Electric vehicles (EVs) now account for more than one-in-four car sales around the world, but the next phase is likely to depend on government action – not just technological change.
That is the conclusion of a new report from the Centre for Net Zero, the Rocky Mountain Institute and the University of Oxford’s Environmental Change Institute.
Our report shows that falling battery costs, expanding supply chains and targeted policy will continue to play important roles in shifting EVs into the mass market.
However, these are incremental changes and EV adoption could stall without efforts to ensure they are affordable to buy, to boost charging infrastructure and to integrate them into power grids.
Moreover, emerging tax and regulatory changes could actively discourage the shift to EVs, despite their benefits for carbon dioxide (CO2) emissions, air quality and running costs.
This article sets out the key findings of the new report, including a proposed policy framework that could keep the EV transition on track.
A global tipping point
Technology transformations are rarely linear, as small changes in cost, infrastructure or policy can lead to outsized progress – or equally large reversals.
The adoption of new technologies tends to follow a similar pathway, often described by an “S-curve”. This is divided into distinct phases, from early uptake, with rapid growth from very low levels, through to mass adoption and, ultimately, market saturation.
However, technologies that depend on infrastructure display powerful “path-dependency”, meaning decisions and processes made early within the rollout can lock in rapid growth, but equally, stagnation can also become entrenched, too.
EVs are now moving beyond the early-adopter phase and beginning to enter mass diffusion. There are nearly 60m on the road today, according to the International Energy Agency, up from just 1.2m a decade ago.
Technological shifts of this scale can unfold faster than expected. Early in the last century in the US, for example, millions of horses and mules virtually disappeared from roads in under three decades, as shown in the chart below left.
Yet the pace of these shifts is not fixed and depends on the underlying technology, economics, societal norms and the extent of government support for change. Faster or slower pathways for EV adoption are illustrated in the chart below right.
Internal combustion engine (ICE) vehicles did not prevail in becoming the dominant mode of transport through technical superiority alone. They were backed by massive public investment in roads, city planning, zoning and highway expansion funded by fuel taxes.
Meanwhile, they faced few penalties for pollution and externalities, benefitting from implicit subsidies over cleaner alternatives. Standardisation, industrial policy and wartime procurement further entrenched the ICE.
EVs are well-positioned to follow a faster trajectory, as they directly substitute ICE vehicles while being cleaner, cheaper and quieter to run.
Past transitions show that like-for-like replacements – such as black-and-white to colour TVs – tend to diffuse faster than entirely novel products.
Late adopters also benefit from cost reductions and established norms. For example, car ownership took 60 years to diffuse across the US, but just 20 years in parts of Latin America and Japan.
In today’s globalised economy, knowledge, capital and supply chains travel faster still. Our research suggests that the global EV shift could be achieved within decades, not half a century.
Yet without decisive policy, investment and coordination, feedback loops could slow, locking in fossil-fuel dependence.
Our research suggests that further supporting the widespread deployment of EVs hangs on three interlinked actions: supporting adoption; integrating with clean electricity systems; and ensuring sustainability across supply chains and new mobility systems.
Closing the cost gap
EVs have long offered lower running costs than ICE vehicles, but upfront costs – while now cost-competitive in China, parts of Europe and in growing second-hand markets – remain a major barrier to adoption in most regions.
While battery costs have fallen sharply – lithium-ion battery packs fell by 20% in 2024 alone – this has not fully translated into lower retail vehicle prices for consumers.
In China, a 30% fall in battery prices in 2024 translated into a 10% decline in electric SUV prices. However, in Germany, EV retail prices rose slightly in 2024 despite a 20% drop in battery costs.
These discrepancies reflect market structures rather than cost fundamentals. Our report suggests that a competitive EV market, supported by transparent pricing and a strong second-hand sector, can help unlock cost parity in more markets.
Beyond the sale of EVs, government policy around running costs, such as fuel duty, has the potential to disincentivse EV adoption.
For example, New Zealand’s introduction of road-pricing for EVs contributed to a collapse in registrations from nearly 19% of sales in December 2023 to around 4% in January 2024.
EV-specific fees have also been introduced in a number of US states. Last month, the UK also announced a per-mile charge for EVs – but not ICEs – from 2028.
Addressing the loss of fuel-duty revenue as EVs replace ICE vehicles is a headache for any government seeking to electrify mobility.
