AG Volkswagen Financial Services Overseas AGPFSVCI/VCCIVolkswagen AG=EU Financial Service ProviderIndividual holdings(insurance,other holdings)Usage of VW Banks customer deposits to fund the planned growth path of the European business Sustainable group setup and governance structures,considering the changing regulatory environment Equity base of Volkswagen Financial Services sufficient even in the new structure Implementation of main steps planned until mid 2024Volkswagen Financial Services organisational structure and guarantee scheme target pictureVolkwagen Bank GmbHVolkswagen Leasing GmbHVW Finance EuropeB.V.Volkswagen Financial Services AG Volkswagen Financial Services Overseas AGVolkswagen AG24Individual holdings(insurance,other holdings)Domination and Profit&Loss Transfer AgreementDomination and Profit&Loss Transfer AgreementVolkswagen Financial Services AustraliaVolkswagen Financial Services JapanVolkswagen Leasing S.A.de C.V.,MexicoVolkswagen Bank S.A.,MexicoGuaranteeDomination&PLTA1Volkswagen Financial Services N.V.Domination&PLTAHard LoCLoCHard LoCGuarantee1Target PictureFunding allocation of segment Volkswagen Financial Services as of 30.06.2023Strategic Funding Mix 2030 194.1bnAsset-BackedSecurities25%Customer Deposits25%Bonds and Commercial Paper30nk Borrowings20%Bonds 51.6bn(26%)Customer Deposits34.6bn(18%)Asset-BackedSecurities 44.3bn(23%)Commercial Paper 10.8bn(6%)Banks&Central Banks 28.5bn(15%)Intercompany 24.3bn(12%)25 Customer Deposits independent from corporate rating!ABSCapital MarketsBank BorrowingsStrong business growth needs a strong refinancing strategyCore element is the increase of customer deposits in Europe26Strategic Funding Mix of Volkswagen Financial ServicesABSCapital MarketsCustomer DepositsABSCapital MarketsCustomer DepositsEuropeABSCapital MarketsBank BorrowingsNon-EuropeVW FS JapanJPY 60 bn ECP ProgramVW Finance(China)Domestic RMB Bond IssuancesVW Leasing MexicoMXN 25 bn Dual CP MTN ProgramVW Bank MexicoMXN 7 bn Debt Issuance ProgramVW FS KoreaDomestic KRW Bond IssuancesVW FS Australia AUD 5 bn Debt Issuance ProgramVW Financial Services PolskaPLN 5 bn Debt InstrumentIssuance ProgramVDF/VDF Filo TurkeyDomestic TRY Bond IssuancesBanco VW BrazilDomestic Letra FinanceiraLM TransportesDomestic DebenturesVW FS Group 7,5 bn CP Program 50 bn Debt Issuance ProgramVW Bank 2.5 bn CP Program 10 bn Debt Issuance Program27Worldwide DCM activities of Volkswagen Financial ServicesFirst Green Bond of Volkswagen Leasing GmbH successfullyplaced on September 18th 2023.Total volume of triple tranche bond in September 2023 2 bn,total volume of triple tranche bond in January 2024 2.75 bn.Further green bonds in SEK und NOK.Refinancing of financial products for BEVs.Sustainability is part of VWFS strategy Mobility2030 and supports the sales of Volkswagen Group BEVs.Further information at https:/ Bonds of Volkswagen Financial Services Worldwide ABS activities29VW Leasing/DutchLeaseVCL MasterVW Bank SpainDriver Espaa programme Banco VW Brazil Driver Brasil programmeVW FS AustraliaDriver Australia programmeDriver Australia MasterVW FS JapanDriver Japan programme VW Finance ChinaDriver China programmeVolkswagen New Mobility Services VCL China OneVW LeasingVCL programmeVCL MasterMAN Financial ServicesTrucknologyVW Bank Driver programmeDriver MasterVW FS UKDriver UK programmeDriver UK MasterVW Bank ItalyDriver Italia programme Volkswagen Bank GmbH Programmes Volkswagen Financial ServicesProgrammes VW Finans SverigeAutofinance S.A.VCL Master SwedenVOLKSWAGENDIETEREN FINANCE S.A.Driver Belgium MasterVW FS PolskaVCL Master Poland DACThank you!Volkswagen Financial ServicesGifhorner Str.5738112 B
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Development Status and Trend Outlook of Next-Generation Smart TransportationChina Center for International Economic ExchangesChina Economic Consulting CorporationDecember 6,2023Project supervisor:Zhang Dawei,Vice Chairman and Secretary-General of CCIEE,FormerVice Governor of Henan ProvinceDeputy project supervisor:Han Yihu,Deputy Chief Economist of CCIEE,President of ChinaEconomic Consulting CorporationProject team leader:Mei Guanqun,Researcher,Ph.D.,Director of Innovation DevelopmentResearch Department,CCIEETang Lin,Director of Strategic Planning Department,China EconomicConsulting CorporationProject team members:He Xinru,Assistant Researcher of Innovation Development ResearchDepartment,CCIEEZhang Xianguo,Director of Industry Management Research at ChinaAutomotive Strategy and Policy Research Center,China AutomotiveTechnology and Research Center(CATARC)Luo Shuting,Senior Business Manager at Strategic Planning Department,China Economic Consulting CorporationIContentsI.What is next-generation smart transportation.1(i)The main connotation of next-generation smart transportation.1(ii)The industrial chain of next-generation smart transportation.4(iii)The importance of developing next-generation smart transportation.5II.Global development of next-generation smart transportation.12(i)Overall situation.13(ii)Developments in major countries or regions.18III.Development of Chinas next-generation smart transportation.27(i)Market size.27(ii)Policy support.29(iii)Pilot practices.41(iv)Application scenarios.50(v)Infrastructure.60(vi)Conclusions.61IV.Development trends and characteristics of next-generation smarttransportation.64(i)Promote the diversified development of participating entities.64(ii)Oriented towards electrification,intelligentization,and connectivity64(iii)Decoupling of software and hardware to achieve“software-definedvehicles”.65II(iv)The industry focuses on the balance between technology and cost.67(v)Artificial Intelligence empowers autonomous driving.69(vi)Exploration and development of diversified business models.70V.Outstanding shortcomings and bottlenecks restricting Chinas next-generation smart transportation system.73(i)The top-level legal system is not well-established.73(ii)Policy system design still needs to make breakthroughs in innovation.75(iii)The business model has not yet formed a closed loop.78(iv)Automated driving is not yet technically able to solve the long-tailproblem.80(v)The openness of the test road network is not sufficient.81(vi)Lack of clear and unified rules and standards.82(vii)Some automated driving business models face many developmentconstraints.83(viii)A data circulation system that balances security and utilization hasnot yet been formed.85VI.The important task of advancing the construction of a next-generationsmart transportation system.88(i)Support enterprises to be vigorously engaged in intelligent connectedtechnology innovation.88(ii)Improve the organizational leadership mechanism for the constructionIIIof intelligent connected infrastructure.90(iii)Promote the revision of relevant laws and regulations.90(iv)Continue to increase the intensity of pilot promotion.92(v)Explore the effective application of smart transformation data.93(vi)Strengtheninternationalcooperationinintelligentconnectedtransportation.97(vii)Strengthenpublicityandguidanceonintelligentconnectedtransportation.98Acknowledgements.991I.What is next-generation smart transportation(i)The main connotation of next-generation smart transportationCurrently,there is a thriving global wave of technological revolution and industrialtransformation.The automotive industry is witnessing the rapid integration oftechnologies related to new energy,information communication,and other fields.Electrification,intelligentization,and connectivity have become the prevailing trendsand tendencies in the automotive industry.This integration of transformativetechnologies such as new energy sources,new materials,Internet,the Internet ofThings,big data,and artificial intelligence is reshaping automotives from simpletransportation vehicles to mobile intelligent terminals,energy storage units,anddigital spaces.With advancements in technologies like automated driving and vehicle-infrastructurecooperation,transportation modes,including automotives,are progressively evolvingtowards intelligentization,paving the way for next-generation smart transportation.Next-generation smart transportation is a novel mode of transportation characterizedby intelligentization and connectivity.In the automotive domain,with the rapiddevelopment of intelligent and internet technologies,Intelligent connected vehiclesare transitioning from the R&D stage to testing and application,and are poised toenter the stage of commercial deployment.This research mainly focuses on the fieldof intelligent connected vehicles in the context of next-generation smart transportation.-Intelligentization.Intelligent vehicles refer to the application of new technologiessuch as big data and artificial intelligence to transform traditional vehicles into thenext generation of automotives,which serve as intelligent mobile spaces andapplication terminals.From a technological perspective,automotives are graduallyshifting from mechanically operated products controlled by human beings tointelligent products controlled by electronic information systems.From an industryperspective,automotives are undergoing comprehensive integration with digital andother industries,displaying characteristics of digitization and intelligence.From an2applicationperspective,automotivesaregraduallytransformingfromsimpletransportation vehicles into intelligent mobile spaces and application terminals,becoming important carriers for various emerging economic formats and models.Intelligent automotives encompass various aspects such as smart cockpits,intelligentnavigation,automated parking,and assisted driving.From the perspective of futuredevelopment trends,the most significant direction for intelligent automotives isautomated driving.Automated driving technology can be classified into six levels,ranging from L0 to L5:L1 to L2 are driver assistance,L3 serves as the dividing linefor automated driving,L4 enables automated driving in the majority of scenarioswithout human intervention,and L5 represents full automation.Based on the currentindustry development trends,assisted driving and automated driving technologies areprogressively evolving from L2,with iterative advancements leading toward L3 andL4.Figure 1-1 Schematic diagram of automated driving levelsData source:Society ofAutomotive Engineers3Figure 1-2 Schematic diagram of functional classification of automated drivinghuman driver and automated driving systemData source:Society ofAutomotive Engineers-Connectivity.Connected vehicles refer to the next generation of automotives thatincorporate advanced vehicle sensors,controllers,and actuators,integrate moderncommunication,networking,Internet of Things,and cloud computing technologies toenable intelligent information exchange and sharing between the vehicle and variousentities,including vehicles,roads,drivers,and the cloud.Connected vehicles areequipped with sophisticated features such as complex environment perception,intelligent decision-making,and collaborative control.The core of connected vehicleslies in considering both the vehicle and roadside infrastructure as data terminals.Bycollecting and exchanging data,they facilitate efficient collaboration among drivers,vehicles,roads,and the cloud,providing vital data support for applications likeautomated driving and other intelligent functionalities.4Figure 1-3 Schematic diagram of connected vehicle architectureData source:National Innovation Center of Intelligent and Connected Vehicles(ii)The industrial chain of next-generation smart transportationThe industrial chain of next-generation smart transportation encompasses variousrelated fields,including automotive manufacturing,automated driving,vehicle-infrastructure cooperation,data services,etc.This industrial chain is characterized byits considerable length and a multitude of participants.-Upstream key technologies.These technologies include three levels:vehicle,road,and network.They manifest as“smart vehicles”,“smart roads”,and“flexiblenetworks”.Specifically,the vehicle level involves automotive execution and controlsystems,terminals and chips,in-vehicle software and algorithms,and environmentperception systems,which are the core elements for realizing automated drivingtechnology.The road level involves new smart transportation systems,new energyand charging facilities,and new infrastructure systems,which provide significantsupport for achieving vehicle-infrastructure cooperation.The network level includeshigh-precision positioning and mapping,communication networks,applicationsoftware,and information services,which serve as vital guarantees for implementingvehicle-infrastructure cooperation technology.5-Midstream manufacturing integration.This includes intelligent manufacturing,transportation enterprises,component suppliers,vehicle manufacturers,systemintegrators,information security suppliers,etc.-Downstream service applications.This includes various application scenarios such asports,mining areas,trunk logistics,unmanned delivery,unmanned sanitation,Robotaxis,Robobuses,and more.Figure 1-4:The full industry chain of next-generation smart transportationSource:Mapping by the research team(iii)The importance of developing next-generation smart transportationThe development of next-generation smart transportation holds significant strategicvalue in promoting high-quality and sustainable development while meeting theaspirations of the people for a better life.It has a profound impact on shaping theindustrial ecosystem,driving national innovation,enhancing traffic safety,andachieving energy efficiency and emission reduction.At the strategic level,smarttransportation leads the technological revolution and industrial transformation in thetransportationsector,reflectingacountrysstrengthinbasictechnology,manufacturing,and technology innovation.It has become one of the core areas of6global technological competition.Economically,smart transportation not onlyelevates the automotive industry but also catalyzes the transformation of relatedindustries and creates new business opportunities.Socially,it revolutionizes themobility system,delivering substantial social benefits such as improved traffic flow,reduced accidents,enhanced travel efficiency,and lower greenhouse gas emissions.The Made in China 2025 Key Area Technology Roadmap predicts that by 2025,information-based and intelligent vehicles can improve traffic efficiency by 80%,reduce accidents by 90%,decrease fatalities by 90%,and cut road traffic CO2emissions and energy consumption by over 25%.Figure 1-5 The significance and value of developing next-generation smarttransportationSource:Mapping by the research team-One of the important areas of competition among major countries.Smarttransportation serves as a critical domain for global strategic and technologicalcompetition,representing the comprehensive strength of countries in terms of basictechnology,manufacturing capability,and technological innovation.The trendtowards intelligent and connected transportation is an inevitable trajectory inautomotive development.Major countries around the world have embarked on7strategic initiatives,aiming to secure cutting-edge core technologies and strive forleadership in the global smart transportation sector.China possesses certainadvantages in intelligent connected vehicles,particularly in areas such as C-V2X,cloud platforms,and integrated vehicle manufacturing.It maintains a competitiveposition in key areas such as critical sensors,software algorithms,map positioning,and information security.Moreover,China has already developed enterprise-levelautomated driving systems based on open-source kernels,encompassing operatingsystems,toolchain software,and simulation systems.Furthermore,China exhibitsclearadvantagesininfrastructuredevelopment,leadinggloballyin5Gcommunication coverage,road network scale,and the BeiDou navigation satellitepositioning system.These strengthsposition China favorablyin the globalcompetition of next-generation smart transportation technologies and industries.Figure 1-6 Top 25 national intelligent connected vehicle industry development index(2020)Data source:CCID-Promoting the industry towards higher quality and advancement.The next-generationsmart transportation represents a“disruptive innovation”in travel patterns.Under the8impetus of economies of scale,it will drive the automotive industry towards higherquality and transformative development.According to McKinseys estimates,by 2030,the potential annual revenue growth for basic connected vehicles(L1 and L2)isprojected to be between$130 and$210 per vehicle,while for advanced connectedvehicles(L4 and L5)it is estimated to be between$400 and$610.Potential costreductions are forecasted to be between$100 and$170,and$120 to$210,respectively.Simultaneously,smart transportation will demonstrate economic valuethrough reduced labor costs,increased operational time,and enhanced fuel efficiency,addressing numerous pain points in the transport sector such as driver shortages,rising labor costs,and traffic safety.Inappropriate driving habits,frequent braking,and prolonged idling can increase a vehicles fuel consumption,whereas automateddriving can mimic the logical operations of skilled drivers,thereby reducing fuelconsumption.Taking the example of automated container trucks at ports,calculationssuggest that each automated container truck can save the port approximately RMB200,000 annually in labor costs,and about RMB 180,000 in energy costs,whileoperating continuously for 24 hours.A report titled Fuel Economy Testing ofAutonomous Vehicles published by Carnegie Mellon University in the United Statesindicates that the fuel economy of autonomous vehicles will improve by 10%,andtheir energy-saving efficiency will further increase with the popularization ofautomated driving and advancements in technology.Table 1-1 Improvement of fuel efficiency under different driving speeds in automateddrivingSpeed(miles/hour)0-3030-4040-5050-60Automated drivingsystem(kilometers/liter)3.495.435.915.56Human driving(kilometers/liter)3.144.565.465.46Increase in fuel efficiency21%8%3ta source:CITIC Securities-Strong spillover effects drive the development of related industries.Next-generation9smart transportation will drive the traditional automotive industry to innovate and willhave wide-ranging spillover effects on industries such as electronic information,component equipment,and vehicle-end services.On the one hand,it will enhance thesoftware and hardware capabilities of supporting products and significantly improvethe performance of hardware components such as millimeter-wave radar,ultrasonicradar,and cameras.Taking millimeter-wave radar as an example,according topreliminary calculations by the AIOT Research Institute,the total market size ofmillimeter-wave radar in China is projected to increase from RMB 3.1 billion in 2018to RMB 8.6 billion in 2022,with the market size of automotive millimeter-wave radarreaching RMB 7 billion.On the other hand,smart transportation will contribute toexpanding the aftermarket capabilities of the automotive industry,meeting peoplesdiverse needs,and transforming vehicles into mobile service terminals rather than justmeans of transportation.Furthermore,smart transportation will generate synergisticeffects on areas such as transportation,travel,and information services,promoting thedevelopment of new consumption such as new models,new formats,and neweconomies,etc.-Promoting business model innovation and creating new application scenarios.Smarttransportation will disrupt the traditional automotive sales model,extending the profitcycle to the entire lifecycle of vehicles while greatly expanding commercialapplication scenarios.It creates a new ecosystem by offering services such as softwaresubscriptions,intelligent driving operations and data analysis.The concept of“Software Defined Vehicles(SDV)”is emerging as a crucial trend in the industry.According to McKinseys predictions,by 2030,automotive companies will generatean incremental value of$450-750 billion annually through service and data sales.Simultaneously,as automotive intelligence continues to advance,it will generate vastand diverse types of data,including external environmental data,vehicle operatingdata,vehicle usage data,personal data of vehicle owners,communication,paymentdata,etc.This will create significant market opportunities for data-driven businesseswithin the industry.10-Better guarantee traffic safety.Driver violations,lack of driving experience,andpersonal limitations or perceptual constraints are significant factors contributing toroad traffic accidents.According to the CIDAS(China In-depth Accident Study)database,which covers 5664 accidents involving passenger cars from 2011 to 2021,driver-related factors accounted for approximately 81.5%of the cases.Among them,accidents caused by drivers inability to identify and perceive hazards in advanceaccounted for 79.9%.Accidents caused by failure to yield accounted for 43.4%,followed by speeding,improper lane usage,drunk driving,violation of traffic signals,and fatigue driving.The elimination of human drivers in smart transportationscenarios plays a significant role in reducing road traffic risks.Statistics show thatassisted driving systems,partial automation,and conditional automation can reducecar accidents by 50-80%.In a highly automated driving environment,on the one hand,autonomous vehicles rely on comprehensive perception systems,intelligent decision-making systems,and precise execution systems,resulting in more stable and reliablevehicle operations.On the other hand,automated driving can utilize sensor fusion andvehicle-infrastructure cooperation technology to have a holistic pre-perception of thesurrounding environment,enabling proactive risk avoidance and effectively reducingaccident rates.Taking long-haul trucks as an example,the average reaction time for aregular driver is around 2,500 milliseconds,with lateral control accuracy of about 10centimeters.In contrast,an autonomous truck only requires 100 milliseconds with anaccuracy of 3 centimeters,significantly reducing the risk of accidents caused by longbraking distances in heavy trucks.Table 1-2 Advantages of autonomous trucks over traditional driversDriving behaviorAutonomoustruckTraditional driverMagnitude ofdeclineResponse time(ms)100250096sic braking frequency(per hour)13097%Lateral control accuracy(cm)31070ta source:CITIC Securities-Solving“urban diseases”to improve transportation efficiency.Traffic congestion has11become a global challenge,causing annual productivity losses and resourceconsumption worth trillions of dollars worldwide.According to data from Ministry ofTransport of the Peoples Republic of China,the economic losses caused by trafficcongestion account for 20%of urban residents disposable income,equivalent to anannual GDP loss of 5-8%.Next-generation smart transportation aims to enhancetraffic efficiency and alleviate congestion through single-vehicle intelligence andintelligent traffic dispatching.Taking the United States as an example,a McKinseyreport indicates that by 2030,automated driving is expected to reduce commute timeby 40%for US travelers.Smart transportation platforms can preemptively predict andmanage potential traffic congestion by optimizing traffic flow and dispatchingvehicles effectively.For instance,on the Shanghai-Hangzhou-Ningbo Expressway,according to data from Zhejiang Communications Investment Group Co.,Ltd.,smarttransportation has increased road capacity by 20%,reduced congestion time by 10%,accurately predicted congestion time with a 90curacy rate,and reduced trafficaccidents and rescue time by 10%.In addition to congestion avoidance,automateddriving can also improve road utilization.In terms of individual vehicles,intelligentsystems can maintain smaller safe distances between two vehicles,thereby increasingthe throughput of roads per unit of time.Statistics show that when the penetration rateof Cooperative Adaptive Cruise Control(CACC)communication between vehiclesreaches 50%(meaning 50%of vehicles in the traffic stream equipped with CACC),highway traffic capacity can increase by an average of 22%.When CACC is fullyadopted,traffic capacity can increase by 50-80%.Moreover,when automated drivingbecomes mainstream,road spaces will undergo restructuring.For example,the needfor middle isolation lanes for safety purposes would diminish,and individual lanespaces could become narrower,allowing more efficient use of urban road spaces.-Promoting energy saving and emission reduction in transportation towards the“dualcarbon”goals.Transportation is a prominent contributor to carbon emissions.According to statistics,carbon emissions from the transportation sector account forapproximately 10%of the total societal carbon emissions.Among various modes of12transportation,the road sector exhibits the highest carbon emissions,representing asignificant portion of 86.8%.Smart transportation has the potential to mitigate carbonemissions through optimizing travel routes,reducing the frequency of low-speedvehicle operations,enhancing road utilization efficiency,and minimizing motorvehicle energy consumption.These measures can lead to a reduction of 28%in fuelconsumption and nearly 20%in carbon dioxide emissions.