Four favorable policies are launched simultaneously, accelerating the new-energy vehicle market's "overtaking" momentum.
2023-06-30
Four favorable policies are launched simultaneously, accelerating the new-energy vehicle market's "overtaking" momentum.
From the announcement on June 8th to launch the "Thousand Counties, Ten Thousand Towns" New Energy Vehicle Consumption Season, to the official kick-off of the 2023 New Energy Vehicles to Rural Areas campaign on June 16, followed by the release of the "Guiding Opinions on Further Building a High-Quality Charging Infrastructure System" on the evening of June 19, and finally, the extension and optimization of the vehicle purchase tax policy for new energy vehicles taking effect on June 21—within less than half a month, several key ministries and commissions have successively unveiled four major policies, comprehensively boosting the development of new energy vehicles from both the demand and supply sides.
Among these measures, the policy of exempting purchase taxes on new-energy vehicles—set to expire at the end of this year—has been explicitly extended until the end of 2027, with detailed implementation guidelines already outlined. Additionally, the "Thousand Counties, Ten Thousand Towns" initiative will launch a New-Energy Vehicle Consumption Season and roll out a new round of programs aimed at bringing EVs to rural areas, further stimulating and unlocking consumer demand in the vast rural market. Meanwhile, addressing the most pressing concerns raised by users—such as the difficulty in finding charging stations, accessing residential communities, and charging along highways—targeted solutions have been proposed to build a high-quality charging infrastructure system.
At the start of 2023, after 13 years of operation, the national subsidy program for new-energy vehicles officially came to an end, prompting growing calls for extending the policy that offers exemptions from the purchase tax on these vehicles. Although there had already been clear signals indicating plans to continue and refine the vehicle purchase tax exemption policy for new-energy cars, specific details about how the reductions would be implemented remained unresolved—until June 21, when the Ministry of Finance, the State Taxation Administration, and the Ministry of Industry and Information Technology jointly issued the "Announcement on Extending and Optimizing the Vehicle Purchase Tax Exemption Policy for New-Energy Vehicles" (hereafter referred to as the "Announcement"), finally putting an end to the uncertainty. It’s worth noting that, unlike previous blanket exemption policies, this time the vehicle purchase tax for new-energy vehicles has undergone more meticulous adjustments and optimizations—including changes to the duration, amount of the exemption, and even the price thresholds for eligible models.
First, the policy exempting new-energy vehicles from vehicle purchase tax has been extended—originally set to expire on December 31, 2023—until December 31, 2027, an additional four-year extension. Specifically, from January 1, 2024, to December 31, 2025, new-energy passenger vehicles will remain fully exempt from the vehicle purchase tax. From January 1, 2026, to December 31, 2027, the tax will be reduced by half. In other words, the first two years will see full exemption, while the following two years will feature a 50% reduction. The tax relief will gradually phase out on a yearly basis. Second, a cap has been established for the vehicle purchase tax exemption on new-energy passenger cars. For new-energy passenger vehicles purchased between January 1, 2024, and December 31, 2025, which qualify for full tax exemption, the maximum tax relief is capped at 30,000 yuan. Meanwhile, for those purchased between January 1, 2026, and December 31, 2027, eligible for a 50% tax reduction, the maximum tax relief is limited to 15,000 yuan. In essence, vehicles priced at or below 300,000 yuan will not be subject to these limits. However, for vehicles exceeding 300,000 yuan, the tax relief will be applied only up to the respective cap. Any amount above 300,000 yuan must be taxed according to the standard rate.