However, to avoid slowing diffusion, new revenues could be used to build out new charging infrastructure, just as road-building was funded as the ICE vehicle was scaling up.
While subsidies to support upfront costs can help enable EV adoption, the best approach to encouraging uptake is likely to shift once the sector moves into a phase of mass diffusion.
Targeted support, alongside innovative financing models to broaden access, from blended finance to pay-as-you-drive schemes, could play a greater role in ensuring lower-income drivers and second-hand buyers are not left behind.
Mandates as engines of scale
Zero-emission vehicle (ZEV) mandates and ICE phase-out deadlines can reduce costs more effectively than alternatives by guaranteeing market scale, our research finds, reducing uncertainty for automakers and pushing learning rates forward through faster production.
California’s ZEV mandate was one of the first in the 1990s, a policy that has since been adopted by ten other US states and the UK.
China’s NEV quota system has produced the world’s fastest-growing EV market, while, in Norway, clear targets and consistent incentives mean EVs now account for nearly all of new car sales. These “technology-forcing” policies have proved highly effective.
Analyses consistently show that the long-run societal benefits of sales mandates for EVs far outweigh their compliance costs.
For example, the UK’s ZEV mandate has an estimated social net present value of £39bn, according to the government, driven largely by emissions reductions and lower running costs for consumers.
Benefits can also extend beyond national borders. For example, California’s “advanced clean cars II” regulations – adopted by a number of US states and an influence on other countries – have been instrumental in compelling US automakers to develop and commercialise EVs, which can, in turn, trigger innovation and scale to reduce costs worldwide.
Research suggests that, where possible, combining mandates and incentives creates further synergies: mandates alleviate supply-side constraints, making subsidies more effective on the demand side.
Public charging: a critical bottleneck
Public charging is one of the most significant impediments to EV adoption today.
Whereas EVs charged at home are substantially cheaper to run than ICE vehicles, higher public charging costs can erase this benefit – in the UK, this can be up to times the home equivalent.
While most homes in the UK, for example, do have access to off-street parking, there are large swathes of low-income and urban households without access to private driveways. For these households, a lack of cheap public charging has been described as a de facto “pavement tax”, which is disincentivising EV adoption and resulting in an inequitable transition.
Our research shows that a dual-track charging strategy could help resolve the situation. Expanding access to private charging – through cross-pavement cabling, “right-to-charge” legislation for renters and planning mandates for new developments could be combined with strategic investment in public charging, to overcome the “chicken-and-egg” problem for investors uncertain about future EV demand.
Meanwhile, “smart charging” in public settings – where EV demand is matched with cheaper electricity supply – can also help close the affordability gap, by delivering cheap off-peak charging that is already available to those charging at home.
The Centre for Net Zero’s research shows that drivers respond to dynamic pricing outside of the convenience of their homes, which reduces EV running costs below those of petrol cars.
The figure below shows that, while the level of discount being offered had the strongest impact, lower-income areas showed the largest behavioural response, indicating that they may stand to gain the most from a rollout of such incentives.
Our research suggests that policymakers could encourage this type of commercial offering by creating electricity markets with strong price signals and mandating that these prices are transparent to consumers.
Integrating with clean electricity grids
Electrification is central to decarbonising the world’s economies, meaning that sufficient capacity on electricity networks is becoming a key focus.
For the rollout of EVs, pressure will be felt most on low-voltage “distribution” networks, where charging is dispersed and tends to follow existing peaks and troughs in domestic demand.
Rather than responding to this challenge by just building out the grid – with the corresponding economic and political implications – making smart charging the norm could help mitigate pressure on the network.
Evidence from the Centre for Net Zero’s trials shows that AI-managed charging can shift EV demand off-peak, reducing residential peak load by 42%, as shown in the chart below.
Additionally, the amount of time when EVs are plugged in but not moving is often substantial, giving networks hours each day in which they can shift charging, targeting periods of low demand or high renewable output.
The system value of this flexible charging is significant. In the UK, managed charging could absorb 15 terrawatt hours (TWh) of renewable electricity that would otherwise be curtailed by 2030 – equivalent to Slovenia’s entire annual consumption.
For these benefits to be realised, our research suggests that global policymakers may need to mandate interoperability across vehicles, chargers and platforms, introduce dynamic network charges that reflect local grid stress and support AI-enabled automation.
