In the fourth quarter of 2024, over ******* battery-electric vehicles were sold in the United States. This was a year-over-year increase of around **** percent compared to the sales recorded in the fourth quarter of 2023. The fourth quarter of 2024 also recorded a hike in sales compared to the third quarter of that same year, making it the best quarter for BEV sales in the country across the past two years. Global EV Race - Where does the U.S. stand? Over the last few years, consumers have perceived Electric Vehicles (EVs) as a far more appealing option due to their increased range, battery life, variety of models, and affordability. Therefore, the EV market has grown fast in recent years and is forecast to expand to *** trillion U.S. dollars in 2029. Though the global demand for electric cars has been escalating, American sales lag behind Europe and the Asia-Pacific regions. In 2023, Chinese customers bought around *** million plug-in EVs, considerably more than American customers' purchases,around *** million that year. China is the leader of the global EV race, with a substantial ** percent growth in sales year-on-year in 2023. However, given the market share of electric vehicles in the global automotive industry, this still can be anyone's race. Outlook of the U.S. market There is still a lack of interest in electric vehicles among American buyers compared to European and Asian consumers. In the first quarter of 2021, the share of the battery electric vehicle was **** percentage points more in Norway than in the U.S.. One of the main reasons is that American consumers still anticipate that EVs are more expensive than gasoline vehicles and diesel internal combustion engine cars (ICE). This perception is partially true in the U.S. since the battery production market is highly concentrated in Asia, where the companies have logistical advantages, leading automotive makers to offer better prices. On the other hand, high licensing fees for electric vehicles are another factor affecting the consumption behaviors of automobile purchasers. In many states, the licensing fees for electric cars are considerably higher than their ICE counterparts. EV licensing fees were around *** U.S. dollars compared to ** U.S. dollars for standard vehicles in Georgia in 2021. Together, these factors significantly impact the individual perception of electric cars in the United States.

The EV-GHG Mobile Source Data asset contains measured mobile source GHG emissions summary compliance information on light-duty vehicles, by model, for certification as required by the 1990 Amendments to the Clean Air Act, and as driven by the 2010 Presidential Memorandum Regarding Fuel Efficiency and the 2005 Supreme Court ruling in Massachusetts v. EPA that supported the regulation of CO2 as a pollutant. Manufacturers submit data on an annual basis, or as needed to document vehicle model changes. This asset will be expanded to include medium and heavy duty vehicles in the future.The EPA performs targeted GHG emissions tests on approximately 15% of vehicles submitted for certification. Confirmatory data on vehicles is associated with its corresponding submission data to verify the accuracy of manufacturer submissions beyond standard business rules.Submitted data comes in XML format or as documents, with the majority of submissions sent in XML, and includes descriptive information on the vehicle itself, emissions information, and the manufacturer's testing approach. This data may contain proprietary information (CBI) such as information on estimated sales or other data elements indicated by the submitter as confidential. CBI data is not publically available; however, CBI data can accessed within EPA under the restrictions of the Office of Transportation and Air Quality (OTAQ) CBI policy [RCS Link]. Pollutants data includes CO2, CH4, N2O. Datasets are divided by vehicle/engine model and/or year with corresponding emission, test, and certification data. Data assets are stored in EPA's Verify system.Coverage began in 2011, with summary light duty data available to the public on request. Raw data is only available to select EPA employees.EV-GHG Mobile Source Data submission documents with metadata, certificate and summary decision information is stored in Verify after it has been quality assured. Where summary data appears inaccurate, OTAQ returns the entries for review to their originator.

Since the launch of the iZEV Program on May 1, 2019, Transport Canada has been producing statistics on consumer uptake under the program for the following variables: - Province/territory or all of Canada - Province/territory and postal code of the dealership each vehicle was purchased/leased from - Make and/or model (including model year) - Engine type (i.e., 100% battery electric versus plug-in hybrids - both over and under 50 km of electric range.) - Recipient type (i.e., individual or organization and purchase or lease) - A time period, including: * A specific month * Ranges of months (e.g., June 2020 to January 2021) * Calendar year (January 1 to December 31) * The Government of Canada’s fiscal year (April 1 to March 31) The current data provides iZEV monthly statistics. Revisions of archived data will be updated quarterly, these revisions are generally minor and are mainly due to approval of incentive requests that were incomplete when first submitted to Transport Canada. Most revisions are typically from the most recent three-month period. If you have any questions, please contact us at iZEV-iVZE@tc.gc.ca

The EV-GHG Mobile Source Data asset contains measured mobile source GHG emissions summary compliance information on light-duty vehicles, by model, for certification as required by the 1990 Amendments to the Clean Air Act, and as driven by the 2010 Presidential Memorandum Regarding Fuel Efficiency and the 2005 Supreme Court ruling in Massachusetts v. EPA that supported the regulation of CO2 as a pollutant. Manufacturers submit data on an annual basis, or as needed to document vehicle model changes. This asset will be expanded to include medium and heavy duty vehicles in the future.The EPA performs targeted GHG emissions tests on approximately 15% of vehicles submitted for certification. Confirmatory data on vehicles is associated with its corresponding submission data to verify the accuracy of manufacturer submissions beyond standard business rules.Submitted data comes in XML format or as documents, with the majority of submissions sent in XML, and includes descriptive information on the vehicle itself, emissions information, and the manufacturer's testing approach. This data may contain proprietary information (CBI) such as information on estimated sales or other data elements indicated by the submitter as confidential. CBI data is not publically available; however, CBI data can accessed within EPA under the restrictions of the Office of Transportation and Air Quality (OTAQ) CBI policy [RCS Link]. Pollutants data includes CO2, CH4, N2O. Datasets are divided by vehicle/engine model and/or year with corresponding emission, test, and certification data. Data assets are stored in EPA's Verify system.Coverage began in 2011, with summary light duty data available to the public on request. Raw data is only available to select EPA employees.EV-GHG Mobile Source Data submission documents with metadata, certificate and summary decision information is stored in Verify after it has been quality assured. Where summary data appears inaccurate, OTAQ returns the entries for review to their originator.

Simulated hourly electric vehicle charging profiles for light-duty household passenger vehicles in the contiguous United States, 2018-2050. Profiles are differentiated by scenario, county, household and vehicle types, and charging type. Data was produced in 2022 using the Transportation Energy & Mobility Pathway Options (TEMPO) model and published in demand-side grid (dsgrid) toolkit format.

Data are available for three adoption scenarios: "AEO Reference Case", which is aligned with the U.S. EIA Annual Energy Outlook 2018 (linked below), "EFS High Electrification", which is aligned with the High Electrification scenario of the Electrification Futures Study (linked below), and "All EV Sales by 2035", which assumes that average passenger light-duty EV sales reach 50% in 2030 and 100% in 2035.

The charging shapes are derived from two key assumptions of which data users should be aware: "ubiquitous charger access", meaning that drivers of vehicles are assumed to have access to a charger whenever a trip is not in progress, and "immediate charging", meaning that immediately after trip completion, vehicles are plugged in and charge until they are either fully recharged or taken on another trip.

These assumptions result in a bounding case in which vehicles' state of charge is maximized at all times. This bounding case would minimize range anxiety, but is unrealistic from the point of view of both electric vehicle service equipment (EVSE) (i.e., charger) access, and plug-in behavior as it can result in dozens of charging sessions per week for battery electric vehicles (BEVs) that in reality are often only plugged in a few times per week.

A digital record of all Tesla fires - including cars and other products, e.g. Tesla MegaPacks - that are corroborated by news articles or confirmed primary sources. Latest version hosted at https://www.tesla-fire.com.