Regarding the setting of the exemption limits, Vice Minister of Finance Xu Hongcai stated that the primary considerations include the clear differentiation already seen in China's new-energy vehicle market, the need to support technological advancements and upgrades in NEVs, and the imbalance between the development of passenger and commercial NEV segments. "China's NEV market has become distinctly segmented, with some high-end luxury models now available—indeed, certain NEV models have even surpassed 1 million yuan in price. It’s crucial to prevent these premium vehicles from excessively crowding out tax incentive resources, ensuring that policy benefits are distributed fairly across the industry." Based on this adjustment to the policy limits, industry insiders generally believe that automakers will likely make strategic adjustments to their NEV product portfolios over the next one to two years, leading to the launch—or relaunch at more competitive prices—of a significant number of NEV models priced below 300,000 yuan.
Additionally, the "Notice" specifically highlights that when sellers offer new energy vehicles under the "battery-swapping model," if the sales of the vehicle itself (excluding the power battery) and the power battery are accounted for separately, with each item issued a distinct invoice, the tax-exclusive price indicated on the unified motor vehicle sales invoice obtained by the buyer for the vehicle without the power battery will be used as the taxable base for calculating the vehicle purchase tax. This development undoubtedly means that more models from brands like NIO, which support the BaaS purchasing model, will be eligible for the full exemption from the new energy vehicle purchase tax. The "Notice" also notes that the Ministry of Industry and Information Technology will continuously refine the technical requirements for enjoying the vehicle purchase tax exemption policy, based on advancements in new energy vehicle technology, the evolution of the standards system, and changes in vehicle models—thereby encouraging enterprises to accelerate their efforts in technological research, development, and innovation.
It is understood that since September 1, 2014, China has exempted purchase tax on new-energy vehicles. This policy was extended three times—in 2017, 2020, and 2022—each time pushing the deadline to December 31, 2023. The recent announcement marks the fourth extension of China’s new-energy vehicle purchase tax exemption policy. At the regular State Council policy briefing held on the same day as the announcement, Vice Minister of Finance Xu Hongcai pointed out that, as of the end of 2022, the cumulative tax exemptions under China’s new-energy vehicle purchase tax policy had exceeded 200 billion yuan, with projections indicating that the exemption amount for 2023 alone would surpass 115 billion yuan. "The purchase tax exemption policy delivers a more immediate sense of benefit to consumers," he added, "and its role in boosting the development of the new-energy automotive industry and stimulating consumer spending is particularly evident." According to estimates, after the extension of the policy takes effect, the total amount of new-energy vehicle purchase tax exemptions from 2024 to 2027 is expected to reach 520 billion yuan. Thanks to supportive government policies and growing market acceptance, China’s new-energy vehicle market has experienced rapid growth over the past two years—outpacing initial expectations—and has emerged as a key driver of growth within the broader automotive industry.
According to statistics from the China Association of Automobile Manufacturers, in 2022, China’s production and sales of new-energy vehicles reached 7.058 million units and 6.887 million units, respectively, representing year-on-year growth of 96.9% and 93.4%. These figures also propelled the market share of new-energy vehicles to 25.6%, making China the world’s largest new-energy vehicle market for the eighth consecutive year. From January to May this year, cumulative production and sales of new-energy vehicles hit 3.005 million units and 2.94 million units, respectively—up 45.1% and 46.8% compared to the same period last year, continuing the robust growth trend. Meanwhile, the market share of new-energy vehicles has already climbed to 27.7%. However, despite the steady rise in market penetration, the vast rural markets have lagged behind. Data reveals that in 2022, new-energy vehicle sales in China’s rural areas accounted for only 4% of total auto sales in those regions—far below the industry average of 25.6%. To further stabilize and expand automobile consumption, policymakers are now shifting their focus toward the nearly 500 million-person-strong rural market.
On June 8, the General Office of the Ministry of Commerce issued the "Notice on Organizing Automobile Consumption Promotion Activities," clearly outlining the launch of the "Hundred Cities Joint Action" Auto Festival and the "Thousand Counties, Ten Thousand Towns" New Energy Vehicle Consumption Season from June to December this year. The "Hundred Cities Joint Action" Auto Festival will be held in approximately 100 cities across China, leveraging the momentum of these key urban centers to focus on new car sales, used-car transactions, and other related activities. Meanwhile, the "Thousand Counties, Ten Thousand Towns" New Energy Vehicle Consumption Season will primarily target the burgeoning market for new energy vehicles. The Ministry of Commerce will guide local governments in organizing consumer promotion events in over 1,000 counties and more than 10,000 towns, aiming to boost demand for NEVs while simultaneously advancing the development of rural charging infrastructure. This initiative seeks to make new energy vehicles truly accessible to everyday households across China.