-Promoting fair and convenient travel for transportation equity.Smart transportationwill bring convenience to the general public and greatly enhance transportation equity.It will make shared mobility the mainstream mode of transportation,shifting the focusof automotive usage from ownership to lifecycle value.Statistics reveal that a carremains idle in parking space for approximately 95%of its time.Shared mobility notonly significantly improves the efficiency of car utilization but also extends equitabletransportation access to a broader population.Particularly for vulnerable groups suchas the elderly and disabled individuals,the level of transportation conveniencedetermines their travel frequency and distance.Due to safety concerns,the elderly isoften restricted or deprived of the right to drive,resulting in significant traveldifficulties.Against the backdrop of an aging population,smart transportationbecomes a crucial means to promote social equity and address the transportationchallenges faced by the elderly,disabled,and other vulnerable groups.It ensures thateveryone has the right to equitable access to transportation.-Smart transportation will create emerging job opportunities.Smart transportation,while replacing human drivers,will alter employment structures and create new jobopportunities.On the one hand,with the advent of digitization,the smarttransportation industry will generate new job positions in areas such as technologicalresearch and development,data analysis,and in-vehicle consumption.On the otherhand,smarttransportationpossessesindustrialspillovereffects,drivingthedevelopment of related hardware and software industries,thereby generating newdemands and stimulating new job opportunities.II.Global development of next-generation smart transportation13(i)Overall situationCurrently,intelligent connected vehicles have become a crucial direction for theglobal automotive industrys transformation and upgrade.Major countries areaccelerating their strategic deployments by issuing policies and top-level plans,formulating and revising relevant regulations,encouraging technological R&D,supporting road testing demonstrations,and operational projects.These measures aimto seize the commanding heights of smart transportation development.-The smart transportation market has huge potential.With the continuous introductionof vehicles equipped with Advanced Driver Assistance System(ADAS),the trend ofautomotive intelligence is gradually becoming clearer.According to data from theLeadLeo Research Institute,the global penetration rate of ADAS above L2 was only5%in 2020.It is expected to reach 20%by 2025 and 65%by 2035.As the penetrationrate of automated driving increases,the market size is widely anticipated to expand.According to Kearney data predictions,the global automated driving market size(including vehicle,road,cloud,etc.)will reach$80 billion by 2025 and$280 billionby 2030.According to Roland Berger data,the global market size of vehicle-endautomated driving systems was$113.8 billion in 2020 and is expected to reachapproximately$500 billion by 2030,with chips,sensors,and software algorithmscontributing to the majority of the incremental market.After initial investment andtechnological accumulation,the global automated driving industry is now at a crucialstage of transitioning from testing applications to large-scale commercialization,withtremendous market growth potential and opportunities.14Figure 2-1 Global ADAS penetration rate at various levels(2020-2040E)Data source:LeadLeo Research Institute,China Industrial Economic InformationNetworkFigure 2-2 Global automated driving market size forecast(2020-2026)Data source:McKinsey-The world is moving towards the commercialization stage of automated driving.Currently,the world is moving towards the commercialization stage of L3 automateddriving,and multiple countries and regions are actively promoting the commercialdeployment of automated driving.In May 2023,Waymo,an automated drivingcompany under Alphabet,Googles parent company,expanded the operation of itsunmanned driving taxis in San Francisco and Phoenix.In June,the CaliforniaDepartment of Motor Vehicles(DMV)approved the on-road driving application ofMercedes-Benzs L3 automated driving system,allowing Mercedes-Benz vehiclesequipped with this system to activate automated driving functions on designatedhighways.Mercedes-Benz became the first automaker to be granted permission to useL3 automated driving on California roads.In the same month,the UK launched itsfirst unmanned driving rental project,where rental vehicles are delivered to customersusing remote operators for driving.This marks the first commercial use of unmanneddriving cars in the UK.While countries are actively promoting the commercializationof automated driving,the progress may vary due to differences in road environments,15regulations,and technical standards.Nevertheless,with technological advancementsand policy support,it is expected that more automated driving services will bedeployed worldwide in the coming years.Figure 2-3 Automated driving development stagesSource:Soochow Securities-C-V2X is gradually being widely accepted internationally.In the field of vehicle-to-everything(V2X)communication,themainstreamwirelesscommunicationtechnologies internationally are DSRC(IEEE 802.11p)and C-V2X.Compared toIEEE 802.11p,C-V2X is a V2X technology developed and promoted by 3GPP(TheThird Generation Partnership Project),an international standardization organizationfor mobile communications.It is based on cellular network communicationtechnology,enabling both long-range and wide-area communication as well as short-range communication between vehicles and infrastructure.Compared to DSRC,C-V2X has advantages in terms of technological advancement,high reliability,lowlatency,and future evolution.The United States has canceled the allocation of 75MHz bandwidth in the 5.9 GHz frequency band for DSRC and allocated 30 MHz inthe 5895-5925 MHz range for C-V2X vehicle-to-everything technology.In Europe,the usage of the 5.9 GHz frequency band has also been modified,expanding the ITSroad safety applications to the 5875-5925 MHz range,adopting a technology-neutralapproach without specific restrictions.Overall,C-V2X has gained recognition fromtwo major automotive and transportation powers,the United States and China,andhas become the mainstream international technology standard.In April 2023,the U.S.16ITS published the National V2X Deployment Plan,stating that the United States haslost its leadership position in the V2X field.It proposes the formation of a nationaldeployment plan under the U.S.Department of Transportation,including theinfrastructure deployment at 100,000 intersections within the next five years.Figure 2-4 C-V2X standard evolution timelineData source:China Institute of CommunicationsFigure 2-5 C-V2X has taken a leading edge in global industrial competitionData source:CICT-The“vehicle-infrastructure cooperation”has the potential for“overtaking on bends”.From a global perspective on the development of intelligent connected vehicles,thereare multiple technological approaches.First,the single-vehicle intelligence approachrepresented by Googles Waymo relies on lidar as the primary perception device andutilizes high-precision maps to achieve automated driving.Second,the single-vehicleintelligence approach represented by Tesla primarily relies on visual perception fordecision-making.It collects a large amount of roadside data and trains models,17eliminating the need for high-precision maps.Third,Chinas“vehicle-infrastructurecooperation”approach aims for“vehicle-infrastructure cloud integration”.It leveragesroadside intelligent units to replace certain vehicle-side intelligent devices and enablescooperative perception and decision-making among vehicles.In the process ofrealizing automated driving,the single-vehicle intelligence approaches have certainlimitations.They heavily rely on cameras for perception,which can result ininadequate perception and data processing capabilities,leading to inaccurateassessment of road conditions during adverse weather or in scenarios with numerous“corner cases”.In contrast,the vehicle-infrastructure cooperation approach offerssignificant advantages.When encountering extreme weather or object occlusion,thisapproach utilizes signals from roadside devices to assist vehicles in perceivinginformation within blind spots,greatly enhancing the safety of automated driving.Furthermore,the vehicle-infrastructure cooperation approach reduces the vehiclesreliance on high computational power by utilizing roadside perception data as anauxiliary resource.This reduces the latency impact of cloud computing andtransmission,facilitating the early implementation of full automation.Figure 2-6 Vehicle-infrastructure cooperation can further improve safety ratescompared to single-vehicle intelligenceData source:CICT-China and the United States lead global smart transportation development.As leadersin the global smart transportation sector,both China and the United States haveprioritized the development of intelligent technologies as important strategicobjectives.According to the 2022 Autonomous Vehicle Disengagement Reportspublished by the California Department of Motor Vehicles(DMV),automated driving18companies from both countries have roughly equal testing scales.In terms of theMiles Per Intervention(MPI),Cruise ranks first,while in terms of total testing miles,Waymo,a subsidiary of Google,holds the top position.Based on their respectivecomparative advantages,China and the United States are exploring suitabletechnological development paths.American companies such as Tesla and Waymofocus on the development of single-vehicle automated driving,striving for globalleadership in multiple individual technologies.On the other hand,China promotes theconceptofvehicle-infrastructurecooperation,emphasizingthecoordinateddevelopment of automated vehicles and intelligent road systems.China is makinglong-term plans for the construction of smart transportation infrastructure and thedevelopment of the automated driving industry,aiming to build an efficient intelligentand connected transportation system.Table 2-1 California 2022 Autonomous Vehicle Disengagement ReportsRoad testenterpriseCountryRoad testmileage(miles)Number ofregisteredvehicles(units)Number oftestedvehicles(units)Number oftakeoversper year(times)Miles perintervention（MPI）WaymoU.S.290014468838417017059CruiseU.S.863122388350995900ZooxU.S.5521331421052126290Pony.aiChina28041341342014020AppleU.S.1250966948598221NuroU.S.949831919156333WeRideChina645611714321533BenzGermany529764738381395AutoXChina493144415149300DiDiChina382651210219150ArgoU.S.18640.81311118600Data source:California Department of Motor Vehicles(DMV)(ii)Developments in major countries or regions1.United statesIntermsoftop-leveldesign.Policyplanninghasconsistentlymaintained19technological neutrality,with a shift in focus from“safety”to“development”.In 2016,the U.S.Department of Transportation(USDOT)released the first version of theFederal Automated Vehicles Policy:Accelerating the Next Revolution in RoadwaySafety(abbreviated as AV1.0).This policy outlined requirements for the design,development,testing,and operation of automated vehicles and has since been updatedannually as a top-level guiding document.Subsequent versions,namely AV2.0,AV3.0,and AV4.0,were released in 2017,2018,and 2020,respectively.Throughout thisprocess,theU.S.DepartmentofTransportationhasiterativelyupdateditsdevelopment approach towards automated driving.On the one hand,all four versionsof the policy guidelines are voluntary and non-binding,maintaining technologicalneutrality and providing maximum freedom for innovation to companies.On the otherhand,while ensuring safety remains a paramount consideration,the governmentsregulatoryapproachhas gradually shiftedfrom“enhancingsafetystandardsenforcement”to“removing institutional barriers for industry development”.Buildingupon this foundation,in 2021,the U.S.Department of Transportation released theAutomated Vehicles Comprehensive Plan(AVCP)as an extension of AV4.0.This planestablishes three main objectives:establishing mechanisms for industry collaborationandinformationtransparency,optimizingtheregulatoryenvironmentfortransportation,and developing a transportation system suitable for automated driving.Table 2-2 The United States continues to develop and release strategic plans forautomated vehiclesPlanRelease timeDocumentKey pointsAV1.0September2016Federal Automated VehiclesPolicy：Accelerating theNext Revolution in RoadwaySafetyAutomotive manufacturers are required toprovide 15 safety assessment documents inthe four areas of design,development,testing,and deployment,emphasizing thefederal governments authority to managesafety technical standards.AV2.0September2017Automated Driving Systems:A Vision for Safety 2.0It proposes innovative regulatory solutions.The first is to publish voluntary automateddriving system guidelines,which include 1220priority safety design elements such as“vehicle cybersecurity”,“human-machineinterface”,“crash resistance”,“consumereducation and training,”and“behavior afterthecollisionofautomateddrivingsystems”;the second is to clarify thefunctions of the federal government andstates in supervising automated drivingsystems.The Department of Transportationis responsible for vehicle safety design andperformance management,and each state isresponsible for driver and vehicle operationmanagement.AV3.0October 2018Preparing for the Future ofTransportation:AutomatedVehicles 3.0Itfurthereasesrestrictionsonthedevelopmentofautomateddrivingtechnologytoensurethatcoresafetypolicies meet the development needs ofautomated driving technology.The first isto clarify regulatory principles such as“safety first”and“maintain technologicalneutrality”;the second is to abolish the topten designated automated driving test sites;the third is to emphasize that“humans willno longer be the only operators of means oftransportation,but can also be automateddriving systems”and abolish the“motorvehicles must be equipped with traditionalcontrol devices such as steering wheels,pedals,and rearview mirrors before theycan drive on public roads”.AV4.0January 2020Ensuring AmericanLeadership in AutomatedVehicle Technologies:Automated Vehicles 4.0It focuses on keeping regulatory policies upwith the pace of industry development,providingall-roundsupportforthedevelopmentoftheautomatedvehicleindustry,and is committed to promotingenterprise innovation and enhancing publicawareness and trust in automated vehicles.AVCPJanuary 2021Automated VehiclesIt emphasizes flexibility in dealing with the21Comprehensive Plandevelopment of automated driving,andfocusesonadvancingtechnologicalinnovationandensuringsafetybypromoting information flow,building amodernregulatoryenvironment,andfosteringpartnershipstobreakdownvarious barriers to the development ofautomated driving technology.Data source:The research team compiled the information based on public resourcesIn terms of legislation and regulations,in March 2022,the National Highway TrafficSafety Administration(NHTSA)of the U.S.Department of Transportation issued theOccupant Protection for Vehicles with Automated Driving,which is the first technicalstandard specifically targeting passenger safety in automated vehicles.It clarifies thatfully automated vehicles no longer need to be equipped with traditional manualcontrol devices such as steering wheels,brake pedals,or throttle pedals to meetoccupant protection standards in the event of a collision.In terms of technological development pathways,after years of debate between DSRCand C-V2X,the United States has explicitly supported the development of the C-V2Xpathway.By promoting the deployment of C-V2X devices in vehicles,supporting theconstruction of roadside infrastructure,and accelerating industry collaboration,thedevelopment of C-V2X is being facilitated.On April 24,2023,the FederalCommunications Commission(FCC)approved a joint request made by Americancompanies for the rapid deployment of C-V2X.It permits the deployment and use ofC-V2X technology in the 30 MHz of 5.9 GHz frequency band(5.895 GHz-5.925 GHz)before the final rules based on C-V2X are issued.The working frequency band for C-V2X devices is set at 5905-5925 MHz.In terms of demonstration applications,approximately 40 states in the United Stateshave enacted laws and issued administrative orders related to automated driving.California,in particular,has become a hub for road testing of automated vehicles.Inrecent years,the California Public Utilities Commission(CPUC)has been activelypromoting the commercialization of Robotaxi services.In February 2022,the CPUC22issued commercial deployment permits to Cruise and Waymo,allowing their Robotaxiwith safety drivers to offer paid services.In June,further permission was granted toCruise to provide services without safety drivers.2.European UnionThe European Union(EU)adopts a two-tiered“EU-National”approach to support thedevelopment of the automated driving industry.It focuses on both top-level designs,aiming to establish an EU legal and policy framework for automated driving,and onthe implementation of legislation,actively promoting on-road testing of automatedvehicles.From the perspectives of road safety,vehicle safety,and network security,efforts are made to improve testing requirements and ensure testing safety.First,theEU releases technology roadmap guidelines to guide industry development.TheEuropean Road Transport Research Advisory Council(ERTRAC)annually updatesand publishes the Automated Driving Roadmap.2022 version outlines the targetapplications for 2030.These applications include highway and transport corridors,restricted areas,urban mixed traffic,and rural roads,among other key scenarios.Second,cross-industry collaboration is promoted through innovative research projects,such as the AUTOPILOT project,which aims to develop automated driving servicesbased on the Internet of Things(IoT).In addition,by deploying digital infrastructureandstrengtheningvehicle-to-infrastructureconnectivity,theEUcombinesmultinational demonstration projects to drive industry applications.An example is theINFRAMIX project,which focuses on the design,upgrading,renovation,and testingof physical and digital road infrastructure,including the ISAD classification toinfrastructure.The EU is at the forefront of global regulations for highly automated driving.In 2020,the United Nations Economic Commission for Europe(UNECE)issued the UNregulation on Automated Lane Keeping Systems,becoming the worlds firstinternational regulation for L3 automated driving.In July 2022,the updated VehicleGeneral Safety Regulation came into effect,introducing a series of mandatoryadvanced driver assistant systems to enhance road safety.It also established a legal23framework for certifying L3 and higher vehicles within the EU.With theimplementation of the updated Vehicle General Safety Regulation,the EuropeanCommission released the New EU Type Approval Rules for Automated Vehicles inAugust 2022,further enhancing the competitiveness of the European automotiveindustry.3.GermanyGermany stands out as one of the most proactive countries in revising regulationspertaining to automated driving,leading the way in creating new opportunities andadvancing domestic automated driving capabilities while enhancing its internationalinfluence.First,amendments were made to the Road Traffic Act to allow for the installation anduse of L3 automated driving systems in vehicles.In June 2017,Germanys eighthrevision of the Road Traffic Act granted L3 automated driving systems the authority toassume driving tasks under driver supervision,thus establishing the legal status of L3automated driving.Second,the introduction of the German Act on Autonomous Driving permits theactivation of L4 autonomous driving systems in specific scenarios.Effective fromJuly 2021,the Act on Autonomous Driving primarily focuses on commercialoperational settings.By supplementing existing road traffic and compulsory insurancelaws,it allows for commercial trials of L4 autonomous driving vehicles that can beremotely taken over at any time,operating on public roads or designated areas.Furthermore,the Act stipulates that in the event of an autonomous driving accident,the vehicle manufacturer bears full responsibility,with Mercedes-Benz being the firstcompany to meet the requirements.Third,efforts have been made to develop regulations specifically for autonomousdriving vehicles,detailing the approval requirements for their on-road deployment.InFebruary 2022,the German Federal Cabinet approved the Regulations on Approvaland Operation of Autonomous Vehicles,further makes detailed provisions on the on-road management process of autonomous vehicles.This regulation provides24comprehensive guidelines for the management and operation of L4 autonomousdriving,while also outlining the technical requirements for autonomous drivingvehicles and the obligations of regulatory bodies and automobile manufacturerswithin the industry.Additionally,the regulation includes multiple provisionsemphasizing the safeguarding of data security for autonomous driving vehicles.Last,Germany has actively advocated for the international standardization of L3 andhigher autonomous driving functionalities.In December 2021,the German FederalMotorTransport Authority(KBA)grantedapprovalforMercedes-BenzL3autonomous driving vehicles to operate on German highways,guided by the technicalapproval regulation UN-R157,which aligns with the United Nations FrameworkDocument for Autonomous Vehicles.These vehicles are permitted to travel on Germanhighways at speeds not exceeding 60 km/h,with the ability for human interventionwhen necessary.4.United KingdomThe United Kingdom is actively carrying out revisions to road regulations to promotethe deployment of the Automated Lane Keeping System(ALKS)as a standard feature.From August 2020 to April 2021,the UK conducted a technical consultation on theAutomated Lane Keeping System(ALKS)regulations.Building upon the consultationon The Highway Code initiated in April 2021,further amendments to The HighwayCode were proposed inApril 2022 to advance the application ofALKS.5.JapanJapan has adopted an overall approach that emphasizes bottom-up development,breakthroughs in individual functions,and system integration in the field of intelligentconnected vehicles.It has incorporated intelligent connected vehicles into its keynational development strategy,leveraging its strong advantage in the construction ofvehicle-infrastructure-cloud cooperative infrastructure.In 2018,Japan successfullycompleted its first domestic Cellular Vehicle-to-Everything(C-V2X)joint trial andgradually shifted towards the C-V2X technology route with the support of automotivecompanies such as Honda and Nissan.In 2020,Japan conducted demonstrations and25validations of autonomous driving technology during the Tokyo Olympic Games.Various sectors in Japan have been promoting industry development by creating anecosystem for autonomous driving.The establishment of the MONET mobilityservice alliance,with over 270 companies joining,has facilitated the gathering ofresources in the autonomous driving industry.In 2015,Japan established the Autonomous Driving Commercialization Seminar andcontinuously updated and released the Work Guidelines for Achieving AutonomousDriving(versions 1.0 to 5.0).In April 2022,version 6.0 of the report was officiallypublished,accelerating the commercialization process of autonomous driving throughthe realization of unmanned autonomous driving mobility services,the establishmentof a highly efficient trunk logistics system,the expansion of the private vehicleAD/ADAS market,and the promotion of the“RoAD to the L4”project.In March2022,the Japanese Cabinet approved amendments to the Road Traffic Act.Theamendments allow for the operation of L4 autonomous driving vehicles under specificconditions and the use of unmanned delivery robots on sidewalks.The amendmentsalso require operators providing autonomous driving vehicle services to assign a“specific person in charge of autonomous operation”and establish legal obligationsand responsibilities for operators and the person in charge in the event of a trafficaccident.The amendments officially came into effect onApril 1,2023.Yamaha MotorCo.,Ltd.announced that in May,they launched Japans first public road operationservice for L4 autonomous driving vehicles.The Japanese government plans tocommence autonomous driving vehicle operation services in approximately 50locations nationwide by 2025 to address population aging and sparsely populated insome areas.6.KoreaKorea has achieved government regulatory innovation and promoted the iteration ofintelligent connected vehicle(ICV)technology and industry development byleveraging regulatory sandbox and typical demonstration projects.Continue to promote testing and demonstration.In 2021,top-level strategic plans such26as the Seoul Autonomous Vehicle Demonstration Zone Operation and SupportOrdinance and the Seoul Autonomous Driving Vision 2030 were successively releasedinKorea.Theseplansopenlyrecruitedautonomousdrivingoperatorsandcollaborated with the Ministry of Land,Infrastructure and Transport to designate theGangnam Autonomous Vehicle Pilot Operation Zone.This initiative introducedservices such as autonomous driving taxis and autonomous driving buses,aiming toachieve early commercialization of autonomous driving technology in urban areas.In terms of innovative technology applications,Korea has explored a new model ofsandbox regulation.In January 2022,the Government of the Republic of Koreareleased the three-year achievements of Sandbox Regulation.In the automotive field,Sandbox Regulation projects have focused on addressing regulatory conflicts relatedto on-road operations,exploring solutions for conflicts between the PassengerTransport Business Act and the Parks and Green Spaces Act.Additionally,theprojects have aimed to promote the resolution of key common issues that hinderindustry development,such as OTA upgrades,by addressing constraints outlined intheAutomobile Management Act.7.SingaporeSingapore took an early initiative in the field of autonomous driving.In 2013,thegovernment introduced the“Singapore Autonomous Vehicle Initiative”to explore thefeasibility of actual applications of autonomous vehicles,regional transportationsystems,and the potential technological and legal policy implications.In 2016,Singapore launched the first public trial of autonomous taxis with Nutonomy,becoming one of the earliest countries to offer Robotaxi services.In the same year,theCentre of Excellence for Testing&Research of Autonomous Vehicles-NTU(CETRAN)was established to test the operation of autonomous vehicles underdifferent traffic and weather conditions.In 2017,the Singapore government revisedthe Road Traffic Act to allow testing of autonomous vehicles on public roads.Subsequently,the autonomous driving areas in Singapore continued to expand.By2019,over 1,000 kilometers of roads in the western region were available for testing27autonomous vehicles.In 2020,Singapore ranked first in the world in terms ofautonomous vehicle readiness,thanks to its excellent performance in policylegislation and consumer acceptance.8.DubaiUnlike most countries that focus on the passenger car market,Dubai adopts amultimodal approach to achieve its autonomous driving goals.According to theroadmap published by the Roads&Transport Authority(RTA)in Dubai,it coversseven public transportation modes,including metro,tram,city buses,taxis,maritimetransport,cable cars,and shuttle buses.The plan includes the promotion andapplication of L3 automated driving passenger vehicles starting from 2023,with agradual proliferation of L4 automated driving passenger vehicles by 2027.In terms of automated driving taxi applications,in 2021,RTA signed a partnershipagreement with Cruise,a subsidiary of General Motors,to operate automated taxisand provide shared transportation services in Dubai.This made Dubai the first cityoutside the United States to operate such vehicles.According to the agreement,RTAwill launch a fleet of automated taxis in 2023,reaching a 5%market share.By 2030,RTA plans to gradually increase the number of operating vehicles,reaching a total of4,000 automated taxis.III.Development of Chinas next-generation smart transportationThe next-generation smart transportation has become a remarkable testament toChinas technology strength,innovation capacity,and comprehensive industry support.Chinas smart transportation sector has achieved significant outcomes in various areas,including policy environment development,infrastructure deployment,standardsystem building,key technological advancements,and widespread commercialapplications.