Global Fuel Economy Initiative (GFEI)
|Name of initiative||"Global Fuel Economy Initiative (GFEI)"|
|Related initiatives|| |
Now the same initiative
|Secretariat||Sheila Watson, Executive Secretary, GFEI , 60 Trafalgar Square, London, WC2N 5DS, United Kingdom, e-mail: email@example.com ; firstname.lastname@example.org, Phone: 0207 7475183|
|Organisational structure||GFEI is an active partnership between 6 leading organisations. All decisions over the direction of the initiative are taken jointly, and work is shared between partners across the 3 core GFEI activities of research, capacity-building and awareness-raising. The initiative benefits from the engagement of a contact group of key stakeholders and an advisory panel of experts. The secretariat is housed at FIA Foundation. Resources come mainly from EC, GEF and FIA Foundation.|
|Geographical coverage||Global, North America, Asia and the Pacific, Latin America and The Caribbean, Africa, Western Europe, Eastern Europe|
|Name of lead organisation||FIA Foundation (hosts secretariat)|
|Type of lead organisation||NGO/Civil Society|
|Location/Nationality of lead organisation||United Kingdom|
|Description||The Global Fuel Economy Initiative (GFEI) was established to ensure that the world’s vehicle fleet is as clean and efficient as possible in response to global concerns about clean air and climate change. GFEI is a partnership between 6 organisations that promote further research, discussion and action to improve fuel economy worldwide and transition to low carbon, zero emission (at tailpipe) technologies. GFEI's core activities are data development and analysis of fuel economy potentials, support for national and regional policy-making efforts and outreach and awareness raising to stakeholders (e.g. vehicle manufacturers).|
|Objectives|| GFEI is about accelerating the rapid transition to the most efficient, zero emission vehicles globally – saving money, energy and tackling climate change. This means securing real improvements in fuel economy, and the maximum deployment of low carbon technologies in vehicles across the world. The initiative has a target of improving average fuel economy of light duty vehicles by 2030 for new vehicles (compared with a 2005 baseline), and includes electric and hybrid technology.
The GFEI partners recognize the importance of supporting government actions and policies that bring the transportation sector into compliance with the Paris Climate Agreement. GFEI’s analysis shows that continued improvements in vehicle efficiency plus the aggressive introduction of electric vehicles (EVs), combined with decarbonisation of the electric grid, can achieve a 55-70% reduction in fleetwide CO2 emissions by 2050 for road vehicles.
GFEI has also expanded its focus to include Heavy Duty Vehicles, and has set the aim of a 35 per cent improvement by 2035 (based on a 2005 baseline), and 80 per cent by 2050.
GFEI has also set new targets for two- and three- wheelers and buses. For 2/3 wheelers these are to cut per km CO2 emissions by 80% by 2035 and 95% by 2050. For urban transit buses, the targets are to cut per km emissions by 65% by 2035 and 95% by 2050.
Decarbonizing the electricity grid is crucial to meet emissions targets for the global vehicle fleet.
In addition, GFEI has a goal of increasing the number of countries that are committed to working with us to secure these fuel economy improvements.
|Activities|| - Data development and analysis of fuel economy potential by country and region;
- Support for national and regional policy-making efforts; - Outreach and awareness raising to stakeholders (e.g. vehicle manufacturers); GFEI is continuing its capacity building support to countries to develop fuel economy policies. GFEI has continued to raise global awareness about the benefits of fuel economy in 2019, by working closely with governments and policy makers and showcasing our work at major conferences, such as TRB in Washington DC, ITF in Leipzig, and at the Climate Summit in New York. GFEI partners provide expert guidance and training, including at regional training and networking events, as well as in-country training and policy development support. We marked our 10 year anniversary in May with a comprensive refresh and relaunch which focuses on decarbonising transport and securing efficiency improvements and a shift to low carbon vehicles.
|One or two success stories achieved|| 1) GFEI has been working with with ASEAN countries since 2011. This includes providing support to countries such as Thailand and Vietnam which have started fuel economy labelling programmes. In 2018, ASEAN countries agreed a fuel economy policy roadmap for the region for 2018-2025. https://www.globalfueleconomy.org/blog/2018/november/asean-countries-adopt-fuel-economy-roadmap
GFEI continues to input into fuel economy policy through our partners - there have been significant updates to policy in the EU, China and Japan in the past year, incorporating electric vehicles alongside more efficient vehicles.