Immediately afterward, on June 16, the 2023 New Energy Vehicle to the Countryside campaign—organized by five ministries including the Ministry of Industry and Information Technology—officially kicked off in Huishan, Jiangsu. The event will run until December, adopting a hybrid "offline + online" approach, featuring activities such as "cloud-based" promotions and live-streamed car sales. As of now, more than 30 automakers and 69 vehicle models have confirmed their participation in this year's initiative, including popular models like the Hongqi E-QM5 (specifications | price inquiry), Volkswagen ID.4, Deepal SL03, Roewe Ei5, Wuling Bingo, Baojun KiWi EV, BYD Song PLUS, and Aion Y, among others.
In fact, since July 2020, multiple departments including the Ministry of Industry and Information Technology, the Ministry of Agriculture and Rural Affairs, and the Ministry of Commerce have continuously launched initiatives to bring new-energy vehicles to rural areas. Data shows that in the second half of 2020, 2021, and 2022, sales of new-energy vehicle models targeted at rural markets grew by 80%, 169%, and 87% year-on-year, respectively. Over the three years, these efforts have spurred cumulative sales of more than 4.1 million such vehicles in rural regions. Xu Haidong, Deputy Chief Engineer of the China Association of Automobile Manufacturers, firmly believes that as this year's "New-Energy Vehicles to the Countryside" campaign deepens further, China's annual sales of new-energy vehicles are expected to reach 9 million units in 2023. Meanwhile, according to the "Research on Electric Vehicle Mobility in China's Rural Areas" released by the China EV 100 Forum, it is projected that by 2030, the number of cars owned per 1,000 rural residents in China will approach 160, with total ownership exceeding 70 million vehicles, potentially creating a market worth up to 500 billion yuan. In the process of promoting new-energy vehicles, the deployment of charging infrastructure plays a critical role. However, currently, China's charging infrastructure still faces challenges such as incomplete layout, unreasonable structure, uneven service coverage, and irregular operations. Given the rapid growth of the new-energy vehicle market—especially in the highly promising rural segment—it has become imperative to build a high-quality charging infrastructure system without delay.
On the evening of June 19, the General Office of the State Council issued the "Guiding Opinions on Further Building a High-Quality Charging Infrastructure System" (hereinafter referred to as the "Guiding Opinions"), providing top-level design for constructing, in the new development stage, a high-quality charging infrastructure system that is widely accessible, appropriately scaled, structurally sound, and fully functional. Addressing the issues most strongly voiced by the public—such as the difficulty in finding charging stations, challenges accessing residential communities, and obstacles in charging along highways—the "Guiding Opinions" outline targeted solutions: On one hand, efforts will be intensified to enhance the coverage of the charging infrastructure network, establishing a well-structured urban charging network that prioritizes key areas like residential zones, office districts, commercial centers, industrial hubs, and leisure facilities. Additionally, the rollout of charging infrastructure will be accelerated in rural regions suitable for electric vehicle use, ensuring effective coverage. Furthermore, the construction of charging facilities in public parking lots, gas stations with relevant capabilities, tourist attractions, and other public spaces will be vigorously promoted. On the other hand, an information network platform will be built to seamlessly integrate various types of charging infrastructure, enabling real-time updates on the location and availability of public charging stations through convenient channels such as internet map service platforms.