(i)Market sizeDriven by various factors such as technological advancements,increasing demand,policy support,and rising user awareness,Chinas intelligent connected vehicle(ICV)28market has maintained a rapid growth trajectory,with an expanding market size.According to McKinseys projections,China has the potential to become the worldslargest automated driving market.By 2030,the market for new vehicle sales andmobility services related to automated driving is expected to exceed$500 billion.Theoverall scale of the smart transportation sector,including urban rail transit,urbanexpressways,and urban road traffic,is projected to reach RMB 11.7327 trillion.Figure 3-1 Development of market size of Chinas smart transportation sectorData source:LeadLeo Research InstituteIn terms of the penetration rate of automated driving,the L2 advanced driverassistance systems(ADAS)technology has been continuously maturing,and itspenetration rate is gradually increasing.According to data from the Ministry ofIndustry and Information Technology,in 2022,approximately 7 million newpassenger vehicles equipped with ADAS and intelligent connected systems were soldin China,resulting in a market penetration rate of 34.9%.In the first half of 2023,themarket penetration rate further increased to 42.4%.The penetration rates of L2 and L3technologies in new vehicles sold in China in 2022 were 35%and 9%respectively.Itis expected that by 2023,these rates will reach 51%and 20%respectively.TheTechnology Roadmap 2.0 proposes that by 2025,the sales of L2 and L3 intelligentconnected vehicles will account for more than 50%of the total vehicle sales.By 2030,this proportion is expected to exceed 70%.29Figure 3-2 Forecast of L0 to L4 penetration rate of new vehicles sold in ChinaData source:KPMG(ii)Policy supportChina is actively promoting the development of the smart driving sector throughpolicy initiatives.Intelligentization is identified as one of the key directions for thefuture development of Chinas automotive industry.In 2020,the State Council issuedthe New Energy Vehicle Industry Development Plan(2021-2035),which set the goalof“developing highly automated driving vehicles,achieving commercial applicationsin designated areas and specific scenarios by 2025,and achieving large-scaleapplications by 2035”.Under the guidance of top-level design,a policy environmentconducive to the development of advanced autonomous driving is gradually beingestablished.In terms of industrial planning,in February 2020,the National Development andReform Commission and other departments jointly issued the Intelligent VehicleInnovation and Development Strategy,which outlined the goal of establishing acomprehensivesystemforthetechnologicalinnovation,industrialecology,infrastructure,regulations and standards,product supervision,and network security ofChinas standard intelligent vehicles by 2025.In terms of supervision and management,in April 2022,the State Administration forMarket Regulation took the lead in issuing the Notice on the Pilot Implementation ofthe Automotive Safety Sandbox Regulatory System,which allows sandbox trials in30designated areas to explore new technologies,new business formats,and new modelsof safety supervision.In November 2023,the Ministry of Industry and InformationTechnology,the Ministry of Public Security,the Ministry of Housing and Urban-RuralDevelopment,and the Ministry of Transport jointly issued the Notice on Carrying outPilot Work for Access and Road Access of Intelligent Connected Vehicles,selectingintelligent connected vehicle products equipped with automated driving functions thatmeet mass production conditions for pilot access.In terms of data and network security,the Several Provisions on the Management ofAutomobile Data Security(for Trial Implementation)implemented in October 2021defined the scope and boundaries for the collection of data by intelligent vehicles.In terms of high-precision maps,in August 2022,the General Office of the Ministryof Natural Resources issued the Guiding Opinions on the Pilot Application of High-Precision Maps for Intelligent Connected Vehicles,conducting pilot applications ofhigh-precision maps for intelligent connected vehicles in six cities:Beijing,Shanghai,Guangzhou,Shenzhen,Hangzhou,and Chongqing.Table 3-1 Summary of national-level policies on smart transportation in recent yearsSubcategoriesDateDepartmentsDocumentStrategicplanningJanuary 2022The StateCouncilThe14thFive-YearPlanfortheDevelopment of the Digital EconomyDecember 2021The Ministryof TransportThe14thFive-YearPlanfortheDevelopment of Digital TransportationApril 2022The Ministryof Transport,The Ministryof Science andTechnologyThe 14thFive-Year Plan for Science andTechnologyInnovationintheTransportation SectorNovember 2021The Ministryof Industry andInformationTechnologyNotice on Issuing the 14thFive-Year Planfor the Development of the Information andCommunication IndustryJuly 2019The Ministryof TransportOutline of Development Plan for DigitalTransportationSeptember 2019The CentralOutline of Building a Strong Transportation31Committee ofthe CommunistParty of China,the StateCouncilCountryIndustrialplanningDecember 2018The Ministryof Industry andInformationTechnologyThe Action Plan for the Development of theIntelligentConnectedVehicle(ICV)IndustryFebruary 2020ElevendepartmentsincludingNationalDevelopmentand ReformCommissionStrategyfortheInnovationandDevelopment of Intelligent VehiclesSupervisionandmanagementNovember 2023The Ministryof Industry andInformationTechnologyNotice on Carrying out Pilot Work forAccess and Road Access of IntelligentConnected VehiclesAugust 2022The Ministryof TransportGuidelinesforSafetyServicesforTransportationofAutonomousVehicles(Trial)(Draft for Comments)April 2022Fivedepartmentsincluding theStateAdministrationfor MarketRegulationNotice on the Pilot Implementation of theAutomotiveSafetySandboxRegulatorySystemJuly 2021The Ministryof Industry andInformationTechnology,the Ministry ofPublicSecurity,theManagementSpecificationsforRoadTesting and Demonstration Application ofIntelligent Connected Vehicles(Trial)32Ministry ofTransportNovember 2023The Ministryof Industry andInformationTechnology,the Ministry ofPublicSecurity,theMinistry ofHousing andUrban-RuralDevelopment,the Ministry ofTransportNotice on Carrying out Pilot Work forAccess and Road Access of IntelligentConnected VehiclesData andnetworksecurityDecember 2022The CentralCommittee ofthe CommunistParty of China,the StateCouncilOpinions on Building a Data FoundationSystem to Better Play the Role of DataElementsAugust 2021FivedepartmentsincludingOffice of theCentralCyberspaceAffairsCommissionRegulationsontheManagementofAutomotive Data Security(Trial)September 2021Ministry ofIndustry andInformationTechnologyEquipmentIndustryDevelopmentCenterNotice on Carrying Out Self-InspectionWork on Vehicle Data Security,NetworkSecurity,etc.33September 2021The Ministryof Industry andInformationTechnologyNotice on Strengthening the Cybersecurityand Data Security of Connected VehiclesSeptember 2021The Ministryof Industry andInformationTechnologyNotice on Strengthening the Real NameRegistration Management of Internet ofVehicles CardsHigh-precisionmapAugust 2022The Ministryof NaturalResourcesNotice on the Pilot Application of High-Precision Maps for Intelligent ConnectedVehiclesAugust 2022The Ministryof NaturalResourcesNotice on Promoting the Development andMaintenance of Surveying and MappingGeographicInformationSecurityforIntelligent Connected VehiclesMarch 2022The Ministryof NaturalResourcesNoticeonFurtherStrengtheningtheApproval Management of Surveying andMapping QualificationsInternet ofvehiclesJune 2021The Ministryof Industry andInformationTechnologyRadioFrequencyUsageGuideforIndustrial Internet and Internet of Things(2021)June 2021The Ministryof Industry andInformationTechnologyNotice on Strengthening Network SecurityoftheInternetofVehicles(IntelligentConnected Vehicles)(Draft for Comments)March 2021The Ministryof Transport,etc.Guideline for Developing National InternetofVehiclesIndustryStandardSystem(Related to Smart Transportation)Smarttransportationand smartcitiesAugust 2022The Ministryof Science andTechnologyNotice on Supporting the Construction ofDemonstrative Application Scenarios forthe Next-Generation Artificial IntelligenceDecember 2021The Ministryof Housing andUrban-RuralDevelopment,The MinistryNotice on Determining the Second Batch ofPilot Cities for Coordinated Developmentof Smart City Infrastructure and ICVs34of Industry andInformationTechnologyNovember 2021The Ministryof TransportNotice on Organizing and Launching PilotApplications for Automated Driving andIntelligent ShippingMarch 2020The Ministryof Industry andInformationTechnologyNotice of the Ministry of Industry andInformation Technology on Promoting theAccelerated Development of 5GAugust 2020The Ministryof TransportGuidingOpinionsonPromotingtheConstruction of New Infrastructure in theTransportation SectorDecember 2020The Ministryof TransportGuidingOpinionsonPromotingtheDevelopmentandApplicationofRoadTraffic Autonomous Driving TechnologyFebruary 2021The CentralCommittee ofthe CommunistParty of China,the StateCouncilNational Comprehensive Three-dimensionalTransportation Network Planning OutlineAugust 2021The Ministryof TransportAction Plan for the Construction of NewInfrastructureintheTransportSector(2021-2025)TechnicalstandardsSeptember 2021The StateAdministrationfor MarketRegulationTaxonomyofDrivingAutomationforVehicles（GB/T 40429-2021）September 2022The Ministryof Industry andInformationTechnologyGuideline for Developing National InternetofVehiclesIndustryStandardSystem(IntelligentConnected.Vehicles)(2022Edition)(Draft for Comments)March 2022The Ministryof Industry andInformationTechnologyGuidelines for the Construction of NetworkSecurityandDataSecurityStandardsSystem for Connected Vehicles35June 2022The Ministryof Industry andInformationTechnologySoliciting Comments on Nine MandatoryNationalStandardsIncludingGeneralTechnicalRequirementsforSoftwareUpdate of VehiclesJuly 2021NationalTechnicalCommittee ofAutoStandardizationLetterSolicitingCommentsonTwoNationalVoluntaryStandards,IncludingIntelligent and Connected Vehicle-Termsand DefinitionsDecember 2021NationalTechnicalCommittee ofAutoStandardizationLetter Soliciting Comments on the NationalVoluntaryStandardofIntelligentandConnectedVehicles-MethodsandRequirements of Road Test for AutomatedDriving FunctionsMay 2022NationalTechnicalCommittee ofAutoStandardizationLetterSolicitingCommentsontheRecommendedNationalStandardofIntelligentConnectedVehicles-GraphicalSignsforControls,Indicators,andSignaling DevicesAugust 2022NationalTechnicalCommittee ofAutoStandardizationLetterSolicitingCommentsonTwoNational Voluntary Standards,IncludingIntelligentandConnectedVehicles-TechnicalRequirementsandTestingMethods for Combined Driver AssistanceSystem,Part 1:Single-lane ManoeuvreJanuary 2022NationalTechnicalCommittee ofAutoStandardizationLetter Soliciting Comments on the NationalVoluntaryStandardofGuidelinesforAutomotiveInformationSecurityEmergency Response ManagementNovember 2021The Ministryof Industry andInformationTechnologySolicitingCommentsontheTechnicalSpecificationforOn-boardSatellitePositioning Systems(Draft for Comments)March 2022NationalTechnicalCommittee ofLetter Soliciting Comments on the NationalVoluntary Standard of On-Board WirelessCommunication Terminal36AutoStandardizationData source:The research team compiled the information based on public resourcesSince 2022,several regions in China have introduced regulations and guidelinesrelated to smart transportation,achieving significant breakthroughs in areas such ascommercial operations,legal compliance,and safety standards.At the legislative level,in August 2022,Shenzhen issued the Regulations on the Management of IntelligentConnected Vehicles in Shenzhen Special Economic Zone,which focused on the rightsand responsibilities of L3 and higher automated driving systems,elevating themanagement object to L5.On the commercialization front,in August 2022,Chongqing and Wuhan issued the first batch of commercialization policies for fullyautomated driving in China,allowing automated driving companies to provide paidautomated driving ride-hailing services without any human presence in the vehicle.InNovember,Beijing released Chinas first set of regulations specifically for short-distance passenger-carrying intelligent connected vehicles that do not have a driversseat and steering wheel,expanding their application beyond closed or semi-closedenvironments.In June 2023,The Lin-gang Special Area of China(Shanghai)PilotFree Trade Zone issued Chinas first batch of“driverless”intelligent connectedvehicle road test licenses to four companies.Table 3-2 Summary of local policies on smart transportationLocalitiesDateDepartmentsSpecific documentsBeijingMunicipalityAugust2021Beijing MunicipalityThe General Office of the Beijing MunicipalCommittee of the Communist Party ofChina and the Peoples Government ofBeijing Municipality issued a notice on theDevelopment Plan of Beijing to Acceleratethe Construction of A Global BenchmarkCity for Digital Economy.August2021The Peoples Governmentof Beijing MunicipalityNoticeonIssuingtheBeijingHigh-PrecisionandCutting-EdgeIndustryDevelopment Plan for the 14thFive-YearPlan Period37November2021Beijing MunicipalityNotice of the Beijing Municipal Committeeof the Communist Party of China and thePeoplesGovernmentofBeijingMunicipality on issuing the Plan on theConstruction of International Science andTechnology Innovation Center during the14thFive-Year.Plan PeriodShanghaiMunicipalityOctober2021ShanghaiMunicipalCommission of Economyand Informatization,Shanghai Municipal PublicSecurity Bureau,ShanghaiMunicipalTransportationCommissionNotice on Issuing the Measures of ShanghaiMunicipalityontheAdministrationofTestingandApplicationofIntelligentConnected VehicleNovember2021The Lin-gang Special Areaof China(Shanghai)PilotFree Trade ZoneReleasingActionPlanfortheScaleDemonstrationandApplicationofIntelligent Connected Vehicles in the Lin-gang New Area during the 14thFive-YearPlan PeriodDecember2021Office of the CyberspaceAffairs Commission of theShanghai Municipal PartyCommitteeNoticeonReporting2022AnnualAutomotive Data Security ManagementJanuary2022Shanghai MunicipalPeoples GovernmentProcedures of Shanghai Municipality on theAdministration of Testing and Applicationof Intelligent Connected VehiclesSeptember2022Shanghai MunicipalPeoples GovernmentNotice on Issuing Shanghai ImplementationPlan for Accelerating the Innovation andDevelopmentofIntelligentConnectedVehiclesOctober2022Shanghai MunicipalBureau of Planning andNatural ResourcesPublicConsultationonProvisionsofShanghai Municipality on HD Maps forICVs(Draft)November2022ShanghaiMunicipalTransportationCommission,ShanghaiMunicipal Commission ofNotice on Issuing the Implementation RulesfortheIntelligentConnectedVehicleDemonstration Operation in Shanghai38EconomyandInformatizationandShanghai Municipal PublicSecurity BureauNovember2022Shanghai MunicipalTransportationCommissionNotice on Issuing the Implementation PlanforCollaborativeInnovationandApplicationofVehicle-InfrastructureCooperation in Shanghai(2023-2025)November2022Shanghai Pudong NewAreaRegulations on Promoting InnovativeApplicationofDriverlessIntelligentConnected Vehicles in Pudong New Area inShanghaiShenzhenCityNovember2022Four departments includingShenzhen MunicipalTransportation BureauNotice on Issuing Administrative Rules forIntelligent Connected Vehicles Road Testand Demonstration Application(for TrialImplementation)October2022Development and ReformCommission of ShenzhenMunicipalityNotice on Public Consultation on Measuresto Promote High-Quality Development ofthe Intelligent Connected Vehicle Industry inShenzhen(Draft for Comments)November2022Shenzhen MunicipalPeoples GovernmentNotice on Issuing the Implementation PlanforPromotingtheHigh-QualityDevelopmentofIntelligentConnectedVehicles in ShenzhenJuly 2022Shenzhen MunicipalPeoples CongressThe Regulations on the Administration ofIntelligent Connected Vehicles of ShenzhenSpecial Economic ZoneJune 2022Development and ReformCommission of ShenzhenMunicipalityNoticeonIssuingActionPlanforCultivatingandDevelopingIntelligentConnected Vehicle Industry Clusters(2022-2025)in ShenzhenJanuary2022National Development andReform Commission,Ministry of Commerce ofthe Peoples Republic ofChinaOpinions on Various Special Measures toRelaxMarketAccessinDevelopingShenzhen into a Pilot Demonstration Zoneof Socialism with Chinese CharacteristicsJune 2022Shenzhen MunicipalOpinions on Developing and Strengthening39Peoples GovernmentStrategic Emerging Industry Clusters andCultivating Future IndustriesGuangzhouCityDecember2021Guangzhou MunicipalDevelopment and ReformCommissionNotice on Issuing the Plan for Innovationand Development of Intelligent and NewEnergy Vehicles in Guangzhou during the14thFive-Year Plan PeriodJuly 2022GuangzhouMunicipalIndustry and InformationTechnologyBureau,GuangzhouMunicipalDevelopment and ReformCommissionNotice on Issuing the Three-Year ActionPlan(2022-2024)fortheHigh-QualityDevelopmentofIntelligentConnectedVehicles and New Energy Vehicle IndustryChain in GuangzhouJuly 2022The Peoples Governmentof Guangzhou MunicipalityNotice on Issuing the 14thFive-Year Plan forUrbanInfrastructureDevelopmentinGuangzhouChongqingMunicipalityOctober2022Chongqing MunicipalPeoples GovernmentNoticeonChongqingActionPlanforInnovativeApplicationofAutomaticDriving and Internet of Vehicles(2022-2025)October2022Chongqing MunicipalPeoples GovernmentNotice on Issuing the Action Plan forPromoting the Construction and Service ofIntelligent Connected New Energy VehicleInfrastructure in Chongqing(2022-2025)September2022Chongqing MunicipalPeoples GovernmentNotice on Issuing the Action Plan for theDevelopment of Automotive Software andArtificialIntelligenceTechnologyApplication in Chongqing(2022-2025)HunanProvinceSeptember2022Hunan ProvinceNotice on Issuing the Administrative Rulesfor Intelligent Connected Vehicles Road Testand Demonstration Application(for TrialImplementation)in Hunan ProvinceJiangsuProvinceJune 2022Industry and InformationTechnology Department ofJiangsuNotice on Issuing the Guiding Opinions onAccelerating the High-quality Developmentof the IoVs and ICVsNovember2022Jiangsu ProvincialDepartment of JusticeNoticeonthePublicSolicitationofComments on the Draft Amendment ofJiangsuProvinceRoadTrafficSafety40Regulations(DraftforSolicitationofComments)HainanProvinceNovember2022Hainan ProvincialDepartment of Industry andInformation TechnologyAnnouncement on the Public Solicitation ofCommentsontheInternetofVehicles(Intelligent Connected Vehicles)IndustryDevelopmentPlanofHainanProvince(Draft for Comments)May 2022Hainan ProvincialDepartment of Industry andInformation TechnologyNotice on Issuing the Implementation Rulesfor the Construction of the Pilot Area(Project)of the Internet of VehiclesOthersMay 2022Department of Industry andInformation Technology ofYunnan ProvinceNotice on Issuing the Guiding Opinions onPromotingthePilotDemonstrationConstruction of Yunnan Provinces Vehicle-Infrastructure Cooperation and AutonomousDriving during the 14thFive-Year PlanPeriodAugust2021Xiongan NewAreaManagementSpecificationsforRoadTesting and Demonstration Application ofIntelligent Connected Vehicles(Trial)January2022Tianjin MunicipalityNotice on Issuing Administrative Rules forIntelligent Connected Vehicles Road Testand Demonstration Application(for TrialImplementation)byTianjinMunicipalTransportationCommission,TianjinIndustrialandInformationTechnologyBureauandTianjinMunicipalPublicSecurity BureauNovember2021Hangzhou CityThe first batch of intelligent connectedvehicles was opened for road testing in 2021March2022Hefei CityNoticeonIssuingManagementSpecificationsforRoadTestingandDemonstration ApplicationofIntelligentConnected Vehicles in Hefei CityJanuary2022Liuzhou CityNotice on the 2021 Open Road Test RouteforIntelligentConnectedVehiclesinLiuzhouData source:The research team compiled the information based on public resources41(iii)Pilot practicesCurrently,China has developed a distinctive vehicle-infrastructure-cloud cooperativeautonomous driving system.Nationwide,more than 15,000 kilometers of intelligentconnected vehicle testing roads have been opened,with a cumulative total testingdistance exceeding 60 million kilometers.Various demonstration applications,including automated driving taxis,unmanned buses,automated valet parking,long-haul logistics,and unmanned delivery,are being carried out in an orderly manner.Seventeen test and demonstration zones,sixteen“dual intelligence”pilot cities,andseven national IoV demonstration zones have completed over 7,000 kilometers ofroad intelligent upgrading and transformation,with the installation of more than 7,000sets of roadside connected vehicle devices.In terms of development focus,the ICV demonstration zones represent the first stage,with a primary emphasis on supporting technological innovation and development.The ICV pilot areas,on the other hand,belong to the second stage,placing greateremphasis on commercial implementation.Last,“dual intelligence”pilot citiesrepresent the third stage,further extending the concept from“smart vehicles”and“smart roads”to“smart cities”.Figure 3-3 Distribution of Chinas ICV test zones and some ICV pilot areasData source:Suzhou Automotive Research Institute,Tsinghua University1.ICV test and demonstration zonesCurrently,there are 17 national-level ICV test and demonstration zones establishedacross China,along with over 20 local testing sites.Over 50 provinces and cities in42China have issued regulations for ICV testing,with more than 2,000 road testing anddemonstration application licenses issued.The testing roads cover over 10,000kilometers,and the cumulative testing distance has exceeded 40 million kilometers.Furthermore,specific attention has been given to various scenarios such as passengerand freight transportation,unmanned