Bi-directional charging – which allows EVs to export electricity to the grid, becoming decentralised, mobile storage units – remains underexploited. This could allow EVs to contribute to the capacity of the grid, helping with frequency and providing voltage support at both local and system levels.
The nascency of such vehicle-to-grid (V2G) technology means that penetration is currently limited, but there are some markets that are further ahead.
For example, Utrecht is an early leader in real-world V2G deployment in a context of significant grid congestion, while Japan is exploring the use of V2G for system resilience, providing backup power during outages. China is also exploring V2G systems.
Our research shows that if just 25% of vehicles across six major European nations had V2G functionality, then the theoretical total capacity of the connected vehicles would exceed each of those country’s fossil-fuel power fleet.
Mandating V2G readiness at new chargepoints, aligning the value of exports with the value to the system and allowing aggregators to pool capacity from multiple EVs, could all help take V2G from theory to reality.
A sustainable EV system
It is important to note that electrification alone does not guarantee sustainability.
According to Rocky Mountain Institute (RMI) analysis, the total weight of ore needed to electrify the world’s road transport system is around 1,410mtonnes (Mt). This is 40% less than the 2,150Mt of oil extracted every year to fuel a combustion-based system. EVs concentrate resource use upfront, rather than locking in fossil-fuel extraction.
Moreover, several strategies can reduce reliance on virgin minerals, including recycling, new chemistries and improved efficiency.
Recycling, in particular, is progressing rapidly. Some 90% of lithium-ion batteries could now be recycled in some regions, according to RMI research. Under an accelerated scenario, nearly all demand could be met through recycling before 2050.
Finally, while our report focuses largely on EVs, it is important to highlight that they are not a “silver bullet” for decarbonising mobility.
Cities such as Seoul and New York have demonstrated that micromobility, public transport and street redesign can cut congestion, improve health and reduce the number of overall vehicles required.
Better system design reduces mineral demand, lowers network strain and broadens access.
The ‘decision decade’ ahead
Policy decisions made today will determine whether EVs accelerate into exponential growth or stall.
Our research suggests that governments intent on capturing the economic and environmental dividends of electrified mobility are likely to need coherent, cross-cutting policy frameworks that push the market up the steep climb of the EV S-curve.
The post Guest post: How to steer EVs towards the road of ‘mass adoption’ appeared first on Carbon Brief.
Guest post: How to steer EVs towards the road of ‘mass adoption’
Aiqun Yu, Christine Shearer and Joe Hittinger work at Global Energy Monitor, a US-based organisation that seeks to provide the worldwide energy transition with transparent data and analysis.
With global oil and gas prices soaring at the start of the Iran war, China quietly broke ground on three major coal-to-gas and coal-to-chemical projects worth roughly $10 billion in two regions with abundant coal resources.
But as a Chinese saying goes, “three feet of ice does not form in a single day”. China’s push to use coal as a substitute for imported oil and gas has been gathering momentum since the Russia-Ukraine war began in 2022, prompting a recalibration of energy security priorities in Beijing and beyond.
The policy raises new concerns, threatening China’s climate goals and growing reputation as a global clean energy leader by creating renewed demand for coal.
A new expansion wave
Over the past three years, China has entered a new cycle of investment in so-called “modern coal chemicals”, differentiated from conventional coal chemicals. Four pathways – coal-to-gas, coal-to-liquids, coal-to-olefins, and coal-to-ethylene glycol – account for the bulk of new modern coal-chemical capacity under development.
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According to Global Energy Monitor data, proposed and under-construction coal-to-gas capacity is approaching three times current operating capacity. Together, 34 projects under active consideration represent more than 1 trillion yuan ($150 billion) in planned investment and could add roughly 300 million tonnes of annual coal demand if completed, equivalent to South Africa’s entire coal mining capacity.
Most projects are in Xinjiang, Inner Mongolia, Shaanxi and Ningxia, regions with plentiful coal resources and relatively low mining costs. Xinjiang has emerged as the epicentre of the new boom, accounting for more than half of all proposed modern coal chemical projects.
Why the world abandoned coal chemicals
Coal chemicals are often presented as an emerging industry, but the technologies themselves are more than a century old.
Earlier “conventional” coal chemistry was a byproduct of coking, a process run primarily for iron and steel making. “Modern” coal chemistry instead uses gasification to convert coal into synthesis gas, a versatile building block for fuels, plastics, fertilisers and other chemicals that would traditionally be made from oil or gas.