Monitoring and Impacts
|Function of initiative||Technical dialogue, Capacity building, Political dialogue, Implementation|
|Activity of initiative||Knowledge production and innovation, Training and education, Awareness raising and outreach, Knowledge dissemination and exchange, Goal setting (ex-ante)|
Goal setting (ex-ante) — Total Mitigation
|Goals|| GFEI’s short term objective is to increase the number of countries committing to action on fuel economy. We are working with new countries that have committed to working with GFEI, and starting to develop country plans and support them to engage key stakeholders. We also have a pipeline of countries that are currently developing policies, and our objective for these is for these to be implemented. There are also new countries who have indicated that they would like to work with us, which we would like to add if new funding can be found.
GFEI’s long term goal is to double average fuel economy by 2030 for new vehicles. Our objectives for 2020 are that countries are on target to achieve this, both in terms of current reductions, but also in terms of future policy frameworks and trajectories.
Our new targets set ambitious goals for decarbonising transport, and include a new fleetwide CO2 reduction target of 65% by 2050 compared with 2005.To comply with the Paris Agreement’s less than 2 degree scenario, better fuel efficiency of conventional vehicle technologies; a faster transition to electric vehicles; a faster decarbonisation of the electricity grid; and additional ‘avoid’ and ‘shift’ measures eg more non-motorised mobility, are all needed.
GFEI’s roadmap includes working with countries to support the implementation of fuel economy policies, and their further development. GFEI does this through global and regional engagement, such as through the G20 and regional groups such as ASEAN, as well as working closely with national stakeholders in country. GFEI supports countries to develop a baseline analysis of their own vehicle fleet and to develop appropriate policy options to improve vehicle fuel economy in response. GFEI will be holding further workshops and meetings to develop these further, and work with stakeholders in different countries to prepare for implementation.
|Comments on indicators and goals||tCO2e estimate from the report: "Individual actors, collective initiatives and their impact on global greenhouse gas emissions", New Climate, PBL, and Yale 2018.|
|How will goals be achieved|
|Have you changed or strenghtened your goals||In 2019, GFEI reviewed its targets, and broadened and deepened them in line with the Paris Agreement goals. This includes expanding focus beyond just light-duty vehicles to cover heavy-duty vehicles, 2/3 wheelers and buses, developing new targets for 2030/35 and 2050. This includes a new fleetwide CO2 reduction target of 65% by 2050 compared with 2005. To comply with the Paris Agreement’s less than 2 degree scenario, better fuel efficiency of conventional vehicle technologies; a faster transition to electric vehicles; a faster decarbonisation of the electricity grid; and additional ‘avoid’ and ‘shift’ measures eg more non-motorised mobility, are all needed"In 2019, GFEI reviewed its targets, and broadened and deepened them in line with the Paris Agreement goals. This includes expanding focus beyond just light-duty vehicles to cover heavy-duty vehicles, 2/3 wheelers and buses, developing new targets for 2030/35 and 2050. This includes a new fleetwide CO2 reduction target of 65% by 2050 compared with 2005. To comply with the Paris Agreement’s less than 2 degree scenario, better fuel efficiency of conventional vehicle technologies; a faster transition to electric vehicles; a faster decarbonisation of the electricity grid; and additional ‘avoid’ and ‘shift’ measures eg more non-motorised mobility, are all needed" cannot be used as a page name in this wiki.|
|Progress towards the goals|| GFEI started in 2009 with four pilot countries. By COP21, the number had reached 26. At COP21 GFEI was able to announce the engagement of a further 40 new countries.
Throughout 2016 GFEI has begun to support some of the countries which joined our work at COP21, whilst also continuing to highlight the importance of fuel economy for tackling climate change. The issues which GFEI addresses have been presented to key audiences at major conferences in Australia, the US, Germany, Brazil, the UK and Korea, as well as many regional and in-country workshops and training events.
The Global Fuel Economy Initiative held its largest ever global training and networking event in Paris on 9-10th June 2016. Over 70 participants attended from around fifty countries including many new countries that made commitments to improving fuel economy as part of the COP21 climate agreement. The event was hugely successful and an unrivalled opportunity for participants to learn from GFEI world-leading experts, as well as exchange lessons learned and build momentum to implement new fuel economy policies. The event brought together participants from all around the world, including G20 countries such as Canada, France, South Africa, Argentina, Brazil, Mexico and Indonesia, as well as developing countries such as Kenya, Uganda, Zimbabwe, Costa Rica, Panama, Malaysia and Vietnam. The training included expert input and analysis on a range of topics, including an introduction to fuel economy concepts, in-depth training on fuel economy trends and developing country baselines to assess progress and inform cost-benefit analysis of different options.