cleaning,and last-mile delivery.At present,several cities and demonstration zones have completed the construction of cloudcontrol platforms and the deployment of LTE-V2X roadside communication units.Large-scale vehicle-to-vehicle and vehicle-to-infrastructure interoperability testingevents,such as“Three Crossings”,“Four Crossings”,and“New Four Crossings”,have been organized.These achievements indicate that China has laid the foundationfor IoV commercialization.Table 3-3 Road testing of Chinas ICV test and demonstration zonesCitiesTest and demonstration zonesOpeningmileage(km)Testingmileage(10,000km)NumberofLicensesIssuedMain testsubjectsShanghaiMunicipalityNational IntelligentConnected Vehicle(Shanghai)Pilot Zone1289.83656.20325Voyager(DiDi),Saic Motor,AutoXIntelligent ConnectedVehicleAutonomous DrivingClosed Site Test Base(Shanghai)BeijingMunicipalityNational Intelligent Vehicleand Transportation(Beijing-Hebei)Demonstration Zone(MinistryofIndustryandInformation Technology)1027.88391.18170Apollo(Baidu)Pony.aiVoyager(DiDi)National Intelligent Vehicleand Transportation(BeijingE-town)Demonstration Zone(The Ministry of Transport)Closed Site Test Base forAutonomous Driving43(Beijing)Wuhan CityNationalIntelligentConnectedVehicle(ICV)(Wuhan)TestandDemonstration Zone321.00200.0054Dongfeng Motor,Baidu,DeepBlueTechnologyChangshaCityNational IntelligentConnected Vehicle(Changsha)Testing Zone263.00176.0057DeepBlueTechnology,InceptioTechnologyHunan(Changsha)NationalPilotArea of IoVChongqingMunicipalityNational Intelligent VehicleandSmartTransportationApplicationDemonstrationPublic Service Platform176.8596.8050Changan Auto,Foton Motor,BaiduClosed Site Test Base forAutonomous Driving(Chongqing)Chongqing(Liangjiang NewArea)NationalIoVPilotAreaGuangzhouCityGuangzhouIntelligentConnected Vehicle and SmartTransportationApplicationDemonstration Area135.30400.00142Baidu,Pony.ai,WeRide,DiDiHainanProvinceNationalIntelligentandConnectedVehicleClosedTest Base(Hainan)129.201FAW GroupXiangyangCityIntelligentConnectedVehicle Autonomous DrivingClosedSiteTestBase(Xiangyang)111.403DongfengTrucks,YutongBusHangzhouCityZhejiang5GInternetofVehiclesApplicationDemonstration Zone70.6050.0018YouxingTechnology,LeapmotorChengduCitySino-GermanCooperatedIntelligentConnected50.0012Baidu44Vehicle(VehicletoEverything)TestBaseinSichuanData source:The research team compiled the information based on public resourcesTable 3-4 Scenario of Chinas ICV test and demonstration zonesNo.Test anddemonstration zonesLocationRobotaxiCommuterBusRobobusHigh-speedtruckPortSanitationPatrolLast-miledelivery1National IntelligentVehicleandTransportation(Beijing-Hebei)Demonstration ZoneBeijingMunicipality2ClosedSiteTestBaseforAutonomousDriving(Beijing)3ComprehensiveNational IntelligentTransport Test Base(Wuxi)Wuxi City4ClosedSiteTestBaseforAutonomousDriving(Taixing)Taixing City5National IntelligentConnectedVehicleApplication(Shanghai)DemonstrationAreaShanghaiMunicipality6AutonomousDriving Closed SiteTestBase(Shanghai)7Zhejiang5GInternet of VehiclesApplicationDemonstration ZoneZhejiangProvince8National IntelligentConnectedVehicle(ICV)(Wuhan)TestandDemonstrationZoneZhejiangProvince9AutonomousDriving Closed SiteTestBase(Xiangyang)XiangyangCity10National IntelligentConnectedVehicleApplication(Northern)ChangchunCity45DemonstrationArea11ClosedSiteTestBaseforAutonomousDriving(Xian)Xian City12Sino-GermanCooperatedIntelligentConnectedVehicle(VehicletoEverything)TestBaseinSichuanProvinceChengdu City13National IntelligentVehicle and SmartTransportationApplicationDemonstrationPublicServicePlatformChongqingMunicipality14ClosedSiteTestBaseforAutonomousDriving(Chongqing)15National IntelligentConnectedVehicle(Changsha)TestingZoneChangsha City16GuangzhouIntelligentConnectedVehicleandSmartTransportationApplicationDemonstrationAreaGuangzhouCity17National IntelligentandConnectedVehicle Closed TestBase(Hainan)HainanProvinceData source:The research team compiled the information based on public resources2.IoV pilot areasThe Ministry of Industry and Information Technology has approved seven nationalIoV pilot areas,including Jiangsu(Wuxi),Hunan(Changsha),Tianjin(Xiqing),Chongqing(Liangjiang New Area),Hubei(Xiangyang),Zhejiang(Deqing),andGuangxi(Liuzhou).These national IoV pilot areas not only undertake technicalexperimentation tasks but also accelerate the testing,validation,and pilot application46of products,promote the development of data-driven new IoV applications andservices,andenhanceservice-orientedtransportationandintelligenttrafficmanagement,aiming to create a new IoV ecosystem.In recent years,variousmeasures have been taken in regions to achieve the development goals of the IoVpilot areas.For example,in February 2023,Wuxi officially promulgated the first localregulation in China to promote the development of IoV,Regulations on the Promotionof IoV Development in Wuxi.Xiqing District of Tianjin has updated 408 intelligentintersections in key areas and developed the“5 3”vehicle-infrastructure cooperationplatform.Chongqing has built 504 intersections,covering an area of 300 squarekilometers in Liangjiang New Area.Changsha is currently constructing Chinas firstnational intelligent connected vehicle application demonstration area.Table 3-5 Development and construction of Chinas IoV pilot areasNO.LocationApprovaltimeKey development features andadvantagesTypical cases1Jiangsu(Wuxi)IoV Pilot AreaMay,2019Focusing on road-side infrastructureconstructionandleveragingitsstrong industrial foundations in theInternetofThings,integratedcircuits,software services,and moreto advance the construction of smartcityinfrastructureandthecoordinated development of ICVs“Human-vehicle-road-cloud”collaborativeapplication platform,promotetheapplicationof“Zhixing Wuxi”2Tianjin(Xiqing)IoV Pilot AreaDecember2019Prioritizing the establishment of anevaluationsystemforstandardcertification,boastinguniqueadvantages,such as the presence ofthe China Automotive Technologyand Research Center(CATARC)-National Technical Committee ofAuto Standardization in Tianjin anda comprehensive testing systemTianjin Port adoptsunmannedelectriccontainer trucks foroperations,while theChina-SingaporeTianjinEco-Cityadoptsvehicle-infrastructurecooperation buses3Hunan(Changsha)IoVPilotAreaNovember2020Exploring innovative scenarios andoperation models,with a particularfocus on the Xiangjiang New Area.Demonstrationoperationroutesofsmartbuses,47Starting with the establishment of anintelligent system testing zone,aseries of testing scenarios have beendevelopedunmannedcleaningvehicles,andintelligent sanitationvehicles4Chongqing(LiangjiangNewArea)IoVPilotAreaJanuary2021Building upon the unique 3D terrainfeaturesofmountaincity,Cdedicatedtoexploringcomprehensive scenario testing forcomplex road trafficLiangjiangCollaborativeInnovation Zone ICVSharingServicePlatform5Hubei(Xiangyang)IoV Pilot AreaApril 2023Building Chinas first city with deepapplication of Internet of Vehicles,acceleratingtheintelligenttransformationofintersections,collaboratingwithenterprisestoimplement application scenarios,andjoiningtheStandardTechnicalCommittee-6Zhejiang(Deqing)IoVPilotAreaApril 2023Leading China in basic supportingfacilities,with a complete industrialchainofvehicle-road-cloud-network-mapping.It is the city withthe longest open testing mileage andvehicle-infrastructurecooperationmileage in China-7Guangxi(Liuzhou)IoVPilotAreaApril 2023Withasolidfoundationintheautomotive industry and a completeindustrialchain,thedistinctivecharacteristics of road transportationare suitable for exploration-Data source:The research team compiled the information based on public resources3.“Dual intelligence”pilot citiesCurrently,there is no established international experience in the collaborativedevelopment of smart city infrastructure and intelligent connected vehicles.China hasembarked on the construction of 16 pilot projects for“dual intelligence”collaborativedevelopment,aiming to explore Chinas solutions for demonstration applications.Byleveraging intelligent connected vehicles as a key driver,innovative applications are48being promoted from the vehicle level to the road infrastructure and the overall urbancontext.This concerted effort aims to foster innovation in automotive applicationswithin urban environments while stimulating urban development under the influenceof the automotive sector.In May 2021,the Ministry of Housing and Urban-RuralDevelopment,along with the Ministry of Industry and Information Technology,designated six cities,including Beijing,Shanghai,Guangzhou,Wuhan,Changsha,andWuxi,as the first batch of pilot cities for“dual intelligence”collaborativedevelopment.In December of the same year,10 cities,including Chongqing,Shenzhen,Xiamen,Nanjing,Jinan,Chengdu,Hefei,Cangzhou,Wuhu,and Zibo,were designated as the second batch of“dual intelligence”pilot cities.The construction of“dual intelligence”cities primarily focuses on four aspects:developing urban smart infrastructure,establishing the vehicle-city network platform,conducting diversified demonstration applications,and improving standards andregulations.The 16 pilot cities have deployed 1,700 L4 automated driving vehicles,accumulating a total testing mileage of 27.3 million kilometers and servingapproximately 3.8 million people.Through the establishment of the vehicle-citynetwork platform,these pilot cities have aggregated vast amounts of dynamic andstatic information data related to vehicles,roads,and cities.Utilizing digital means,they have strengthened the supervision of infrastructure,urban transportation,publicservices,anddisasterresponseandemergencymanagement.Significantbreakthroughs have also been achieved in the realm of regulatory standards.4.Development trend-The development of ICV industry is being driven by infrastructure construction.Looking at the development trends of the three types of demonstration zones in China,both vehicle-side R&D and roadside testing in the IoV industrial chain have achievedsignificant progress.Particularly in the realm of roadside infrastructure construction,there has been rapid growth since the establishment of IoV demonstration zones in2016.The“coverage rate”and“penetration rate”have been continuously improving.The“coverage rate”includes the coverage of construction areas and lengths on the49roadside,ranging from specific intersections and segments to urban regions andeventually achieving comprehensive coverage across the entire city.The“penetrationrate”refers to the installation rate of ICV technologies on various types of vehicles,including commercial vehicles(passenger and freight),specialized vehicles,andpassenger vehicles,progressing from after-market installations to before-marketinstallations,continuously increasing the“penetration rate”.In the future,driven bythe demand for digital infrastructure construction and the deployment of 5G networks,as the scale of demonstration zones gradually expands,the speed of infrastructureconstruction will further accelerate.-The trend of C-V2X deployment is gaining momentum.From the technologyapproaches adopted by various demonstration zones,the C-V2X has become thepredominant choice.Furthermore,an increasing number of projects are nowimplementing 5G technology in the context of IoV.The 5G network offers support forhighbandwidthandtime insensitive applications,suchasinformationandentertainment services,as well as global traffic optimization.Meanwhile,the C-V2Xnetwork offers support for time sensitive safety-related,localized traffic efficiency,cooperative driving,and autonomous driving applications.As the 5G infrastructuredeployment progresses and standards are established,the proportion of demonstrationzones adopting 5G-V2X technology is expected to continuously increase.-IoV enables a profound fusion between smart transportation and smart cities.Thesmart transportation system encompasses comprehensive technologies such asperception,communication,computation,and control.It relies on standardizedcommunication protocols to establish a mutual mapping between the physical andinformation spaces,encompassing the four elements of“human,vehicle,road andenvironment”.Thismappingfacilitatestheresolutionofsystemicresourceoptimization and allocation challenges.On the other hand,the smart city systemfocuses on development models,data applications,and technological advancements.The IoV connects smart transportation with smart cities,driving the collaborativedevelopment of smart city infrastructure and intelligent connected vehicles.Together,50they form an integrated system known as the vehicle-city network.-The level of cross-city regional cooperation and development is continuouslyincreasing.More than 40 provinces,cities and districts across China have introducedregulations or detailed implementation guidelines for the management of ICV testing.Among them,Beijing,Shanghai,Tianjin,Chongqing,Jiangsu,Zhejiang,Hunan,Henan,Guangdong,Hainan,Jilin,and others have issued provincial(municipality)level policies and regulations.This demonstrates the growing collaboration amongcities in the development of the ICV industry across different regions.(iv)Application scenariosThe potential application scenarios for automated driving services are vast and it hasbecome an international consensus to promote the development path of automateddriving through the deployment of application scenarios.The commercialization andscaling of automated driving are likely to follow a sequence that begins with low-speed scenarios and progresses to high-speed scenarios,from cargo transportation topassenger transportation,and from commercial use to civilian use.Figure 3-4 Application scenarios and commercial deployment difficulties ofautomated drivingSource:China International Capital Corporation Limited51In terms of market size for application scenarios,typical application scenarios such asRobotaxis,long-haul freight transportation,and unmanned delivery are expected to bethe frontrunners in commercial deployments of autonomous driving technology.According to NIO Capital,these scenarios are projected to have significant marketsizes,with estimates of RMB 35 billion for Robotaxis,RMB 70 billion for long-haulfreight transportation,and RMB 25 billion for unmanned delivery.These applicationscenarios are anticipated to be among the top three in terms of market size within theautonomous driving industry.Figure 3-5 Market size forecast for automated driving segmentation scenariosData source:NIO Capital1.RobotaxiRobotaxi,as an early commercialization scenario for automated driving,has emergedas one of the primary applications in the transportation sector.It provides a safer,more cost-effective,and efficient solution for transportation needs.According to areport by IHS Markit,it is estimated that Robotaxi will account for over 60%of theshared mobility market in the future.By 2030,the market size of Robotaxis isexpected to exceed RMB 1.3 trillion.Based on a report published by InternationalData Group(Asia),China has the potential to become the worlds largest market for52automated driving vehicles.The cost of automated driving systems,including sensors,computing platforms,and software,is expected to rapidly decrease after 2023.It isprojected that Robotaxis will reach a commercial turning point between 2025 and2027.Figure 3-6 The development,evolution and definition of RobotaxiData source:Roland BergerCompared to traditional taxis,Robotaxis offer advantages in terms of cost andefficiency.According to L.E.K.Consulting,in 2020,driver costs accounted forapproximately 50%of the operational costs of traditional taxis and ride-hailingservices in major cities in China.Additionally,widespread adoption of Robotaxis isexpected to enhance transportation efficiency and reduce carbon emissions.Accordingto McKinseys projections,by 2030,automated driving has the potential to reducecommuting time and carbon emissions by 40%for travelers in the United States.Table 3-6 Comparison of economic benefits between Robotaxi and traditional taxisCost categoryTraditionaltaxisRobotaxiComparisonNotesVehicleamortizationRMB25,00040,000 RMB15,000The total cost of a conventional taxi isRMB 150,000,while a Robotaxi vehiclecostsaroundRMB200,000.Theautomated driving kit alone is priced atapproximately RMB 50,000Electricity billRMB15,000RMB15,000-Electric:RMB 0.15/kilometerMaintenancefeeRMB16,000RMB21,000 RMB5,000RepaircostsRMB500pertime,maintenance costs RMB 300 per time,maintenance is required every 5,00053kilometers,and the maintenance fee fortheautomateddrivingsystemisapproximately 30%of the maintenancefee for traditional vehiclesInsurancepremiumRMB10,000RMB13,000 RMB3,000Theannualinsurancepremiumfortraditional taxis is RMB 10,000,whilethe insurance premium for automateddriving is approximately 30%of thatDriver wagesRMB100,000RMB10,000-RMB90,000The average drivers wage is about RMB100,000 per year.Robotaxi remote safety officer,assumingthat 1 person can supervise 10 vehicles atthe same timeTotal costRMB166,000RMB99,000-RMB67,000Cost perkilometerRMB 1.66RMB0.99-0.67(decreaseby 40%)Platformprofit margin20-30P-60%The current fare for online car-hailing isaboutRMB2-2.5perkilometer.Assuming that the fare for Robotaxi isthe same as that of traditional online car-hailingBasic assumption:Single vehicle travels 300 kilometers per day,approximately100,000 kilometers per year,and is required to be scrapped after 6 years;regulationsallow the use of remote security officers.Data source:EV100plusSince 2021,Robotaxis have commenced commercial pilot programs in the UnitedStates and China.In late September 2021,the California Department of MotorVehicles(DMV)issued automated driving service permits for charging fees toWaymo and Cruise,officially marking the beginning of commercialization forRobotaxis on a global scale.In China,Baidus automated driving ride-hailingplatform,“Apollo Go”has already been offering automated driving transportationservices in over 10 cities,including Beijing,Shanghai,Guangzhou,Shenzhen,andChengdu,etc.542.RobobusRobobus,which applies automated driving technology to minibuses,plays a crucialrole in developing urban micro-cycle systems.It features fixed routes,smaller vehiclesize,and higher flexibility,with lower technical complexity compared to Robotaxis.Robobus is suitable for urban micro-cycle services and offer three main types ofservices:(1)Connection and feeding:It provides passenger connection and feedingservices for rail transit,etc.(2)Community circulation:Robobus enhances theconnectivity between various activity nodes within communities,promoting thedevelopment of compact neighborhoods and dense road networks.(3)Point-to-pointdirect service:It provides direct service to hub stations,large shopping malls,schools,hospitals,tourist attractions,etc.Intelligent connected buses address challenges facedby the public transportation industry,such as declining passenger volumes,risingcosts,aging drivers,and accidents.It can provide a solution to the“last-mile”problemin urban transportation.Currently,several cities in China,including Suzhou,Chongqing,Shenzhen,Zhengzhou,Guangzhou,Haikou,and Tianjin,have deployedautomated bus routes for public road operations.3.Mainline logisticsMainline logistics typically utilize heavy trucks on highways,characterized by largequantities,long distances,and relatively simple road participants.Advancedautomation technology can address numerous pain points in long-haul freighttransportation,including driver shortages,rising labor costs,traffic safety,andenvironmental requirements.First,it can save labor costs by reducing driver expenses,accounting for approximately 30%-40%of the total transportation costs.Moreover,itcan help alleviate the shortage of over ten million truck drivers in Chinas domesticmarket.Second,it can reduce fuel consumption and improve fuel efficiency.Forinstance,in truck platooning,where vehicles travel closely(with a 10-meter distancebetween them),the lead vehicle can create a“wind shield”for the following vehicle,reducing air resistance and lowering fuel consumption by approximately 10%-15%.This translates to an estimated fuel cost savings of RMB 0.21 per kilometer.Moreover,55theoretically,automated trucks can operate 24 hours a day,with necessary refuelingand maintenance as the only interruptions.Third,it can enhance safety.Due to thelarge weight and size of trucks,trucks have longer braking distances and more blindspots.The primary causes of traffic accidents involving trucks are often attributed toaggressive driving and driver fatigue.Automated driving can effectively mitigatethese issues.4.Unmanned delivery vehicleLast-mile logistics refers to the short-distance delivery that connects to end-users,often occurring in closed or semi-closed scenarios such as residential communitiesand industrial parks.It is characterized by high frequency,dispersed deliveries,and astrong need for real-time delivery.The industry faces challenges such as low deliveryefficiency and high costs.Compared to automated driving applications for passengervehicles,last-mile logistics scenarios have lower driving speeds,closed-off roadsections,and lowercomplexity.This significantlyreducesthe difficulty ofimplementingautomateddrivingtechnology,enablingearlierandscalablecommercial applications.Currently,the urban delivery market holds significant commercial value.In 2022,Chinas total market size for express and instant last-mile delivery exceeded RMB300 billion.According to data released by Honeywell,last-mile delivery costs accountfor 53%of the entire delivery process,indicating tremendous potential for costreduction.However,the urban delivery industry also faces issues such as a shortage ofdelivery personnel,high costs,and prominent traffic safety risks.Unmanned deliveryvehicles,as efficient and safe transportation supplements,are conducive to improvingurban logistics efficiency.Unmanned delivery has three typical scenarios:fooddelivery,express delivery,and supermarket retail.Among them,express delivery andsupermarket retail,with their relatively low demands for instant delivery and highlevel of intensification,are expected to be implemented faster compared to fooddelivery scenarios.Unmanned delivery offers several advantages in the following areas:First,cost56reduction.According to data from EO Intelligence,if the production price ofunmanned delivery vehicles is RMB 150,000,with a lifespan of 3.5 years and annualmaintenance cost of 20%,the monthly comprehensive cost will be approximatelyRMB 6,071,which is comparable to labor costs.However,if the vehicle cost is RMB50,000,the monthly comprehensive cost would be as low as RMB 2,024,highlightingthe economic viability of unmanned delivery vehicles.Second,expansion of newretail scenarios and service radius:Unmanned delivery vehicles can cater to variousscenarios such as business parks,tourist attractions,and campuses,providing cateringand food delivery services.This effectively enhances brand influence and value.Third,emergency response capability:During the COVID-19 pandemic,unmanned deliveryvehicles made significant contributions to epidemic control by replacing human laborin tasks such as food delivery,medication delivery,express delivery and cleaning.Figure 3-7 Comparison of monthly comprehensive costs and labor costs forunmanned delivery vehiclesData source:CITIC Securities5.Closed parksIn closed parks such as ports,mining areas,and airports,unmanned automated drivingservices can be implemented to improve automation efficiency,taking advantage offactors such as simple surroundings and minimal interference.For instance,in miningareas,automated driving can address the industrys challenges of low safety and highlabor costs.The mining environment typically offers simplicity,closed road sections,and favorable overall conditions,making it conducive for the implementation ofautomated driving technology.Compared to other countries,China started relatively57late in adopting automated driving in mining areas,with a focus on open-pit miningtransportation operations.In ports,self-driving trucks can operate between cranes andstorage yards,facilitating container transportation.Ports generally have well-developed infrastructure,low complexity in route planning,and minimal interferencefrom pedestrians and vehicles,making them suitable for the implementation ofautomated driving technology.There are three main solutions for port automation:Automated Guided Vehicles(AGVs),automated driving straddle carriers,and self-driving trucks.Currently,there are over ten ports in China that have implementedself-driving trucks.According to Shujubang,it is estimated that by 2025,thepenetration rate of L4 self-driving trucks in Chinese ports will exceed 20%.The scaleof L4 self-driving trucks in ports is expected to reach 6,000-7,000 vehicles,with amarket size exceeding RMB 6 billion,accounting for approximately 30%of theglobal market.Table 3-7 Comparison of port automated driving transportation solutionsSolutionsAGVAutomated drivingstraddle carriersSelf-driving trucksPerception,localization,navigation systemRoad embeddedmagnetic nailIn-vehicle sensorIn-vehicle sensorInfrastructurerenovationLarge investment in theearly stage and hightransformation costMinimal venuerenovation requiredMinimal venuerenovation requiredProcurement,maintenance,andupkeep costsHigh cost of singlevehicleHigh cost of singlevehicleLow cost of singlevehicleTransportationcapacityHorizontaltransportationHorizontal and verticaltransportationHorizontaltransportationRegionalrestrictions on useRestricted area withinthe portRestricted area withinthe portIn-port,off-port andgraded highwaysEase of useAutomated driving onlySupport bothautomated driving andremote controlSupport bothautomated driving andremote controlAdjustment of theMagnetic nails need toSimple and easySimple and easy58work areabe re-installedPotential for futuretechnologyupgradesLowHighHighApplicable portsLarge newly built portsFewer stackedcontainers,new and oldportsNew and old portsData source:The research team compiled the information based on public resources6.Special scenarios-Emergency medical first aid.Smart emergency medical services have immense valueinthehealthcaresector,andwiththesupportofnext-generationmobilecommunication technology like 5G,they can greatly enhance the capabilities ofemergency medical services.First,utilizing the data platform for vehicle dispatch,when a patient makes an emergency call,the emergency center can immediatelydispatch the nearest ambulance through an emergency command and dispatch system.Second,preparations for treatment can be made in advance.Once the ambulancearrives at the patients location,the system can automatically match it with theoptimal treatment hospital based on the distance and availability of emergencymedical resources.Simultaneously,the treatment hospital can promptly receivepatient and ambulance information to prepare for the arrival.While transporting thepatient to the designated treatment hospital,the ambulance can both receive trafficcontrol information at intersections and send priority control commands,enablingsignal prioritization for the ambulance.This facilitates a seamless connection betweenpre-hospital and in-hospital medical treatment,providing a green channel for medicaltreatment for the patient.-Robosweeper.The sanitation industry faces two major challenges:heavy reliance onmanual la
