Electric buses are commercially available, economically viable, and popular with commuters. They have multiple advantages over diesel-fuelled buses, including reduced CO2 emissions, noise, and air pollution. Despite this, just 0.2% of Australia’s bus fleet is electric. Most of this fleet is owned by state governments. Their failure to act on electrification suggests their commitments to

Australia’s National Electric Vehicle Strategy is an opportunity to increase the supply of affordable electric vehicles for Australians and phase out the sale of internal combustion engine vehicles.

The Australia Institute’s annual Climate of the Nation Report provides a comprehensive account of changing Australian beliefs and attitudes towards climate change, including its causes, impacts and solutions. For the first time, Climate of the Nation 2022 includes a chapter on Australians’ views on transport solutions, including quantitative polling and qualitative focus group studies.

Australia has become an outlier in the global light vehicle market, with a comparatively inefficient and anachronistic vehicle fleet. In 2018, the average carbon dioxide (CO2) intensity for new passenger vehicles in Australia was 169.8gCO2/km compared to 129.9gCO2/km in the United States, 120.4gCO2/km in Europe and 114.6gCO2/km in Japan.

Shifting from private passenger vehicle use to zero emissions public transport will help curb Australia’s rising transport emissions. When considering other factors, such as population growth – particularly in urban areas – and the significant non-CO2 pollutant emissions associated with traditional diesel buses, it is clear that electrification of buses should be a central pillar

Australia is precariously dependent on imported fuel. Demand-side solutions, particularly electrifying transport, should be adopted to improve Australia’s fuel security and increase energy independence.

The Tasmanian Government’s proposals to strengthen the response to the climate crisis are a step in the right direction, but the proposed new law does not go far enough. The legislation still leaves Tasmania with rising emissions, reliant on carbon accounting to continue to achieve net zero emissions. Given Tasmania’s success in already reaching net-zero and 100% renewable energy, far more ambitious emission reduction targets than net zero by 2030 are warranted and achievable.

Australia’s target of net zero emissions by 2050 is inconsistent with its plans to massively expand coal and gas production. New fossil fuel projects under development in Australia would result in 1.7 billion tonnes of greenhouse gas emissions each year – equivalent annual emissions of over 200 coal-fired power stations, twice as much as global

Climate of the Nation is the longest continuous survey of community attitudes to climate change in the country.

Tasmania should position itself as a climate change leader by setting a target of net-zero emissions by 2035, underpinned by 5-yearly interim targets and sectoral emissions targets. Electrifying transport, buildings, and industry, as well as reducing residential and industrial gas use, and offsetting agricultural emissions will be key to Tasmania’s climate transition. Conservation of Tasmania’s

The federal government can improve Australia’s low electric vehicle uptake through upfront purchase incentives, CO2 emissions standards, a 100% gov fleet target and correcting its own misinformation and modelling.

The Australia Institute welcomes the opportunity to make a submission on the COAG Reform Fund Amendment (No Electric Vehicle Taxes) Bill 2020 (the No EV Tax Amendment).

The Australia Institute made a submission on the Federal Government’s Technology Investment Roadmap Discussion Paper.

The Australia Institute made a submission to the Australian National Audit Office endorsing proposed audits of the Underwriting New Generation Investment program (UNGI) and Snowy 2.0, and recommending close audit of the National COVID19 Coordination Commission (NCCC).

Victorian brown coal-fired power plants are some of the worst performing stations in the National Electricity Market. With hot and dry conditions forecast for the rest of this summer, Victoria is at risk of further breakdowns of aging coal generators, insufficient supply and blackouts.

Increases in extreme heat events in the Kimberley region will have severe impacts on the wellbeing of people in the region, particularly indigenous communities. It will also impact key industries, including tourism and agriculture, and damage natural ecosystems.

The rush to develop Australia’s hydrogen industry is based on export opportunities, especially to Japan and Korea, which have been vastly overstated by comparison with Japanese and Korean targets. Developing hydrogen with coal and gas risks locking in increased emissions, given the track record of carbon capture and storage. Australia should focus on hydrogen produced

WA LNG projects are pushing up Australia’s emissions.

The annual Climate of the Nation report has tracked Australian attitudes on climate change for over a decade. Climate of the Nation 2019 is the second report produced by The Australia Institute, continuing the work of The Climate Institute (2007-2017). Key findings include: 81% of Australians are concerned that climate change will result in more

The Australia Institute made a submission to the NSW Rail Access Undertaking – Review of the rate of return and remaining mine life – Draft Report (‘Draft Report’). The review assesses aspects of charges that apply to access several rail networks in NSW. Specifically, it considers the rate of return Government-owned RailCorp, can use in

The Australia Institute made a submission to the Northern Territory Government’s consultation on Origin Energy’s Environment Management Plan for fracking petroleum wells in the Territory.

Norway has implemented a suite of policies to boost electric vehicle uptake. These policies should be considered in Australia’s electric vehicle debate.