GFEI’s latest analysis suggests that average vehicle fuel economy has improved from 8.8 Lge/100km in 2005 to 7.6 Lge/100km in 2015 and 7.2 Lge/100km in 2015. GFEI will continue to track this globally with the latest data as it becomes available.
GFEI is now working with around 70 countries globally, supporting them to develop baseline analysis and introduce policies to improve fuel economy in their country.
|How are you tracking progress of your initiative|| GFEI tracks progress on average fuel economy globally by publishing a monitoring report every 2 years which is produced by the IEA. The latest one (Working Paper 19) is available here: https://www.globalfueleconomy.org/media/708177/gfei-wp19.pdf
In addition, we also track the progress of our country support, as we provide support for in-country workshops, baseline studies and policy options for government. We produce regular updates, such as this report: https://www.globalfueleconomy.org/media/597132/gfei-climate-report-sprds.pdf
We track global policy announcements and work with policy makers regionally and in countries around the world, including through workshops in Namibia, Tanzania, Togo, and Bangladesh.
|Available reporting|| GFEI’s latest data and analysis is available here: http://www.globalfueleconomy.org/data-and-research.
GFEI has continued its series of working papers, publishing new data (Working Paper 12) on average fuel economy globally which includes in-depth analysis for major markets. It has also published a new analysis of potential growth in EVs (Working Paper 13), and a report on fuel economy in HDVs (Working Paper 14), as well as an updated tracking report for the decade 2005-2015 (Working Paper 15). New Working Papers 16 and 18 cover GFEI's analysis and approach to electric vehicles, and Working Paper 17 looks at the impact of vehicles size on average fuel economy. Working Paper 18 explores the role of plug-in vehicles, while working paper 19 provides the overview of fuel economy in major markets from 2005 to 2017 - including an analysis of vehicle trends. GFEI working paper 20 provides the technical background to GFEI's new targets.
GFEI's latest research report tracks progress: https://www.globalfueleconomy.org/data-and-research/publications/gfei-delivering-sustainable-development-goal-7
|Companies||4||Bosch (Germany),Exxon Mobil (USA),Michelin (France),Shell (Netherlands).|
|Research and educational organisations||1||University of California Davis (USA)|
|Non-governmental organisations||4||FIA Foundation (United Kingdom), Centro Mario Molina (Chile), Clean Air Asia (Philippines), NRDC (USA).|
|National states||70||Algeria, Bahrain, Botswana, Costa Rica, Egypt, Ethiopia, Georgia, Honduras, Morocco, Panama, Tunisia, Zimbabwe, United Arab Emirates, Chile, Mauritius, Montenegro, Thailand, Vietnam, Indonesia, Kenya, Philippines, Argentina, Bangladesh, Belize, Benin, Brazil, Colombia, Dominican Republic, El Salvador, Fiji, Ghana, Guatemala, Iran, Ivory Coast, Jamaica, Jordan, Kazakhstan, Lebanon, Liberia, Macedonia, Malawi, Malaysia, Mali, Moldova, Mongolia, Mozambique, Myanmar, Nepal, Nigeria, Paraguay, Peru, Rwanda, Senegal, South Africa, Tanzania, Togo, Uganda, Ukraine, Uruguay, Zambia, Australia, Canada, China, EU, India, Mexico|
|Regional / state / county actors||0|
|City / municipal actors||0|
|Intergovernmental organisations||4||UN Environment Programme (Kenya), International Energy Agency (France), International Council on Clean Transportation - ICCT (USA), Institute of Transportation Studies at UC Davis (USA))|
|Number of members in the years|| |
|Have only national states as participators||No|
|Transport||Agriculture||Forestry||Business||Financial institutions||Buildings||Industry||Waste||Cities and subnational governments||Short Term Pollutants||International maritime transport||Energy Supply||Fluorinated gases||Energy efficiency||Renewable energy||Supply chain emission reductions||Adaptation||Other||Resilience||Innovation||Energy Access and Efficiency||Private Finance|
Not only have national states as participators