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IATAAnnual Review 2023Contents02 IATA Annual Review 202303 Members list05 Willie Walsh,Director Gene.
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24th Annual Global Automotive Executive SurveyGetting real about the EV transitionIts still an excit.
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RescueState ofElectricVehiclesJULY 2023ContentsIntroduction 3Our Team at the EV Council 62023 Highlights 7Electric car sales 8Australias electric car fleet 10Top-selling electric car models 11Electric car sales across Australian States and Territories 12Electric Vehicle Model Availability 14Electric cars,vans and utes (light vehicles)15Electric trucks 16Electric buses 16Electric motorcycles and scooters 16Charging Infrastructure 17Energy policy related to Electric Vehicles 21Public high power EV charger availability 21Accelerating the deployment of high-power fast charging sites 21Destination charging 24Smart Charging 24Regulations 25Apartment complexes 26On the horizon V2G!27Electric Vehicle Policy 28Priority Area A Comprehensive Strategy for Heavy Vehicle Electrification within the National EV Strategy Framework 29A globally competitive New Vehicle Efficiency Standard 30Light EV Incentives Across Australia 33Electric Vehicle Policy Scorecard 36Local Government 52Appendix A Explanation of Policy Assessment Metrics 55Appendix B Electric Vehicle Sales 62Appendix C Electric Vehicle Model Availability 63Electric cars available to order 63Electric cars expected to be available in Australia in the future 68Electric utes and vans(available today and coming soon)69Electric trucks 70Electric buses 71Electric two and three-wheelers 723STATE OF EVs|2023IntroductionOver the past 12 months interest in electric vehicles has significantly expanded.While Australia still has some way to go in ensuring local EV adoption aligns with our emission reduction targets,at least in the light vehicle market we are seeing early,positive signs that demand is trending in the right direction.8.4%of all new cars sold in 2023 so far have been EVs.This is more than a 120%increase compared to all of 2022.While this trend is encouraging,it is important to note that the vast majority of EV sales is made up of only 3 models(Tesla Model Y,Tesla Model 3,BYD Atto 3),representing over 68%of the EV market.While there are now 91 electric car,van and ute models available in Australia,most of these are only being supplied in small volumes.This is a consequence of Australia not having a New Vehicle Efficiency Standard to ensure car manufacturers increase the supply of EVs to our country.The Electric Vehicle Council prepared a detailed submission to the Australian Governments consultation on the design of a standard specifically for Australia1.1 https:/.au/submissions/evc-submission-to-fuel-efficiency-standard-cleaner-cheaper-to-run-cars-for-australia/4STATE OF EVs|2023INTRODUCTIONThe EVC continues to call on the government to ensure a globally-competitive New Vehicle Efficiency Standard is introduced to parliament before the end of this year,and started as soon as possible.This is not only necessary for supporting our nations emission reduction targets,but important for securing a wide range of affordable EVs,of all shapes and sizes,to enable Australian households and businesses to slash their fuel bills.Although Australia has a lot of work to do to catch up with leading EV countries,every state,territory,and the federal government is now actively supporting the uptake of zero-emission technology.Early 2023 also saw the Australian Government release its first national EV strategy,which is a step in the right direction but more needs to be done.Unfortunately,the local adoption of heavy EVs,including buses and trucks,is still lagging in large part due to a lack of regulatory reform by government to enable uptake.While there is strong interest from industry to make the switch to electric heavy vehicles,this transition is being held back by a lack of suitable vehicles.This is a result of Australian governments imposing restrictive vehicle mass and width requirements that increase costs and limit the range of electric buses and trucks that can be sold in Australia.Without immediate action,the decarbonisation of Australias 800,000 buses and trucks will continue to be delayed,leaving consumers paying more for goods,and communities breathing in more vehicle pollution.Importantly,Australia also needs to realise the long-term opportunities presented by the transition to EVs and support the creation of thousands of jobs through development of Australian critical minerals,batteries,components,chargers,and vehicles of all shapes and sizes.5STATE OF EVs|2023INTRODUCTIONThe Electric Vehicle Councils priority for 2023 continues to be the introduction of policies to increase the supply of both light and heavy EVs.This includes advocating for the introduction of an ambitious and globally-competitive New Vehicle Efficiency Standard that will support Australia in achieving its net-zero target by 2050 and encourage manufacturers to introduce more affordable EV models to the local market.It also includes advocating for the revision of mass and width restrictions for electric trucks and buses to enable and accelerate local adoption.The 2023 State of EVs report provides our latest annual assessment of Australian federal,state and territory governments performance with respect to electric vehicle policy,combined with a mid-year local market update on light EV sales,model availability and charging infrastructure deployment.This edition builds on our 2022 Australian Electric Vehicle Industry Recap,released in February 2023.Moving forward,we will continue to release full-year industry recaps in February each year,with our 2023 recap to be released in February 2024.The State of EVs report will continue to be published in July each year.The Electric Vehicle Council looks forward to continuing to work with Australian governments,industry and consumers to champion Australias transition to an electrified transport sector.6STATE OF EVs|2023Our Team at the EV CouncilBehyad Jafari Chief Executive OfficerJake Whitehead Head of PolicyNatalie Thompson Senior Manager-PolicyAnnika Ernest Policy InternUmair Afzal Programs and Insights OfficerBailey Sievewright Administrative&Communications OfficerRoss De Rango Head of Energy and InfrastructureAdam Macmillan Technical Officer7STATE OF EVs|20232023 Highlightshigh power public chargers locations in Australia967558fast charger locations ultra-fast charger locations.438120Types of high power charging:24 99 kW DCFAST CHARGING100kW DCULTRA-FAST CHARGINGCharging Highlightsmodels of electric trucks&commercial vansmodels of electric buses32PHEVs592222BEVsmodels of two/three-wheelers42148Variants91ModelsModel AvailabilityHighlightsTop 5 EVs sold so far in 2023ACT leads Australia on 21.8%of all new cars being EVs21.8%Tesla Model Y accounted for 30%of all EV sales30%TeslaModel YBEV14,00211,575Tesla Model 3 BEVBYDAtto 3BEVMG ZSEVBEVVolvoXC40BEV6,1961,7871,596EVs sold YTD June 202346,624of all new cars sold are EVs increase up from 3.8%during 2022 121%8.4%(More than the total no.of EV sales in 2022)?Sales Highlights56%increase in variants from 2022?57%increase from 2022?*Excludes regular public charging under 24kWFEDACTNSWNTQLDSATASVICWA7/109/109/104/107/106/104/105/106/10Electric Vehicle Policy Scorecard8STATE OF EVs|2023Electric car salesSales of electric cars in Australia have continued to increase,with the total volume of sales in the first half of 2023 so far beating the total for 2022.As of the end of June,2023,46,624 EVs had been sold in Australia almost 3 times higher than the same period in 2022(a 269%increase).Taking the total number of new electric cars sold,EVs now represent 8.4%of all new cars sold in Australia.This is a 120.5%increase compared to all of 2022.EV SALES IN AUSTRALIA:2011-2023BEVPHEV20112012100Thousands9080706050403020102013201420152016201720182019202020212022YTDJune 2023Forecast Q3/Q4 2023 BEV Sales8.4%3.81%2.05%0.78%0.65%0.21%0.19%0.12%0.15%0.12%0.02%0.02%0%Forecast Q3/Q4 2023 PHEV SalesEV%ShareSources:VFACTs,OEM-supplied data,government sources and EVC database.9STATE OF EVs|2023ELECTRIC CAR SALESWhile these most recent sales figures are encouraging,in order for Australia to achieve its climate targets,it is expected that more than 50%of all new cars sold in 2030 will need to be EVs.This means Australia will need to aim for around 1 million EVs on our roads by the end of 2027.In order to achieve this,Australia needs to see a significant increase in the supply of EV models.This will only happen if the Australian Government implements an ambitious and globally-competitive New Vehicle Efficiency Standard that brings us into line with comparable overseas markets,like the US,EU and New Zealand.From reviewing global EV adoption rates for 2022 we can see that Australia continues to lag the global average,and is significantly behind many EU markets,the UK and China.Even Thailand-another right hand drive vehicle market-is now seeing a rapid expansion in the adoption EVs thanks to supportive EV policy introduced by the Thai Government.Only June 2023 data available for Australia,New Zealand,Norway.All other countries are YTD May 2023.Global average is based on IEA forecast for 2023.Sources:International Energy Agency,New Zealand Ministry of Transport,China Association of Automobile Manufacturers,Thai Department of Land Transport,InsideEVs,Cleantechnica,EVVolumes,Electric Autonomy Canada,EV Database NZ,VFACTS.While not all countries have published YTD 2023 figures yet,from those that have,we can see that Australias increase in EV sales in heading in the right direction,but again,we are still lagging many comparable countries.EV MARKET SHARE BY COUNTRY:YTD 2023 VS 2022GlobalAverageThailandAustraliaCanadaNewZealandSingaporeFranceUnitedKingdomChinaGermanyNetherlandsSwedenNorway100pP0 22YTD May/June 2023Right hand driveLeft hand drive10STATE OF EVs|2023ELECTRIC CAR SALES140,000120,000100,00080,00060,00040,00020,000AUSTRALIAS GROWING ELECTRIC CAR FLEET201120122013201420152016201720182019202020212022YTDJune 2023PHEV FleetBEV FleetTotal EV FleetAustralias electric car fleetWe estimated that there are now approximately 130,000 EVs on Australias roads,made up of around 109,000 BEVs and 21,000 PHEVs.If EV sales continue at the same rate for the remainder of 2023,the fleet should reach close to 180,000 by years end.Sources:VFACTs,OEM-supplied data,government sources and EVC database.11STATE OF EVs|2023ELECTRIC CAR SALESThere has been a continuing shift towards consumers preferring battery-electric vehicles(BEVs),over plug-in hybrid electric vehicles(PHEVs).BEVs now represent over 90%of Australias EV market.Top-selling electric car modelsAustralia EV sales so far in 2023 have been dominated by 3 models,with the Tesla ModelY,Tesla Model 3,and BYD Atto 3,representing 68.1%of Australias EV market.The top 15 EV models sold in Australia so far in 2023 have been included below:Tesla Model Y(BEV)2,0004,0006,0008,00010,00012,00014,00016,000Tesla Model 3(BEV)BYD Atto 3(BEV)MG ZS EV(BEV)Volvo XC40(BEV)MG HS(PHEV)Polestar 2(BEV)Volvo C40(BEV)Kia EV6(BEV)BMW iX(BEV)Ioniq 5(BEV)Hyundai Kona(BEV)Kia Niro(BEV)Mitsubishi Eclipse Cross(PHEV)Mercedes-Benz EQA(BEV)TOP 15 EV MODELS IN AUSTRALIA:YTD JUNE 2023Source:VFACTs12STATE OF EVs|2023ELECTRIC CAR SALESElectric car sales across Australian States and Territories All state and territory governments have implemented a range of incentives to encourage the purchase of electric vehicles,including rebates to reduce the upfront purchase price,zero-interest loans,and discounts on stamp duty and registration fees.In 2022,the Australian Government also introduced its fringe-benefit tax(FBT)exemption for EVs.This incentive benefits fleets and those consumers that can purchase an EV through salary sacrifice arrangements.The Australian Government also removed import duty for EVs made in countries without FTA agreements(namely EU and UK).As shown on page 13,the ACT continues to lead the country on EV sales(as a proportion of new vehicle sales)at 21.8%,followed by Tasmania(9.0%),New South Wales(9.0%),Victoria(8.5%),Queensland(7.7%),Western Australia(7.5%),South Australia(6.5%),and the Northern Territory(2.4%).BEV VS PHEV SPLITBEV%PHEV0 %0 1120122013201420152016201720182019202020212022YTDJune 2023Sources:VFACTs,OEM-supplied data,government sources and EVC database.13STATE OF EVs|2023ELECTRIC CAR SALESEvery state and territory has seen their share of EV sales more than double in 2023 so far,compared to all of 2022.The Northern Territorys EV market increased by 147%,followed by a 143%increase in South Australia and a 142%increase in Tasmania.In percentage terms,the ACT had the largest increase in market share by 12.2%in 2023 so far compared to 2022.This was followed by a 5.3%jump in Tasmania and a 5%jump in New South Wales.Disappointingly,the Victorian Government has prematurely withdrawn its EV incentive,with minimal notice to consumers,no phase-out period,and no modelling to understand the impact of this decision.While it is too early to estimate the impact of this negative decision by the Victorian Government,if Australia does introduce a globally-competitive New Vehicle Efficiency Standard,and as a result sees an increase in the supply of EVs,Victorias approach will see it at the back of the queue for this supply.Ultimately this approach,in addition to already having the worlds worst EV policy with respect to taxing EVs,risks jeopardising Victorias ability to achieve its own emission reduction targets.At the very least,the Electric Vehicle Council are calling on the Victorian Government to pause its EV tax to minimise the negative impact of this policy,combined with the premature withdrawal of the EV incentive,on Victorian consumers.Please note that we continue to explore opportunities to include information on electric bus and truck sales in our future reports.If you would like to support the Electric Vehicle Council in obtaining relevant electric bus and electric truck data,please contact:officeevc.org.au.NEW EV SALES SHARE BY STATE/TERRITORY:2022 VS YTD JUNE 2023 EV Share 2022EV Share YTD June 202325 %5%0TNSWNTQLDSATASVICWAAUSNote:State/territory market share is an estimate based on total light vehicles sales after subtracting the estimated heavy vehicles sales in each jurisdiction.Source:VFACTs14STATE OF EVs|2023An ambitious and globally-competitive New Vehicle Efficiency Standard will help to resolve the supply issue for light electric vehicles in coming years and increase model availability and supply of more affordable vehicles into the country.Electric Vehicle Model AvailabilityGlobal and local supply constraints continue to restrict availability of all types of EVs in Australia.Australia lags behind similar right-hand drive markets like the United Kingdom in EV sales,with only around 8%of new light vehicles sold in Australia being EVs.The lack of an ambitious New Vehicle Efficiency Standard and nationally-consistent EV policy is a major contributing factor to the limited availability of EVs in Australia,which is hindering the transition to EVs.BEV Battery electric vehicle A BEV is 100%powered by a battery 100%of the time.PHEVPlug-in hybrid electric vehicle A PHEV has two power trains a battery and an internal combustion engine vehicle.The driver can choose to drive on the battery to a certain range or use the engine.15STATE OF EVs|2023ELECTRIC VEHICLE MODEL AVAILABILITYAdditionally,a strategic approach needs to be taken to reduce the regulatory barriers that are slowing the adoption of electric trucks,buses and other vehicles.Governments must move quicker to resolve these issues so that fleets can gain access to a greater range of EV options.Please note that figures on model availability across vehicle segments are based on industry submissions and desktop research.Electric cars,vans and utes (light vehicles)The number of EVs available on the Australian market has continued to increase into 2023.There are now 74 electric car models,7 electric ute models(including conversions)and 10 electric van models.This includes both BEVs and PHEVs.In total,there are 91 light electric vehicle models now available in Australia,and 148 variants of these models.This is a 56%increase in variants compared to 2022.While it is encouraging to see the number of models continue to increase,it should be noted that many of these models are only supplied in low volumes in large part due to the lack of a New Vehicle Efficiency Standard in Australia.This issue can be resolved in the near future,if the Australian Government introduces this standard to parliament before the end of 2023.ModelVariantModel AModel A-variant 1(PHEV)Model A-variant 2(standard range)Model A-variant 3(long range)ElectricGasolineGasolineElectricElectricElectric16STATE OF EVs|2023ELECTRIC VEHICLE MODEL AVAILABILITYElectric trucksThere are approximately 12 different electric trucks currently available on the Australian market.Unfortunately,we have been unable to report sales figures for these vehicles due to unavailability of data.What we do know is that there is considerable interest from fleets in this technology due to the significant potential to reduce the total cost of ownership of heavy vehicle operations,as well as reduce emissions.Unfortunately,the Australian electric truck market is being held back by a lack of action by the Australian Government in expediting the relaxation of mass and width limit restrictions on these vehicles.Without these changes,supply of this important technology to Australia will continue to be constrained.State and Territory Governments also have a key role to play in advocating for the acceleration of the regulatory reforms required to support electric truck adoption,as well as to enable permitting of these vehicles for use on their roads.Electric busesThere are approximately 22 electric buses available on the Australian market.With state and territory governments accelerating efforts to electrify Australias public transport systems,we can expect the bus vehicle segment to continue steady year on year growth.Similar to trucks,supply of electric buses will remain constrained until regulatory barriers related to vehicle width and mass are resolved.Electric motorcycles and scootersThere are currently approximately 42 models of electric motorcycles and scooters(mopeds)available in Australia.Encouragingly,we are also seeing a continuing expansion of shared and private electric bikes and stand-up scooters(micro-mobility)through trials,and broader regulatory changes across Australia,all aimed at ensuring safe usage and minimising risks to pedestrians and riders.17STATE OF EVs|2023Charging InfrastructurePublic charging equipment in Australia continues to expand.As at 30 June 2023,the number of high-power public charging locations was 558,while the number of individual high power public EV chargers in service was 967.This is a 57%increase in high-power charging locations compared to the same time last year.Note that many of these locations have multiple charging bays in place,to support multiple cars charging simultaneously.FAST AND ULTRA-FAST PUBLIC CHARGING LOCATIONS OVER TIME FastUltra-fast500450400350300250200150100500Jun.22Dec.22Jun.23The data included above is drawn from a range of sources to inform this report.The Electric Vehicle Council has made reasonable efforts to ensure accuracy,but we have not independently verified every location.18STATE OF EVs|2023CHARGING INFRASTRUCTUREPublic charging locations by region and power level as at 30 June 2023:State/TerritoryFast(24kW-99kW DC)Ultrafast(100kW DC and above)TotalACT639NSW13143174NT303QLD9316109SA42951TAS31536VIC9732129WA361248Grand Total438120558 The data included above is drawn from a range of sources to inform this report.The Electric Vehicle Council has made reasonable efforts to ensure accuracy,but we have not independently verified every location.19STATE OF EVs|2023CHARGING INFRASTRUCTUREPlans for the continued rollout of high-power public charging continue to be announced.Hundreds of locations have already been deployed,and hundreds more are planned for de-ployment in the coming years to fill the gaps.Current deployment of high-power DC EV charging locations as of June 2023:Source:Plugshare 20STATE OF EVs|2023CHARGING INFRASTRUCTUREFuture planned DC charging locations,under various state and federal government programs*The information above is drawn from a range of sources.Please note that the locations displayed could consist of both AC and DC charging stations,and there may be additional planned stations that are not yet listed.21STATE OF EVs|2023Energy policy related to Electric VehiclesPublic high-power EV charger availabilityThe availability of public high-power EV charging continues to be top of mind for the EV industry,and for motorists.The EVC published a report on this recently,identifying the causal factors that can lead to non-availability,and the steps that industry and government can take to reach a future where a driver no longer needs to consider whether the EV charger they choose to stop at will be available.This report is available for download here.Accelerating the deployment of high-power fast charging sitesWhile we have seen substantial growth in the number of high-power charging sites deployed,there is potential for greater progress in the national high-power charging roll-out.There are a couple of easy ways to accelerate deployment(see next page):22STATE OF EVs|2023ENERGY POLICY RELATED TO ELECTRIC VEHICLESVisibility of network capacity informationImproving visibility of network capacity information offers a multitude of benefits for the planning and deployment of charging infrastructure.It can save substantial time for organisations planning deployments,make it easier for infrastructure planners and electricity utilities to do business,and allow the industry to collectively shape the future of an electrified transport system.Essential Energy has released a great tool that provides insights into the estimated capacity on their low voltage network.Given many variables determine if a network has capacity for electric vehicle load,the tool doesnt replace a formal connection application process.However,it does allow organisations to rapidly assess a geographic area against their equipment deployment plans.For Essential Energy,this potentially reduces the number of individual applications needed for a business planning multiple EV infrastructure sites,with a higher probability that the selected sites will be fit-for-purpose.This is currently the gold standard in Australia demonstrating the potential of sharing existing data in an accessible way.We encourage all DNSPs to stand up something similar to Essential Energys tool,to allow organisations to leverage network capacity information and expedite the deployment of EV charging across the country.Source:Essential Energy.23STATE OF EVs|2023ENERGY POLICY RELATED TO ELECTRIC VEHICLESSecond lines of connection At established commercial premises like shopping centres and retail locations,the deployment of high-power charging equipment is often impeded by the need to upgrade the existing site connection and main switchboard.This can be costly