These modern processes were developed in the early 20th century and expanded during periods of wartime fuel shortages. For example, Germany relied heavily on synthetic fuels during the Second World War while South Africa developed similar technologies in the apartheid era to reduce vulnerability to international sanctions.
Once cheap oil and gas became widely available, however, most countries moved away from coal chemicals, which required large amounts of energy, water and capital investment, and generally produced more pollution and carbon emissions than the conventional alternatives.
Today, only a handful of commercial coal gasification facilities operate outside China.
China has already tested this theory once
The current expansion is not China’s first attempt to build a major coal chemical industry.
A previous boom emerged during the 2010s, driven by many of the same arguments: high oil prices, concerns over energy security and expectations that technological improvements would unlock a new era of coal-based industrial growth.
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The outcome was far from successful. Dozens of projects were proposed, but many were delayed, suspended or scrapped before completion, and there were difficulties among those that did get off the ground.
Three of China’s four operating coal-to-gas projects reportedly spent much of the past decade operating at a loss, and several large coal chemical facilities generated only marginal returns despite government support.
Policy support is driving the revival
Backers say technological improvements have made the industry more competitive than it was a decade ago.
Yet coal chemical projects remain highly dependent on oil and gas prices. When international prices rise, coal-derived products can appear competitive. When prices fall, the economics often deteriorate rapidly.
More than changes in technology, government policy has played a pivotal role in the sector’s revival.
Following power shortages in 2021 and the energy market disruptions that followed Russia’s invasion of Ukraine, energy security became a national priority. Coal production expanded, particularly in western China, boosted by government support.
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A key policy change in 2022 exempted coal used as industrial feedstock from certain energy consumption controls, easing regulatory pressure on coal chemical projects.
The impact of such measures highlights the degree to which coal chemicals depend on expansive and favourable policy treatment to remain viable.
At the same time, the current expansion is creating new demand for an industry confronting structural decline as China races to renewables in electricity generation.
The cost to China’s climate leadership
Converting coal into fuels and petrochemical products also releases substantially more carbon dioxide than conventional oil- and gas-based alternatives, which themselves are a major source of emissions.
Proponents argue that coupling production with green hydrogen and carbon capture could resolve the emissions problem, but the arithmetic doesn’t support this.
Sinopec’s flagship Dalu coal-to-olefins plant, paired with a 10,000 tonne-per-year green hydrogen demonstration, displaces less than 2% of the plant’s annual coal use. Replicating this across the proposed buildout would consume enormous quantities of clean energy just to partially decarbonise an inherently dirty process.
China could instead leverage that same industrial capacity and policy support to lead the development of cleaner chemical pathways, such as green ammonia for fertiliser, bio-based and CO2-derived feedstocks for plastics, and e-fuels or biofuels where liquid fuels are still needed.
Rather than locking in another generation of coal-dependent infrastructure, China should learn from the lessons of the past and seek a cleaner and more viable industrial future.
The post China’s coal-chemicals boom risks repeating the mistakes of the past appeared first on Climate Home News.
China’s coal-chemicals boom risks repeating the mistakes of the past
Welcome to the Project Cosmos homepage.
The project was launched by Carbon Brief in June 2026 following an 18-month research and development effort.
The aim: to build the world’s largest database of climate change research.
Containing more than 1.8 million unique publications linked by 40 million citation relationships, the Cosmos database represents the most complete and expansive mapping of human knowledge on climate change ever assembled.
The articles and visuals below will guide you through how the Cosmos database was built, as well as all the subsequent analysis, including the Cosmos 500 rankings of most cited authors, publications and institutions.
The post Project Cosmos appeared first on Carbon Brief.
https://www.carbonbrief.org/project-cosmos/
This is the vast “cosmos” of academic literature and evidence that underpins humanity’s knowledge of climate change.
Every “star” – all 1.8m of them – represents one of the studies inside Carbon Brief’s Cosmos database.
The coloured “nebulae” and “galaxies” within this cosmos illustrate where clusters of studies share similar citations and, hence, areas of common academic focus.
The post Mapped: Inside Carbon Brief’s Cosmos database of 1.8 million climate studies appeared first on Carbon Brief.
https://www.carbonbrief.org/mapped-inside-carbon-briefs-cosmos-database-of-1-8-million-climate-studies/
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