and disruptive,slowing down the rate of charging installation.A more efficient and cost-effective approach being taken around the world is to implement a second connection from the distribution network to the premises,specifically for the high-power charging equipment.Support for this approach varies across jurisdictions in Australia,with some DNSPs and regulators more supportive than others.The EVC encourages government,DNSPs,regulators,and industry to come together and develop a nationally consistent,principles-based approach to approving second lines of connection to commercial premises for the purpose of supporting high power charging.This would fall within the priorities announced under the National EV Strategy earlier this year.24STATE OF EVs|2023ENERGY POLICY RELATED TO ELECTRIC VEHICLESDestination chargingComplementing high power public charging,destination charging is being rolled out across the country,providing EV owners with convenient charging options while staying in hotels,motels,and other accommodation providers.The deployment of destination charging at key tourism hotspots also allows travellers to top up while visiting popular destinations,improving the overall experience of driving EVs in the regions.NSW is running one of the most effective programs of this kind in the world,as shown by the success of Round 1 of the NSW Electric Vehicle Destination Charging Grants Program which ran from May to November 2022.The program has so far provided$1.7m of$20m allocated state government funding,securing the deployment of over 500 charging points at almost 200 locations across regional NSW.Critical to the success of this program was close engagement between government and industry together,we do better!Round 2 funding opens soon,and will fund hundreds,possibly thousands,of additional destination chargers.If youre in regional NSW,and youd like to participate in this program,find out more information here.We encourage other State and Territory governments,along with local governments in states other than NSW,to closely examine and consider emulating the success of this program,to cost-effectively support the national transition to EVs.Smart ChargingSignificant amounts of work have been done in Australia testing the viability of orchestrating EV charging in domestic homes.2 Recent ARENA funded trials have included:AGL EV Orchestration Trial Jemena Dynamic EV Charging Trial Origin Energy EV Smart Charging TrialThese trials have proven locally at a technical level that orchestration of EV charging in the home is possible,and can be delivered through collaboration between a variety of industry participants.Its also become clear that the energy system benefits of orchestration can largely be achieved by setting appropriate price signals,and leaving the consumers in control which,by and large,is what the consumers prefer.Its been determined that if 2 Including the South Australian government which is investing$3.2 million in EV Smart Charging Trials to address integration risks and optimise charging with renewable energy.25STATE OF EVs|2023ENERGY POLICY RELATED TO ELECTRIC VEHICLESconsumers are exposed to relatively modest pricing nudges,theyll self-manage their EV charging towards using their own solar,or charging off-peak,most of the time.In the long term,consumers may wish to opt for external orchestration of their charging so,we recommend that consumers installing mode 3 EV chargers(EVSE)in their homes consider choosing a product with OCPP 1.6J(or higher)communications capability.More detail on this topic is available in our report Home EV Charging and the grid:impact to 2030 in Australia.RegulationsThe National Electric Vehicle Strategy includes an objective for harmonisation of service and installation rules.In plain English,this means making the requirements related to charging equipment installation consistent across the country.Regrettably,some dont seem to have gotten the memo.South Australias Office of the Technical Regulator has new requirements scheduled to come into effect in July 2024,which will apply unique requirements to the approval and installation of EV charging equipment.Lots of equipment that is allowed to be installed in the rest of the country will potentially become unlawful to install in South Australia,needlessly reducing consumer choice,and hindering broader efforts to support the EV transition.Energy Queensland has a rule on the books that forbids the installation of industry standard EV charging equipment on the general power circuit in a home.This means that an installer who is following the rules cannot install a typical EV charger in such a way that a consumer can use their own solar to charge their car.In both of these states,there are concerns about the effectiveness of the electrical inspection regime.This means that some consumers are still able to get installations that do not comply with local rules through installers who are prepared to overlook these regulations.The problem with this is that the best,most competent installers will always follow the rules and therefore be driven out of the market,leaving the market to those who dont follow the rules.Evidently,ill-conceived regulation,drafted without consideration for the consumer or operation of the market,results in unfavourable outcomes.We encourage state-based regulators,DNSPs,governments and other rule-making bodies to consult with industry in the development of regulation,and align with nationally consistent approaches where possible.We do not need individual states going it alone.26STATE OF EVs|2023ENERGY POLICY RELATED TO ELECTRIC VEHICLESApartment complexesIn apartment complexes,EV charging installations can be tricky.The consumer may not have ready access to electricity where they park their car and even if they do,it might be common property electricity,rather than electricity that turns up on their power bill.Typically,some common property electrical retrofitting of apartment complexes is needed in order to support apartment residents who want to install EV charging equipment.Following updates to the National Construction Code,new apartment buildings around the country are increasingly going to be built EV ready.This means that future installation of EV chargers in those buildings will generally be much,much easier than in apartment buildings where no EV readiness work has been undertaken.These measures dont cost much in the context of a new construction.They are aimed at requiring extra electrical distribution boards in the car parks,so that when the time comes and an apartment owner decides they want to install an EV charger at their own cost in their own parking space,it is easy to do.These measures dont require big increases in electrical capacity,because the new requirements allow for EV charging to happen off-peak in a scheduled manner.In existing apartment buildings today,we are seeing individuals who have either already bought,or who want to buy an EV,engaging with their owners corporation to get EV chargers installed in shared parking spaces in the building or in their allocated space.Forward-thinking owners corporations are using these requests as a prompt to plan out how theyre going to serve their residents in a future when almost everyone driving a car is driving an EV and wants to be able to charge it at home.Theyre using resources like those provided by the NSW State Governments EV ready buildings initiative to help them plan the transition.In future,we expect that apartment buildings that do not adequately plan for this transition will experience some negative commercial outcomes.Renters will increasingly be looking for convenient EV charging as a feature of the building in which theyre renting.Prospective buyers will increasingly consider EV charging facilities and EV readiness when theyre making a buying decision.27STATE OF EVs|2023ENERGY POLICY RELATED TO ELECTRIC VEHICLESOn the horizon V2G!Right now,if youre an Australian driver and you want to feed electricity back into the grid from your car,you can do if youre a South Australian,with a Nissan,and youre willing to install a Vehicle to Grid(V2G)inverter from one specific manufacturer.Very,very early days!Were working on the technical standards(AS4777)so that in the next couple of years,Australian drivers all over the country will be able to engage in V2G,with a variety of different vehicles,using equipment available from a range of suppliers competing with each other to drive down costs.These standards will be open for public comment later in the year.If youre an industry player interested in this area,please reach out to us at officeevc.org.au.V2G is going to take a few years to get to scale but like solar,once it gets there,its going to be huge.A future that involves millions of cars,exporting into the grid during the evening peak,is a future where our electricity grids could be powered by up to 100%renewable energy.28STATE OF EVs|2023Electric Vehicle PolicyNational consistency in policy is important to attract a wide supply of EV models and stimulate consumer demand.After a lost decade,the Electric Vehicle Council welcomes the Australian Governments leadership in developing our countrys first National EV Strategy.The National EV Strategy aims to:Increase the uptake of EVs to reduce our emissions and improve the wellbeing of AustraliansIncrease the supply of affordable and accessible EVs Establish the resources,systems and infrastructure to enable rapid EV uptake Encourage increase in EV demand.The Government has also committed to the introduction of a New Vehicle Efficiency Standard(otherwise known as a fuel efficiency standard)for light vehicles,which will be a key policy lever to achieve climate targets and increase the supply of low emission and electric vehicles into the country.While the development of a National EV Strategy is a positive step in the right direction,more needs to be done.Australia needs a national strategy that sets long-term policy targets and goals,which includes comprehensive measures to accelerate EV adoption across all segments of transport.As a nation we still have a long way to go.While Australias light vehicle fleet is slowly starting to decarbonise,a globally competitive New Vehicle Efficiency Standard is critical for decarbonising this segment of the fleet(see page 30).29STATE OF EVs|2023ELECTRIC VEHICLE POLICYUnfortunately,other segments of the transport sector are even further behind light vehicles.The decarbonisation of other segments,such as buses and trucks,so far has largely been ignored and/or delayed by most Australian governments.This must be urgently addressed given these segments are also critical for achieving net zero by 2050,but also to achieve a minimum 43%reduction by 2030.Priority Area A Comprehensive Strategy for Heavy Vehicle Electrification within the National EV Strategy FrameworkWhile the National EV Strategy is a welcome development,there remain notable gaps with respect to key issues requiring prioritisation to achieve emission reductions across the transport sector.This includes a clear absence of national leadership to support transitioning heavy vehicle fleets to EVs,including through regulatory reform to assist with supply,alongside demand and infrastructure initiatives.While light vehicles make up around 62%of transport emissions,heavy vehicles such as trucks,buses and rail,make up a further 26%.In order for Australia to have a reasonable chance of achieving a 43%reduction in emissions by 2030,and net zero by 2050,efforts must be doubled to decarbonise all transport segments.Changes to Australian Design RulesRegulatory harmonisation with international standards will be integral to our ability to decarbonise Australian freight.Australian Design Rules that limit the mass and width of heavy vehicles are inconsistent with major global markets like the EU and US.Until this is rectified,it remains challenging to increase model availability and accelerate the adoption of electric trucks,despite high levels of demand.This is a key responsibility of the Australian Government,and one for which it has so far kicked the can down the road.Industry is calling on government to at least provide temporary exemptions from these rules,in the short-term,to kick-start a domestic market for electric heavy vehicles,particularly trucks.30STATE OF EVs|2023ELECTRIC VEHICLE POLICYIncentives and InfrastructureTo date we have seen fragmented,piecemeal approaches undertaken across different regions,including a range of trials and pilot projects.This is a broadly inefficient approach particularly given Australia can take lessons from international players that are already adopting electric trucks and buses into their transport systems.3 Funding to electrify buses for public transit has been the major focus of States and Territories to date.Support is needed to scale up existing efforts to electrify trucks(and private bus fleets)where solutions already exist.See our joint report with the Australian Trucking Association(ATA)on measures to support the update of electric trucks here.A globally competitive New Vehicle Efficiency StandardAustralia needs a globally competitive New Vehicle Efficiency Standard that enables our nation to catch up to comparable international markets like the US,EU and New Zealand by 2030 at the latest.Implementation of a competitive standard as soon as possible will be necessary to ensure that Australian transport emissions start to fall,and that the government meets its legislated emission reduction targets.The Electric Vehicle Council provided a comprehensive submission as part of the Australian Governments consultation on a standard.Our recommended key principles are:Targets included in the standard must support Australia in achieving its emission reduction targets of a 43%reduction by 2030 and net zero by 2050The scheme should be as simple as possible,with few to no concessionsIn order to ensure all Australians get access to suitable EVs as soon as possible,the Australian standard must aim to catch up to similar global markets,like the US,EU and New Zealand,by 2030 at the latest.The longer we remain behind,the longer Australians will be stuck paying high fuel bills and dependent on foreign oil.3 https:/www.iea.org/reports/global-ev-outlook-2023/trends-in-electric-heavy-duty-vehicles31STATE OF EVs|2023ELECTRIC VEHICLE POLICYPROPOSED EFFICIENCY TARGETS FOR LIGHT COMMERCIAL VEHICLES AND OFF-ROAD SUVSEVC(Upper)25020015010050020222023202420252026202720282029203020312032203320342035g/km(NEDC)EVC(Lower)EUUSNZCatchup by 2030-2031FIXEDFLEXIBLE(REVIEWED IN 2026)PROPOSED EFFICIENCY TARGETS FOR NEW PASSENGER CARSEVC(Upper)16014012010080604020020222023202420252026202720282029203020312032203320342035g/km(NEDC)EVC(Lower)EUUSNZCatchup by 2026-2029FIXEDFLEXIBLE(REVIEWED IN 2026)The range of targets proposed by the Electric Vehicle Council are shown below,with the upper threshold representing a scheme with no concessions,and the lower threshold representing a scheme that includes some concessions.32STATE OF EVs|2023ELECTRIC VEHICLE POLICYStrong and sustained supply and demand policies are necessary to drive EV adoption across all segments:Supply-side measuresDemand-side measures Supply-side measures lead to increases in model availability by strengthening policy signals,with vehicle manufacturers prioritising the Australian market with vehicles of all shapes and sizes.Without supply regulation,such as new vehicle efficiency standards for light vehicles,Australia will continue to miss out on the choice of EV models being provided elsewhere.Strong policy signals for all transport segments,including long-term targets for the electrification of trucks and buses,and alignment/harmonisation with international regulations,also serve to prioritise supply for the Australian market.Governments have implemented a range of policies and programs to bring down costs of EVs and drive demand from consumers and businesses transitioning their fleets.A gold standard incentive program for light vehicles would include an upfront rebate or zero interest loan(of at least$3000),full exemption from stamp duty,and at least 2years free vehicle registration.Incentives are intended to be temporary,but should not be turned off overnight.Instead they should be gradually phased out after the market achieves 30%EV sales.Given upfront costs and considerations for switching to electric buses and trucks,financial incentives to support freight decarbonisation and deployment of enabling infrastructure will be crucial to accelerate the transition.33STATE OF EVs|2023ELECTRIC VEHICLE POLICYLight EV Incentives Across AustraliaWondering which incentives are available to help with purchasing an electric vehicle?Currently,each Australian State and Territory has its own set of policies with different features and eligibility rules,making it challenging to understand.Below we have provided an overview of what incentives you could be eligible for in each State and Territory,when purchasing an electric vehicle for$50,000(as at July 2023):GovernmentACTNSWNTQLDSATASVICWAPartyLabor/GreensLaborLaborLaborLaborLiberalLaborLaborRegistration discount over 5 years$2,013.30$0$990$388$423$0$500$0Stamp duty discount$1,626$1,500(3.0%)$1,500(3.0%)$500 (1.0%)$0$0$0$0Rebate$0$3,000$0$6,000$3,000$0*$0$3,500Zero interest loan interest savings$4,092$0$0$0$0$0$0$0Road User Tax over 5 yearsNoneNot yet chargedNoneNoneRemovedNot yet charged-$1,612.00Not yet chargedApproximate total incentive value$7,731.30$4,500$2,465$6,888$3,423$0-$1,112$3,500No.of Subsidies Currently Committed025,0000Unable to determine7,00000*10,000Rebate/zero interest loan vehicle price limit$89,332Fuel Efficient Luxury Car Tax Limit$68,750N/A$68,000$68,750N/AN/A$70,000Rebate available to businessesYesN/AYesYesYesN/AYesRebate available under a novated leaseN/AN/AYesN/AN/AYes34STATE OF EVs|2023ELECTRIC VEHICLE POLICYSupplementary notes:ACTRegistration discount based on two-years free registration($1200.60)plus three years of the lowest weight-based fee relative to the current fee($812.70).Limited to two-years free registration and transition to emission-based registration system fees.Find out more on the Climate Choices website.Stamp duty discount based on savings from ZEV duty waiver compared to duty payable on vehicle with average environmental performance.Zero-interest loan savings assumes 5%interest rate on a normal car loan;noting most car loan interest rates are significantly above this at present.NSWStamp duty in NSW has been permanently phased out for EVs in exchange for the future introduction of a road user tax.Visit the NSW Government website for more information on the EV rebate.NTRegistration discount limited to 5 years.Find out more on the NT Government website.Stamp duty discount available for all vehicles up to$50,000.If the sale price/market value of the vehicle is over$50,000,stamp duty is payable on the amount over$50,000.QLDRegistration discount ongoing.$6000 purchase rebate only for eligible households with an annual taxable household income equal to or less than$180,000 per year.Learn more about the rebate scheme here.Applicants who have an annual taxable house income greater than this,in addition to Queensland businesses,remain eligible to receive a$3000 rebate.$45 million funding pool allocated under Zero Emission Vehicle Strategy will be available until exhausted.SASA registration discount limited to 3 years.Visit the SA Government website for more information about the purchase subsidy.TASHistoric duty waiver only applicable for vehicles purchased prior to May 2023.Purchase incentive pending announcement.Learn more about the Tasmanian Governments Climate Change Action Plan here.VICVictorian registration discount ongoing.End of Victorian subsidy announced in June 2023.9,000 subsidies were previously allocated under the program prior to phase out from 1 July 2023.Road User Charge penalty assumes an average of 12,400 km travelled p.a.Visit the VicRoads website for more information.WAVisit the Zero Emission Vehicle Rebate FAQs for more information on the purchase incentive.Please note,while every effort has been made to provide accurate information above,figures should be treated as indicative only.35STATE OF EVs|2023ELECTRIC VEHICLE POLICYAdditional incentive at Federal level FBT ExemptionThe fringe benefits tax exemption introduced last year removes the tax for EVs under the LCT threshold for fuel efficient vehicles($89,332 for 2023-24),4 which makes EVs more affordable and attractive for fleets and eligible individuals through salary packaging.This policy helps reduce the cost of an EV to be at parity with an equivalent petrol or diesel car,and is already generating significant demand for EVs in the near term.Over time,we will see further benefits of increased supply to the second-hand market in coming years,increasing the availability of affordable EVs.However,this can only be achieved if there is sufficient supply of EVs to meet the increased demand,which highlights the importance of introducing an ambitious New Vehicle Efficiency Standard.LIST OF ELECTRIC VEHICLES ELIGIBLE FOR FBT EXEMPTION:BYD Atto 3Hyundai Ioniq 5Mercedes-Benz EQANissan LeafBYD DolphinHyundai Ioniq 6Mercedes-Benz EQBPeugeot 308(PHEV)Cupra BornHyundai KonaMG 4Peugeot 508(PHEV)Cupra Leon(PHEV)Kia NiroMG HS Plus(PHEV)Peugeot 3008(PHEV)Cupra Formentor(PHEV)Kia EV6MG ZS EVPolestar 2Fiat 500eKia Sorento(PHEV)Mini Cooper SETesla Model 3Ford Escape(PHEV)Lexus ux300eMini Countryman(PHEV)Tesla Model YFord Mustang Mach-eMazda MX-30Mitsubishi Eclipse Cross(PHEV)Volvo C40GMW OraMazda CX-60(PHEV)Mitsubishi Outlander(PHEV)Volvo XC40Note,only variants for which no luxury car tax is charged are eligible for the FBT exemption.Please confirm this with your fleet manager,lease provider,vehicle distributor.PHEVs are not eligible from 1 April 2025.The effectiveness of the Electric Car Discount which include the FBT exemption will be reviewed after 3 years of operation.4 https:/www.ato.gov.au/Rates/Luxury-car-tax-rate-and-thresholds/.36STATE OF EVs|2023ELECTRIC VEHICLE POLICYElectric Vehicle Policy ScorecardThe following section of this report details our assessment of how governments are tracking on EV policy.As per our 2022 report,the assessment is split into core policy areas and segments.To date,the majority of EV policy has been focussed on light vehicles,which presents the largest percentage of transport sector emissions.In this report we continue to track the performance of each jurisdiction across all areas,including heavy vehicles,to ensure appropriate attention is directed towards decarbonisation of all transport segments.To provide guidance to governments in terms of how they are tracking against different EV policy issues,here we provide a breakdown of how we rate their performance on a scale of 0%-100%for 49 metrics.Each of these metrics are then weighted to provide subcategory scores out of 10,and in turn,an overall summary policy score out of 10.An explanation of each of the metrics assessed can be found in Appendix A.Dedicated Electric Vehicle StrategyA dedicated electric vehicle strategy is a key policy lever to signal forward commitment to supporting the EV transition.A strategy sends a clear message to industry and consumers that EVs are a priority,and that concerted efforts are being taken to drive both EV uptake and expansion of enabling infrastructure.With the exception of Tasmania,every state,territory and the federal government have an electric vehicle strategy in place.While this metric is not captured in our scorecard,we wanted to highlight the growing momentum across Australia to accelerate the electrification of transport in support of our emission reduction targets.While an EV strategy can be a clear signal of intent merely having a strategy in place is not the only indicator of success.A truly effective strategy is backed up by a range of clear actions to support both supply and demand to prepare the future transport system through regulatory measures,financial and behavioural incentives,deployment of infrastructure and awareness initiatives.FEDACTNSWNTQLDSATASVICWA37STATE OF EVs|2023ELECTRIC VEHICLE POLICYSummary of EV Policy ScoresBelow is a summary of the EV policy scores given to each Australian government.As you can see,progress has been made across the country-though there is still significant room for improvement in all areas.We urge Australian governments to collaborate and work towards a set of nationally consistent EV policies that aim to achieve the following objectives:Meeting our national emission reduction targets Eliminating carcinogenic air pollution from our communities and towns Providing Australian households and businesses with more choices when transitioning to EVs Enhancing our national security by using locally-sourced energy to power our transport Seizing the significant economic opportunities presented by this transition,such as redirecting billions of dollars each year in overseas fossil fuel spending to Australian-made energy,and creating thousands of new jobs across the full EV value chain-from mining to manufacturing and recycling.The opportunity is still there for Australia to accelerate the EV transition and capturethe enormous benefits it offers.However,decisive action is needed from all Australian governments in the near-term to fully realise the full potential of EVs in Australia and secure a prosperous,sustainable future.Policy AreaFEDACTNSWNTQLDSATASVICWALight Vehicles7/109/109/104/108/107/104/103/105/10Trucks2/101/100/101/102/101/100/104/100/10Buses4/107/108/101/104/101/103/106/107/10Micro-mobility0/108/103/105/108/105/109/105/108/10Industry Development7/104/107/105/106/104/103/105/106/10Data1/103/106/102/103/101/101/102/103/10Other EV Policy Issues8/107/108/105/105/105/106/104/107/10Overall EV Policy Scorecard7/109/109/104/107/106/104/105/106/1038STATE OF EVs|2023ELECTRIC VEHICLE POLICYLight VehiclesThe majority of transport emissions come from light vehicles cars,utes and vans,which makes this a critical transport segment to decarbonise.5 Fortunately,unlike other hard-to-abate sectors of the economy,the solutions for reducing the emissions of Australias light vehicle fleet are already here.Below we provide insight into how different governments across Australia are supporting the electrification of light vehicles,including through their own fleet transitions.REGULATIONAs demand for EVs outstrips supply into the country,the lack of supply regulation is the biggest barrier to EV uptake in Australia.Fortunately,the Australian Government has committed to the introduction of a New Vehicle Efficiency Standard(NVES)for light vehicles,with consultation taking place in the first half of 2023.Strong support for an ambitious NVES has been shown by State and Territory Governments.In this report we are not grading States and Territories for the supply regulation of light vehicles,but commend those States and Territories that have advocated for a strong FES in combination with ambitious sales targets.In particular,the ACT continues to lead the nation with its target of 80-90%zero-emission vehicle sales by 2030 and a phase-out of new petrol and diesel cars by 2035.Several jurisdictions have also introduced strong government fleet commitments,which will help to stimulate the second-hand EV market through accelerated vehicle turnover.To send a strong market signal,governments can strategically plan the phase-out of polluting ICE vehicles within their fleets.The gold standard for government fleet targets requires the establishment of clear future procurement targets specifically for the government fleet that demonstrate leadership in electric vehicle adoption.The targets should aim for a high percentage(closer to 100%)of electric vehicle sales by 2027 and should consider the entire fleet,rather than just a small proportion of vehicles.5 https:/www.dcceew.gov.au/energy/transport.TaxiTaxi39STATE OF EVs|2023ELECTRIC VEHICLE POLICYSELECTED GOVERNMENT FLEET TARGETSThe commitment to 100%fleet leases being zero-emissions vehicles where fit for purpose.Currently,select passenger vehicles excluded include 6 seaters and those with specialised operational requirements,such as long,varied,and remote routes.The commitment to transition the fleet to electric vehicles by 2030,if fit-for-purpose.All vehicle replacements are assessed against a“Plug-in Electric Vehicle Opt-out Policy”to determine if a vehicle cannot be replaced with an EV due to specific reasons.Commitment to transition the fleet to zero-emissions vehicles by 2035.The Victorian Government does not exclude any vehicles from the zero-emissions vehicle transition based on being deemed not“fit-for-purpose.”The target of 50%EVs procurement in the NSW Government fleet by 2026,increasing to 100%by 2030.This target applies to passenger vehicles only and covers approximately 58%of the light vehicle fleet.Plan to transition the government vehicle fleet to 100%electric by 2030,encompassing all government fleet vehicles.The target includes battery electric,plug-in hybrid and hydrogen vehicles.Goal of transitioning all eligible passenger vehicles in the government fleet to zero-emission vehicles by 2026.This target applies to passenger vehicles only,and a significant portion of the QFleet fleet that consists of light commercial vehicles is currently considered out of scope due to the limited availability of suitable options.AUSTRALIAN CAPITAL TERRITORYSOUTH AUSTRALIA VICTORIANEW SOUTH WALESTASMANIAQUEENSLAND40STATE OF EVs|2023ELECTRIC VEHICLE POLICYThe inconsistent approaches to define eligible vehicles under these targets demonstrates there is room for improvement across the board to provide better clarity for government procurement teams about the targets they are working towards.In particular,governments should be transparent about what proportion of their fleet is not covered by a fleet target,and in turn,what is the strategy to decarbonise these remaining vehicles over the medium-term.INCENTIVESAll Australian governments have implemented incentives to support the adoption of electric vehicles(EVs).The primary focus of these incentives is to reduce upfront costs and provide ongoing cost savings.Notably,the Queensland(QLD)Government has recently doubled their rebate incentive to$6,000 for eligible households with an annual taxable income equal to or less than$180,000 per year.This increased incentive aims to make EVs more affordable and accessible to a broader range of individuals and families.At the federal level,the Fringe Benefit Tax(FBT)exemption has also been instrumental in reducing the overall cost of EVs,making them more cost-competitive with equivalent petrol or diesel vehicles.This exemption has already generated significant demand for EVs in the near term,eliminating a potential barrier for businesses and organisations considering EV fleet adoption.In addition to incentives that promote EV uptake,governments need to facilitate the phasing out of older,polluting vehicles from the national fleet.This will be essential to PolicyFEDACTNSWNTQLDSATASVICWASupport for fuel efficiency standard50%Sales target00P%0u%0P%0%Government fleet target50uu%Puuu%For States and Territories,support for fuel efficiency standard shown in submission to Federal Government consultation.As noted this does not impact the policy scorecard as we are not assessing States and Territories for the supply regulation of light vehicles.41STATE OF EVs|2023ELECTRIC VEHICLE POLICYachieve substantial reductions in transport emissions.Unlike the energy sector,where retirement timeframes for coal plants can be established as a long-term signal for the future,road transport presents challenges in setting specific retirement schedules due to variable operational timeframes and technological differences across the industry.Instead,governments need to consider implementing measures that encourage the accelerated retirement of older,high-polluting vehicles,while also addressing equity and affordability considerations of the shift to EVs.CHARGING INFRASTRUCTUREGovernments have made significant progress in building public charging infrastructure for light vehicles,although substantial support to deploy public infrastructure is still necessary to keep up with the accelerating adoption of EVs and future-proofing the transport system.In addition to expanding public charging networks,governments need to focus on supporting workplace charging to ensure convenient access to charging facilities for commuters,including those who may rely on connection to public transport through“Park and Ride”carparks.This not only supports the adoption of EVs but also contributes to PolicyFEDACTNSWNTQLDSATASVICWAUpfront cost7500%0P%0P%Operating Cost0P%0P%0%Targeted fleet incentive75%00%P%Novated leases(rebate eligible or separate)100%0%0%0%00%0%00celerating fleet turnover0%0%0%0%0%0%0%0%0havioural incentives0PP%0%0%0%0%0BSTATE OF EVs|2023ELECTRIC VEHICLE POLICYreducing congestion and promoting the use of public transportation.While it is encouraging that changes were made last year to the National Construction Code to mandate new buildings to be EV-ready,6 further support is needed to address the rollout of charging infrastructure in existing multi-level dwellings.This is particularly important as it presents an equity issue for renters and individuals without off-street parking.To promote equal access to charging infrastructure,governments should provide targeted assistance through guidance and incentives to retrofit existing residential complexes with charging capabilities.Currently,New South Wales and the Australian Capital Territory are leading the way in deployment of infrastructure and providing support for multi-level dwellings.Their approach serves as a prime example that other jurisdictions can learn from when developing their own charging infrastructure strategies and co-funding programs.Queensland should also be commended for its successful co-fund program,and we look forward to seeing many further rounds of similar programs across the nation.6 With the exception of WA,with mandatory application of the NCC provisions from 1 May 2025.PolicyFEDACTNSWNTQLDSATASVICWAPublic regular charging5000%0%Pu%Public fast charging100u0%0PP%u%Workplace charging50%uPPuPu0%EV readinessin building development1000000000u%Retrofit programs(electrical infrastructure)2500%0%0%0%0%0%Enabling charging for rentals/strata25Pu%0%0%0%CSTATE OF EVs|2023ELECTRIC VEHICLE POLICYAWARENESSBuilding awareness of the benefits of EVs is crucial for building confidence and garnering community support for the transition to an electrified transport system.It is essential that the real advantages of Australias shift towards EVs are communicated clearly and effectively to both businesses and the general public:Clear and accessible resources should be made available to businesses and the general public,outlining the financial incentives,such as rebates and tax exemptions that are on offer.Guidance on charging infrastructure should include details on the availability and accessibility of public charging stations and home charging options for different EV drivers.In-person drive days or events where individuals can experience EVs firsthand can be highly effective in dispelling misconceptions and showcasing the advantages of electric vehicles,including personal suitability,performance,and environmental benefits.In addition to promoting the positive aspects of EVs,the EVC recommends the adoption of clear vehicle pollution labels to help increase awareness about the detrimental impacts of existing petrol and diesel vehicles.By highlighting the environmental and health consequences associated with conventional vehicles,individuals will be better informed and motivated to embrace more sustainable transport options.To reflect the significance of fleets in supplying the second-hand car market and accelerating the EV transition,a new awareness category centred on fleet transition resources has been added in the 2023 report.This acknowledges the pivotal role played by fleets in the EV transition,given their contribution to the broader adoption of EVs in Australia through supply to a second-hand car market.Governments have a key role to ensure that accurate and up-to-date information reaches a wide audience,actively dispelling myths and encouraging the adoption of EVs.44STATE OF EVs|2023ELECTRIC VEHICLE POLICYROAD USER CHARGEThe Electric Vehicle Council supports a national enquiry into road taxation measures that considers the full economic costs and benefits of all vehicles,regardless of fuel type.Short-sighted solutions such as per kilometre fees do not address the major costs of transport,unfairly penalise regional communities and discourage EV adoption.Australians should not be unfairly or prematurely taxed for embracing zero-emission technology which will be critical to achieving emissions reduction targets.The Electric Vehicle Council awaits the outcome of the challenge brought in the High Court to the validity of the Victorian Governments Zero and Low Emission Vehicle Distance-based Charge in late 2023.The outcome will impact the ability of States to impose regional EV taxes equivalent to the Victorian Road User Charge.The South Australia Governments repeal of its EV tax is welcomed.Other states are encouraged to follow suit in support of a national process,led by the Federal Government,to consider broader reform of the road tax system to set Australia up for a low-emissions transport sector.PolicyFEDACTNSWNTQLDSATASVICWAConsumer awareness50Pu%PP%0uP%Drive days0%0%0%0%0%0%Vehicle emissions/pollution labels0%0%0%0%0%0%0%0%Fleet transition resources000%0%u%0%ESTATE OF EVs|2023ELECTRIC VEHICLE POLICYThe concern over reduced fuel excise revenue due to EV uptake is frequently exaggerated and overlooks two crucial factors:the slow rate of retirement across the national fleet,ensuring petrol and diesel vehicles will persist on Australian roads for a considerable period,and the necessity for comprehensive tax system reform as a long-term solution.The Electric Vehicle Council recommends Governments avoid imposing short-sighted,band-aid solutions that fail to resolve the core challenges,and instead work to ensure a fair and sustainable tax system that aligns with the evolving transportation landscape and supports the adoption of zero-emission technologies.Light Vehicle Summary The ACT and NSW lead Australia on EV policy for light vehicles,followed by Queensland,South Australia and the Federal Government.PolicyFEDACTNSWNTQLDSATASVICWARUC1000P000P%0%DACTNSWNTQLDSATASVICWALight Vehicle Policy Scorecard7/109/109/104/108/107/104/103/105/1046STATE OF EVs|2023ELECTRIC VEHICLE POLICYTrucks Trucks are a significant contributor to Australias emissions but receive little government attention.The key barrier to electrification of freight in Australia remains in regulatory settings under the Australian Design Rules(ADRs)that are not aligned with international standards for width and steer axle mass limits.While the Queensland Government has given the Volvo Group Australia permits to trial heavy duty battery electric heavy vehicles in Queensland,a long-term open permitting system and national action to change existing ADRs is needed urgently to accelerate freight decarbonisation.Victoria has also provided financial support to commercial vehicle and logistics sector participants through grants made under the Commercial Sector Innovation Fund,and has announced a$15 million grants program to help truck operators transition their fleet,in addition to planned relaxation of heavy vehicle mass regulations for electric trucks.To date,the Federal Governments response to industry appeals for assistance in aligning ADRs with international standards has been inadequate,indicating a lack of prioritisation for the decarbonisation of trucks.This is despite the availability of clear solutions and the willingness of the industry to embrace electrification in the freight sector.Greater government support is also needed to drive demand for electrified trucks,including through financial incentives and deployment of dedicated charging infrastructure for larger vehicles to alleviate challenges with range along major freight routes.PolicyFEDACTNSWNTQLDSATASVICWARegulation/Electric HV Strategy0%0%0P%0P%0%Financial support 25%0%0%0%0%0P%0%Charging infrastructure0%0%0%0%0%0%0%0%0%Awareness25%0%0%0%0%Electric Truck Policy Scorecard2/101/100/101/102/101/100/104/100/1047STATE OF EVs|2023ELECTRIC VEHICLE POLICYBusesAll jurisdictions are making progress in their public transport decarbonisation efforts,with significant funding being directed towards this in several states,which is promising.To support this transition,the NSW Government has approved a substantial budget of$3 billion,which will be utilised for the initial stage of the Zero Emission Buses(ZEBs)program,including establishment of charging infrastructure and manufacture of more than 1,200 new buses.This will assist NSW to achieve its target of transitioning over 4,000 buses in Greater Sydney by 2035.The Federal Government and WA Government are each contributing$125 million in funding for electric bus charging infrastructure and grid infrastructure upgrades in WA,where 130 buses will be locally manufactured to transition the Perth bus network.Victoria is also making real progress,with 44 ZEBs in operation as of June 2023,including 27 trial buses currently on the road and 16 buses in the Metropolitan Bus Franchise and an existing ZEB already operational since 2021.Despite these encouraging steps,several jurisdictions are yet to set a specific phase-out plan for diesel buses and develop a clear strategy for a zero-emissions bus fleet.The Electric Vehicle Council is urging the federal government to collaborate with states to accelerate support for electric buses,including private operators,to expedite the transition to more sustainable public transport solutions.PolicyFEDACTNSWNTQLDSATASVICWAPublic transport transition plan0PP%P%0u%Financial support 50%u%0%0%0%u%Charging infrastructure250P%0P%0%PP%Awareness25PP%0P%0%PP%Electric Bus Policy Scorecard4/107/108/101/104/101/103/106/107/1048STATE OF EVs|2023ELECTRIC VEHICLE POLICYMicro-mobilityMicro-mobility has a crucial role to play in Australian cities to reduce private car use and address road congestion and associated air pollution.In addition,providing the enabling infrastructure to improve connectivity in our cities helps to support multi-modal transport,linking individual commuters to public transport systems more effectively.Electrified micro-mobility offers real advantages including increasing accessibility and efficiency for those who might otherwise avoid using conventional micro-mobility devices due to range limitations or the physical exertion required.The ACT,Queensland,Tasmania and WA have taken a sensible approach to support the safe deployment of electric micro-mobility in cities.Tasmania has taken this a step further,recently announcing a grant program to support the purchase of e-bikes and e-scooters.Several jurisdictions have shared e-scooter trials underway in selected urban locations,including Victoria,NT,NSW,SA,and WA.While the role of the Federal Government is somewhat limited here,at a national level Australia can do more to invest in infrastructure to better provide for safe alternatives to private car use,particularly in inner cities.This would promote the adoption of micro-mobility and contribute to a range of positive outcomes including reduced congestion and air pollution.PolicyFEDACTNSWNTQLDSATASVICWARegulation00%u0P0P0%Financial incentives0%0%0%0%00%0%0%Infrastructure0PPPP%P%P%Awareness0P%uPPPu%Micro-mobility Policy Scorecard0/108/103/105/108/105/109/105/108/1049STATE OF EVs|2023ELECTRIC VEHICLE POLICYIndustry DevelopmentAustralia has the potential to participate in the entire EV value chain,which encompasses critical minerals extraction,refining,and processing,battery and vehicle component manufacturing,EV assembly,operation and maintenance,and the eventual repurposing and recycling of batteries and components.Inroads have been made in particular in WA,NSW,and Queensland,with each state implementing measures and providing funding to develop domestic battery industries and clean technology manufacturing.The Federal Government has demonstrated significant interest in expanding across the clean energy and battery supply chain,with initiatives under the National Critical Minerals Strategy,upcoming Battery Strategy and National Reconstruction Fund all aimed at stimulating industry growth and development.To ensure Australia can fully capitalise on this opportunity,strategic coordination across the country is essential.Australia needs to display greater ambition beyond just the global supply of raw minerals and establish strategic partnerships with regional allies to attract investments in downstream processing and manufacturing.Developing skills and providing training support for employment opportunities across the entire EV value chain will be crucial for the sustained growth of the industry.By fostering a skilled workforce,Australia can strengthen its position as a serious player in the EV value chain and foster long-term industry development.PolicyFEDACTNSWNTQLDSATASVICWASkills and training50PP%P%u%Critical Minerals50%0PP0PP%0%Refining/Processing75%0PPP%0%0%Manufacturing50%0u%0%0%0P%ttery reuse/recycling50%0%0%0%0P%0%Clean energy transition10000u00000%Industry Development Scorecard7/104/107/105/106/104/103/105/106/1050STATE OF EVs|2023ELECTRIC VEHICLE POLICYData Effective data sharing is vital to support informed decision-making by policymakers,industry and consumers alike.Australias current data-sharing practices related to EVs,including vehicle registrations,grid capacity,and charging infrastructure usage,remain subpar compared to international approaches.One key issue faced by Australian Governments is the lack of an independent and public source of the number of electric vehicles in the country,which prevents the availability of publicly accessible data and accurate modelling of transport sector emissions.Addressing this will also be crucial to facilitate the introduction and ongoing monitoring of a robust and ambitious New Vehicle Efficiency Standard.Limited data sharing hinders the development of EV modelling and evidence-based policy implementation.The Electric Vehicle Council encourages a continued national dialogue to resolve these challenges and establish a national portal for information sharing on key EV related data.The NSW government is setting a positive example by providing EV registration data to the national map,a practice that other states should emulate.As a commitment under the National EV Strategy,the Federal Government will develop a national mapping tool to support optimal investment and deployment of EV charging infrastructure across the country,similar to what has been delivered by the NSW Government.PolicyFEDACTNSWNTQLDSATASVICWASharing vehicle registration data0u0%u%0P%P%Sharing electricity grid capacity data0%0%0%0%0%0%Sharing charging infrastructure data50%0u%0%0%0%0%0%Sharing EV driving/charging patterns25%0%0%0%0%0%0%EV modelling25%uP%P%0%Pta Policy Scorecard1/103/106/102/103/101/101/102/103/1051STATE OF EVs|2023ELECTRIC VEHICLE POLICYOther EV Policy Issues As set out below,there are several important EV policy issues that the Electric Vehicle Council wishes to highlight:All Australian governments have committed to achieving net zero emissions by 2050,which is the minimum acceptable target.The Federal Government,Tasmania and Western Australia deserve specific commendation for their commitment to developing sectoral emission reduction strategies,ensuring the transport sector does its fair share in achieving climate objectives.Additionally,the ACT Governments plan to phase out internal combustion engine(ICE)light vehicle sales by 2035 deserves recognition for its ambitious approach to accelerating the transition to electric vehicles and reducing transport emissions.While progress has been made through inter-jurisdictional working groups following the National EV Strategy,further cooperation and harmonisation of regulations are needed.The Electric Vehicle Council advocates for sensible and nationally consistent approaches to energy policies relating to EV integration.Overly restrictive measures that make charging installation challenging and remove consumers charging decisions,as observed in QLD and SA,are short-sighted and hinder EV adoption.While some jurisdictions have made strides in EV funding,there is still ample room for improvement,particularly in supporting electric buses and trucks,which require significant attention to ensure Australia can achieve climate targets and deliver a sustainable,low-emission transport future.PolicyFEDACTNSWNTQLDSATASVICWAEmission reductions target1000uuuu0u0%Energy policy related to EVs50%0%0%0%0%Inter-governmental cooperation75u0uuuuuu%Regulation harmonisation50%0%0%Total EV funding75u0PPuPPu%Other EV Issues Scorecard8/107/108/105/105/105/106/104/107/10CO52STATE OF EVs|2023Local GovernmentLocal governments play a crucial role in the EV transition through planning and development policies,delivery of enabling infrastructure and community engagement.Below we provide an overview of what the EVC sees as the gold standard for local government EV policy.More detail will be included in the EVCs updated Local Government Resource Pack in late 2023.1Development of a sustainability strategy/action plan that commits to supporting the achievement of net zero carbon emissions in Australia by 2050 at the latest(ideally with interim targets to achieve this end goal).In line with achieving net zero by 2050,commitments to:100%of new light vehicles purchased by council being EVs by 2028 100%of councils light vehicle fleet being electric by 2033 100%of new heavy vehicles purchased by council being EVs by 2040 100%of councils electric heavy vehicle fleet being by 2050 Support national EV charging infrastructure targets of:Multi-bay fast charging stations every 70 km along major highways,and every 5 km in urban areas by 2027(taking into account chargers also deployed by private operators and other levels of government)Region-specific targets for the adoption of non-car transport for commuting trips including micro-mobility e.g.25%of all commuting trips by non-car transport in 2035(targets will vary depending on the local infrastructure,services,and needs of the community)Ongoing,public evaluation of progress towards achieving targets,and review of measures to accelerate progress.Setting sustainability targets53STATE OF EVs|2023LOCAL GOVERNMENT45Enabling the rollout of charging infrastructureSupporting the vehicle fleet transition23Incentivising the adoption of electric vehiclesFuture-proofing the built environment for EVsConsider opportunities to incentivise adoption of EVs at a local level,including:Future deployment of low emission zones Preferential parking treatment for EVs Enabling EVs in car-sharing fleets Procurement policies that preference external contractors transitioning to EVsIn line with the EV-readiness provisions of the National Construction Code 2022:Incorporation of EV charging requirements as part of Development Control Plans and other planning regulationsIn line with achieving sustainability targets,councils should:Offer land for no cost on long-term leases to private charging operators to install infrastructure locally Consider opportunities to allow private charging operators to incorporate reasonable local advertising to help recover the cost of installing and operating infrastructure Work with partners to secure state and federal infrastructure co-funding for infrastructureIn line with achieving sustainability targets,councils should develop:A fleet transition plan to achieve 100%EVs across councils light vehicle fleet by 2030 A fleet transition plan to achieve 100%EVs across councils heavy vehicle fleet by 2050 Procurement policies that favour EVs as a default option for the internal fleet,as well as external contractors Development of driver education training for using light and heavy EVs54STATE OF EVs|2023LOCAL GOVERNMENT67Promoting shared micro-mobilityIncreasing awareness on electric vehicles Development of a micro-mobility plan Partnership with micro-mobility operators and state/territory government counterparts Incorporation of micro-mobility into infrastructure planning Micro-mobility education programs Ongoing evaluation of micro-mobility fleets to continue improving outcomes over time Public EV awareness events e.g.EV drive days Promotion of councils EV initiatives in local community newsletters Signage promoting availability of local charging infrastructure and what to see in the area during charging stopovers for EV road tourists Online information resources for the community to learn about EVsPolice55STATE OF EVs|2023APPENDIXAppendix A Explanation of Policy Assessment MetricsLight Vehicles INCENTIVESPolicy MetricExplanationUpfront costThe gold standard for a financial incentive to reduce the purchase cost of an electric vehicle is the provision of rebates,loans,or other incentives that effectively reduce the upfront cost of purchasing an electric vehicle.The eligibility threshold for these incentives should be pegged to the Luxury Car Tax(LCT)threshold.Operating CostThe gold standard for a financial incentive to reduce the operating cost of an electric vehicle is the implementation of tax exemptions,electricity credits,or other incentives that significantly lower the ongoing operating costs of electric vehicles.These incentives should be substantial and specifically targeted at electric vehicles,not hybrids.REGULATIONPolicy MetricExplanationSupply regulation(Fuel efficiency standard)The gold standard for a fuel efficiency standard is the implementation of a federal standard that regulates and increases the availability of electric vehicles.It should also consider actions by states advocating for strong fuel efficiency standards.Sales targetThe gold standard for sales targets is the establishment of clear future targets for electric vehicle sales that align with emission reduction goals.This includes having measurable commitments,interim targets,and a firm commitment to a high percentage(over 90%)of electric vehicle sales by 2035.Government fleet targetThe gold standard for government fleet targets is the establishment of clear future procurement targets that demonstrate leadership in electric vehicle adoption.The targets should aim for a high percentage(closer to 100%)of electric vehicle sales by 2027 and should consider the entire fleet rather than just a small proportion of vehicles.56STATE OF EVs|2023APPENDIXTargeted fleet incentiveThe gold standard for a fleet incentive is the provision of rebates,tax exemptions,or other targeted incentives specifically available for fleet vehicles to encourage early adoption of electric vehicles.These incentives should support the creation of a viable second-hand electric vehicle market.Novated leases(rebate eligible or separate)The gold standard for novated leases is the availability of rebates,tax exemptions,or other targeted incentives specifically for private and/or fleet vehicles purchased through a novated lease arrangement.These incentives should support the creation of a viable second-hand electric vehicle market.Accelerating fleet turnoverThe gold standard for accelerating fleet turnover is the implementation of a clear strategy that introduces rebates or other incentives to accelerate the electrification of the national vehicle fleet.The strategy should focus on incentivising the exchange of older,high-polluting petrol and diesel vehicles for new electric vehicles and increasing the rate of fleet turnover towards electric vehicles.Behavioural incentivesThe gold standard for behaviour incentives is the provision of non-monetary incentives to promote the uptake and usage of electric vehicles.This can include preferential lane access,introduction of zero-emission zones in urban centres,discounts,and exemptions from toll roads.The gold standard should include active campaigns and measures to address misinformation and misconceptions.CHARGING INFRASTRUCTUREPolicy MetricExplanationPublic regular chargingThe gold standard for public regular charging is a substantive commitment to the deployment of regular charging infrastructure(below 24 kW,AC or DC)in public locations.This includes regional locations such as tourism destinations,shopping centres,and accommodation.Assessment includes consideration of performance/delivery of co-funding and approval processes.Public fast chargingThe gold standard for public fast charging is a substantive commitment to the deployment of fast charging infrastructure(24 kW or greater,DC)in public locations,including consideration of regional areas.Workplace chargingThe gold standard involves dedicated financial and/or regulatory support for the deployment of charging infrastructure at workplaces and commuter carparks,targeting commuter trips and supporting businesses to have EVs charging during the day on premises.EV readinessThe gold standard entails targeted financial and/or regulatory support for retrofitting existing buildings to enable the installation of EV charging infrastructure.57STATE OF EVs|2023APPENDIXRetrofit programs(electrical infrastructure)The gold standard involves dedicated support through regulation,incentives,and guidance to enable EV charging installation for renters and apartment owners,emphasising equity.(Consolidation of home charging and enabling strata categories from 2022).Enabling charging for rentals/strataThe gold standard for public regular charging is a substantive commitment to the deployment of regular charging infrastructure(below 24 kW,AC or DC)in public locations.This includes regional locations such as tourism destinations,shopping centres,and accommodation.Assessment includes consideration of performance/delivery of co-funding and approval processes.AWARENESSPolicy MetricExplanationConsumer awarenessThe gold standard requires active campaigns and measures,including social media,to increase consumer awareness of the benefits of EV technology,address misconceptions and misinformation,and provide EV experience opportunities.Drive daysThe gold standard requires dedicated and ongoing support for drive days to demonstrate the benefits of EVs to consumers and fleet managers,providing opportunities to learn more about EV technology and trial different vehicles.Vehicle emissions/pollution labelsThe gold standard involves clear labelling,as part of vehicle registration,to outline the level of emissions and differentiate low emissions vehicles from higher polluting vehicles,supporting the future introduction of levies or schemes based on tailpipe emissions.Fleet transition resourcesThe gold standard requires the provision of resources to facilitate the transition of fleets to electric vehicles,including information on benefits,available models,charging infrastructure,and financial incentives,along with educational events or webinars.ROAD USER CHARGE Policy MetricExplanationRoad User Charge DisincentiveEfforts to support a national discussion on road tax reform that considers the full economic costs of all fuel types,and does not specifically target electric vehicles.Efforts should also consider the equity impacts of different schemes on regional/rural residents.For this metric,100%is provided to jurisdictions not actively introducing a road user charge specifically on EVs,and that are instead seeking a national discussion on broad road tax reform.58STATE OF EVs|2023APPENDIXTRUCKSPolicy MetricExplanationRegulation(Supply)The gold standard requires targeted commitments and/or actions to regulate an increase in electric truck supply/availability,such as sales mandates aligned with emission reduction targets and active efforts to modify Australian Design Rules to facilitate truck electrification.Financial incentivesThe gold standard requires targeted financial support,such as rebates,loans,tax exemptions,or other incentives,to reduce upfront and/or operating costs associated with electric trucks.Charging infrastructureThe gold standard involves substantive financial and/or regulatory support for the deployment of depot and/or public charging infrastructure that can accommodate electric trucks.AwarenessThe gold standard entails programs to increase consumer and business awareness of the benefits of electric trucks,address misconceptions and misinformation,and support electric truck experience opportunities for businesses,potentially including vehicle pollution labels.BUSESPolicy MetricExplanationRegulation(Supply)The gold standard requires commitments and/or actions to regulate an increase in public and private electric bus supply/availability,aiming for the vast majority of buses to be electrified by the mid-2030s and no more purchases of diesel buses.Financial support The gold standard includes rebates,loans,tax exemptions,or other incentives to reduce upfront and/or operating costs associated with electric buses,with the timeline dependent on regional circumstances.Charging infrastructureThe gold standard involves substantive financial and/or regulatory support for the deployment of dedicated charging infrastructure,including depots,to accommodate electric buses.AwarenessThe gold standard entails efforts to increase consumer and business awareness of the benefits of electric buses,address misconceptions and misinformation,and introduce vehicle pollution labels to raise awareness of emissions impacts.59STATE OF EVs|2023APPENDIXMICRO-MOBILITYPolicy MetricExplanationRegulationThe gold standard requires commitments and/or actions to regulate an increase in safe electric micro-mobility device supply/availability,including permission for shared e-bikes and e-scooters with infrastructure support,prioritising societal and environmental benefit.Financial incentivesThe gold standard includes rebates,loans,tax exemptions,or other incentives to reduce upfront and/or operating costs associated with electric micro-mobility devices,incentivising reduced private car use and promoting active transport.InfrastructureThe gold standard involves support for the deployment of public and/or workplace infrastructure to support electric micro-mobility devices,incentivising reduced private car use and promoting active transport.AwarenessThe gold standard entails programs to increase consumer awareness of the benefits of electric micro-mobility devices,address misconceptions and misinformation,and support electric micro-mobility experience opportunities for consumers.INDUSTRY DEVELOPMENTPolicy MetricExplanationSkills and trainingThe gold standard involves efforts to develop new skills and training courses across the EV value chain,including upskilling programs and national consistency.Critical MineralsThe gold standard includes financial and/or regulatory support to enable investment in and expansion of local critical mineral supply for both domestic and international use.Refining/ProcessingThe gold standard involves financial and/or regulatory support to enable investment in local refining and processing of critical minerals for both domestic and international use.ManufacturingThe gold standard requires financial and/or regulatory support to enable investment in and expansion of local battery,component,and vehicle manufacturing for both domestic and international use,including the transition of existing manufacturing industry and consideration of future opportunities.Battery reuse/recyclingThe gold standard involves financial and/or regulatory support to enable investment in and expansion of local battery reuse and recycling,capturing economic opportunities and working collaboratively with other Australian governments and industry to ensure harmonisation with global best practices.Clean energy transitionThe gold standard involves progress towards decarbonising the electricity grid by increasing the share of renewable energy sources to support the future of electrified transport and development across the EV value chain.60STATE OF EVs|2023APPENDIXDATAPolicy MetricExplanationSharing vehicle registration dataPublication of anonymised vehicle registration data at a suitable geographic level e.g.post-code level,to increase awareness of EV deployment and inform policy and planning,as well as future transport and energy modelling.The sharing of this data should be regular e.g.every month,and ideally accessible through a single,national portal e.g.National Map.Sharing electricity grid capacity dataThe gold standard requires an ongoing effort to share electricity grid capacity data with industry to inform EV charging infrastructure planning.Sharing charging infrastructure dataThe gold standard involves regular collection and sharing of charging infrastructure data(real-time availability,location,price,amenity,etc)to support infrastructure planning,increase consumer confidence,and increase overall visibility of charging infrastructure options across multiple networks/operators/providersSharing EV driving/charging patternsThe gold standard includes a commitment to the collection and sharing of anonymised EV driving and/or charging patterns to inform transport and energy planning and associated modelling.EV modellingThe gold standard involves the development and/or procurement of qualitative and/or quantitative EV modelling resources,with transparent publication of findings,to inform policy,planning,and decision-making.61STATE OF EVs|2023APPENDIXOther EV Policy IssuesPolicy MetricExplanationNet zero commitmentThe gold standard requires ambitious emission reduction targets aligned with climate science,including specific sectoral emission reduction targets/strategies for transport.Energy policy related to EVsThe gold standard entails focussed efforts on energy policy that enable EV uptake without disincentivising or creating artificial barriers to adoption.Inter-governmental cooperationThe gold standard involves ongoing efforts to work with other federal,state,and territory governments to support nationally-consistent policy and regulation and enable widespread EV uptake across Australia.Regulation harmonisationThe gold standard includes efforts to harmonise regulation of EVs and associated infrastructure across Australia,aligning with global standards and resisting implementation of unique standards that burden local consumers and industry.Total EV fundingThe gold standard requires a strong financial commitment to support the electrification of transport,considering the relative population and size of each jurisdiction.62STATE OF EVs|2023APPENDIXAppendix B Electric Vehicle SalesYearBEV SalesPHEV SalesTotal EV SalesEV Market Share2011490490.00 12173802530.02 131911022930.02 1437195113220.12 15759101217710.15 1666870113690.12 171208107622840.19 181053116322160.21 195292142667180.65 205215168569000.78 21172933372206651.95 22334165937393533.81 23(YTD June)430923532466248.40cSTATE OF EVs|2023APPENDIXAppendix C Electric Vehicle Model AvailabilityElectric cars available to orderMake Model Variant BEV/PHEV Body Type Approximate MLP excl.on-roads($AUD)Useable battery capacity(kWh)WLTP Electric Driving Range(km)0-100 kph(seconds)Audie-tron 55 quattroBEVSUV$132,980 954365.755 quattro SportbackBEVSUV$141,442 954445.7SBEVSUV$147,980 954134.5S SportbackBEVSUV$153,400 954184.5e-tron GTe-tron GTBEVSedan$158,300 934484.1RS e-tron GTBEVSedan$210,500 934333.3Q555 TFSI ePHEVSUV$98,75014.4555.355 Sportback TFSI ePHEVSUV$104,36514.4535.3BMWi4eDrive40BEVGran Coup$99,900 805205.7M50BEVGran Coup$143,900 805203.9i5eDrive40BEVSedan$124,900 845826M60 xDriveBEVSedan$130,000 845163.8i7M70BEVSedan$344,900 1065603.7xDrive60BEVSedan$232,430 1066254.7iXxDrive40 SportBEVSUV$141,900 774256.1xDrive50 SportBEVSUV$169,900 1126204.6M60BEVSUV$177,500 1125663.8iX1xDrive30BEVSUV$82,90066.54405.6iX3BEVSUV$104,900 804606.83 Series330ePHEVSedan$97,400 12625.95 Series530ePHEVSedan$127,400 12546.1XMPHEVSUV$229,143 25.7824.3X5xDrive50ePHEVSUV$143,900 241104.8X3xDrive30ePHEVSUV$105,000 12436.464STATE OF EVs|2023APPENDIXMakeModel VariantBEV/PHEVBody TypeApproximate MLP excl.on-roads($AUD)Useable battery capacity(kWh)WLTP Electric Driving Range(km)0-100 kph(seconds)BYDAtto 3Standard RangeBEVSUV$44,400 503207.3Extended RangeBEVSUV$47,400 604207.3DolphinDynamicBEVHatch$38,89044.934012.3PremiumBEVHatch$44,89060.54277Sport(Limited Edition)BEVHatch$49,99060.5TBC7CUPRABornBEVHatch$59,990775117LeonVZePHEVHatch$66,200 11.5605.7FormentorVZePHEVSUV$60,990 12.8557FerrariSF90StradalePHEVSports$1,200,000 8252.5Fiat 500eBEVHatch$52,500 423119Ford Mustang Mach-ESelect RWDBEVSUV$79,990714706.9Premium RWDBEVSUV$92,990916007.0GT AWDBEVSUV$108,990914904.4EscapeST-LinePHEVSUV$54,400 10.7566GenesisGV60SportBEVSUV$103,700 744705.5GV70 ElectrifiedSportBEVSUV$127,800 77.44554.2G80 ElectrifiedPremiumBEVSedan$145,000 82.54404.9GWMOraStandard RangeBEVHatch$44,500 483108.5Extended RangeBEVHatch$48,000 634208.5HyundaiIoniq 5Dynamiq RWDBEVSUV$79,300 77.45077.3Techniq AWDBEVSUV$88,000 77.44305.1Epiq AWDBEVSUV$89,600 77.44545.1Ioniq 6Dynamiq RWDBEVSedan$74,000 77.46147.4Techniq AWDBEVSedan$83,50077.45195.1Epiq AWDBEVSedan$87,28877.45195.1KonaHighlander SRBEVSUV$60,500 393059.9Highlander LRBEVSUV$66,000 645577.6JaguarI-PACEEV400 SE AWD BEVSUV$146,857 904464.8I-PACE EV400 HSE AWD BEVSUV$160,217 904464.8JeepGrand CherokeeSummit Reserve 4xePHEVSUV$129,95017.3526.365STATE OF EVs|2023APPENDIXMakeModel VariantBEV/PHEVBody TypeApproximate MLP excl.on-roads($AUD)Useable battery capacity(kWh)WLTP Electric Driving Range(km)0-100 kph(seconds)Land RoverRange RoverP460e AWD Standard WheelbasePHEVSUV$254,51538.21215.7P460e AWD Long WheelbasePHEVSUV$263,10038.21205.8Range Rover SportP460e AWDPHEVSUV$178,650 38.21235.5Range Rover EvoqueP300e AWD PHEVSUV$104,31015626.4Range Rover VelarP400e AWD PHEVSUV$132,80017.1645.4Defender 110P400e AWDPHEVSUV$127,60019.2515.6KiaNiroSBEVSUV$72,300 64.84607.8GT-LineBEVSUV$78,400 64.84609.3EV6 Air RWDBEVSUV$72,590 77.45287.3GT-Line RWDBEVSUV$79,59077.45047.3GT-Line AWDBEVSUV$87,59077.44845.2GT AWDBEVSUV$99,59077.44243.5SorentoPHEVSUV$81,08014688.4LDVMifa 9BEVPeople Mover$106,000 904406.5Lexusux300eBEVSUV$82,515 543607.5RZ450eBEVSUV$116,000 71.44505.6NX450h PHEVSUV$90,92318.1696.3MazdaMX-30 ElectricBEVSUV$65,490 301709.7CX-60PHEVSUV$79,990 17.8765.9Mercedes-BenzEQA250BEVSUV$78,513 66.55248.6350 4MATICBEVSUV$96,900 66.54756EQB350 4MATICBEVSUV$106,700 66.54456.2250BEVSUV$87,800 66.55079.2EQC400BEVSUV$128,000 803705.1EQE300BEVSedan$134,900 896267.3350 4MATIC BEVSedan$154,900 90.55906.3AMG 53 4MATIC BEVSedan$214,900 90.55003.5EQSAMG 53 4MATICBEVGran Coupe$328,400 1206103.4E-Class E300ePHEVSedan$126,200 1450 5.8GLC300eGLC300ePHEVSUV$95,700 1446 5.766STATE OF EVs|2023APPENDIXMakeModel VariantBEV/PHEVBody TypeApproximate MLP excl.on-roads($AUD)Useable battery capacity(kWh)WLTP Electric Driving Range(km)0-100 kph(seconds)MG451 ExciteBEVHatch$38,990 513507.764 ExciteBEVHatch$44,990 644507.964 EssenceBEVHatch$47,990 644358.377 Essence Long RangeBEVHatch$55,990 775306.5ZS EVExciteBEVHatch$46,709 51.13208.2EssenceBEVHatch$49,709 51.13208.2Long RangeBEVHatch$55,990 72.64408.5HS PLUSEssence PHEVSUV$47,990 16.6526.9Excite PHEVSUV$49,690 16.6526.9MiniCooper SE Electric HatchCountryman Cooper SEBEVHatch$69,800 744606.8PHEVHatch$64,0007.6516.8MitsubishiEclipse Cross PHEVSUV$51,390 13.85410.4OutlanderPHEVSUV$61,440 20857.3NissanLeafStandardBEVHatch$53,551 392707.9e BEVHatch$64,051 593857.3Peugeot308GT SPORT PHEVPHEVHatch$64,99012.4609.7508GT HYBRID FASTBACKPHEVSedan$81,610 11.8558.33008GT SPORT HYBRID AWDPHEVSUV$84,79013.2605.9Polestar2Standard Range Single motorBEVSedan$71,600 694407.4Long Range Single Motor BEVSedan$74,800 785157.4Long Range Dual Motor BEVSedan$79,900 614807.467STATE OF EVs|2023APPENDIXMakeModel VariantBEV/PHEVBody TypeApproximate MLP excl.on-roads($AUD)Useable battery capacity(kWh)WLTP Electric Driving Range(km)0-100 kph(seconds)PorscheTaycan TaycanBEVSedan$182,100 714035.44SBEVSedan$227,600 7141344 Cross Turismo BEVSedan$206,600 83.74695.14S Cross TurismoBEVSedan$106,900 83.74694.1GTSBEVSedan$269,800 93.44853.7Turbo SBEVSedan$338,000 93.44402.8Turbo Cross TurismoBEVSedan$348,000 934723.3Cayenne E-HybridPHEVSUV$155,900 18444.9Panamera 4 E-HybridPHEVSUV$252,700 18564.44 E-Hybrid Platinum EditionPHEVSUV$270,900 18564.44 E-Hybrid ExecutivePHEVSUV$280,400 17.9554.5Turbo S E-HybridPHEVSedan$307,200 18473.8Turbo S E-Hybrid CoupePHEVSUV Coupe$311,100 18473.84S E-HybridPHEVSedan$244,400 17.9543.7TeslaModel 3Rear-Wheel DriveBEVSedan$59,900 60491 6.1Long Range BEVSedan$74,300 826024.4Performance BEVSedan$87,300 825473.3Model YRear-Wheel driveBEVSUV$72,300 604556.9Long RangeBEVSUV$82,300 765335PerformanceBEVSUV$96,700 765143.7VolvoC40 Recharge Pure ElectricBEVSUV$74,990 705077.4Recharge Twin Pure ElectricBEVSUV$82,490 784674.7XC40Recharge BEVSUV$72,990 784607.4Recharge Twin MotorBEVSUV$79,990 785004.9XC90 Recharge PHEVSUV$118,990 1977 5.3XC60 Recharge Plug-in Hybrid PHEVSUV$97,990 19774.868STATE OF EVs|2023APPENDIXElectric cars expected to be available in Australia in the futureMakeModel VariantBEV/PHEVBody TypeEstimated RRP excl.on-roads($AUD)Useable battery capacity(kWh)WLTP Electric Driving Range(km)0-100 kph(seconds)AudiQ8TFSI ePHEVSUVTBCKiaEV9RWD Standard RangeBEVSUVTBC76.18.2RWD Long RangeBEVSUVTBC99.85419.4AWD Long RangeBEVSUVTBC99.86.0LotusEletreBEVSUVTBC1074902.9MaseratiGrecale FolgoreBEVSUVTBC1055004.1Peugeot408PHEVSedanTBC12.4598.7e-2008BEVSUVTBC452508.5e-208BEVHatchTBC452758.1Polestar3Long Range Dual MotorBEVSedan$132,900 11161053Long range Dual Motor with Performance packBEVSedan$131,900 1115604.74Long Range Dual Motor BEVSUV CoupeTBC75 4804.7RenaultMegane E-TechBEVSUVTBC604507.4Rolls RoyceSpectreBEVSaloon$770,000 1005204.5SkodaEnyak iVBEVSUVTBC775008.7Enyaq Coupe iVBEVSUV CoupeTBC775448.8Fabia iVBEVHatchTBC553409.3SubaruSolterraBEVSUVTBC654607.7ToyotabZ4XBEVSUVTBC643156.9VolkswagenID.3BEVHatchTBC584207.3ID.4BEVSUVTBC775228.5ID.5GTXBEVSUVTBC775006.3GolfGTEPHEVHatchTBC10.4607.6Touareg RPHEVSUVTBC14.3475.1TiguaneHybridPHEVSUVTBC13507.4VolvoEX30BEVSUVTBC694803.6EX90BEVSUVTBC1076005.969STATE OF EVs|2023APPENDIXElectric utes and vans(available today and coming soon)MakeModelSegmentBattery size(kWh)WLTP Range(km)AvailabilityACEAce Cargo Van 30-50200Coming soonACE Yewt Utility30-50200Coming soonV1 TransformerVan54.5215-258Coming soonAUSEVAtlis XTUtility200645Coming soonBYDT3Van 45300Available nowEV Automotive EC11 E-CargoVan 73.6 200 Available nowFord E-transitVan 68 317 Available nowFotonEurise D11Van 105.7300Available nowGB Auto TEMBO 4x4 E-LV Utility Conversion 7250-100Available nowLDVeT60Utility75330Available noweDeliver 9Van 88.55280Available nowMercedes-BenzeVito Panel VanVan 60341Available noweVito TourerVan 90420Available noweSprinterVan 47.6350Coming soonEQVVan90418Available nowPeugeote-PARTNERVan 50245Coming soonRenault Kangoo Z.E.Van 33 200 Available nowRenaultKangoo E-TechVan45285Coming soonSafescape Bortana EV Utility52 120 Available nowSEA Electric E4V Van 88 250 Available nowVolkswagenID.BuzzVan Coming soonVoltra e-cruiser Utility Conversion 42.24 100 Available nowZero automotive ZED70 Utility Conversion 88 330Available nowZED70 TiUtility Conversion 60250Available nowROEVHilux/Ranger conversionUtility Conversion64-96240-360Available now70STATE OF EVs|2023APPENDIXElectric trucks MakeModelSegmentBattery size(kWh)Range(km)AvailabilityAusEVZeus Z-16 Truck210 350 Coming soonZeus Z-19 Truck210 350 Coming soon Zeus Z-22 Truck210 350 Coming soonXOS MDXTTruck480434Coming soonXOS HDXTTruck480370Coming soonDaimler Fuso eCanterTruck 82.8 100Available noweCanter Next GenTruck Coming soonFoton T5 Electric Truck Truck81200Available nowHyundaiMighty ElectricTruck114.5200Available nowJAC motors N55 EV truck Truck96
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