Actively promote the construction of charging infrastructure in residential areas: First, regarding facility installation, we urge accelerated deployment of fixed-parking-space charging infrastructure—ensuring that all eligible spaces are equipped—in existing residential areas. For newly developed residential areas, strictly enforce the requirements for co-locating charging facilities, guaranteeing that 100% of designated parking spots either have charging infrastructure installed as mandated or are pre-equipped with the necessary conditions for future installation. Second, in terms of coordination mechanisms, cities are encouraged to expedite the development of management guidelines specifically tailored for residential-area charging infrastructure, establishing a "one-stop" system for streamlined coordination, promotion, and complaint handling. Third, in terms of service support, charging operators and other relevant entities are encouraged to collaborate with property owners by offering comprehensive services—including construction, operation, and maintenance—under a unified framework. Additionally, integrating charging infrastructure development into the renovation plans for older residential communities is strongly promoted, with simultaneous efforts to upgrade accompanying power supply and distribution systems. Finally, we will build a convenient and efficient intercity charging network. This includes accelerating efforts to address gaps in charging infrastructure along key routes between major cities, effectively meeting the long-distance travel needs of electric vehicles. We will also expand the geographic coverage of charging facilities along the national highway network, optimizing the density and layout of these installations. Furthermore, service stations and rest areas along ordinary national and provincial highways will be encouraged to strategically deploy charging infrastructure based on local conditions and demand. Lastly, we will strengthen charging services at highway service areas. Newly built service areas must include charging infrastructure from the outset, while existing facilities will undergo rapid upgrades. New installations should, in principle, adopt high-power charging technologies. In high-traffic areas and during major holidays, mobile charging units will be deployed appropriately to enhance the resilience and reliability of the overall charging network.
Third, we will build an interconnected charging network for urban clusters and metropolitan areas. This involves strengthening unified planning and coordinated construction of charging infrastructure, thereby enhancing the accessibility of electric vehicles across city clusters, metropolitan regions, and key urban centers. Through specific deployment strategies for charging infrastructure development, the "Guiding Opinions" aim to essentially establish by 2030 a high-quality charging infrastructure system that is widely accessible, appropriately scaled, structurally sound, and fully functional—effectively supporting the growth of the new-energy vehicle industry while reliably meeting the public's growing demand for convenient and reliable charging during their travels.
Today, the achievements made in China's new-energy vehicle industry are clearly visible to all. However, we must also recognize that the industry still faces challenges such as an insufficient supply of critical core technologies, uneven and inadequate progress toward full-market-oriented development, and the need to further enhance supporting and safeguarding capabilities. Meanwhile, looking globally, major automotive-producing countries around the world have stepped up their policy support for new-energy vehicles, while multinational automakers have ramped up their R&D investments. This not only injects strong momentum into the growth of the global new-energy vehicle industry but also intensifies competition within the sector. As a leader in the global new-energy vehicle market, how can China truly overtake others by leveraging its current advantages—avoiding the scenario of starting early only to arrive late? Undoubtedly, the recent and rapid implementation of a series of favorable policies provides the best answer to this pressing question. (This article is sourced from Gasgoo.com.)
Translated from Sina Auto
Four favorable policies are launched simultaneously, accelerating the new-energy vehicle market's "overtaking" momentum.
2023-06-30
Four favorable policies are launched simultaneously, accelerating the new-energy vehicle market's "overtaking" momentum.
From the announcement on June 8th to launch the "Thousand Counties, Ten Thousand Towns" New Energy Vehicle Consumption Season, to the official kick-off of the 2023 New Energy Vehicles to Rural Areas campaign on June 16, followed by the release of the "Guiding Opinions on Further Building a High-Quality Charging Infrastructure System" on the evening of June 19, and finally, the extension and optimization of the vehicle purchase tax policy for new energy vehicles taking effect on June 21—within less than half a month, several key ministries and commissions have successively unveiled four major policies, comprehensively boosting the development of new energy vehicles from both the demand and supply sides.
Among these measures, the policy of exempting purchase taxes on new-energy vehicles—set to expire at the end of this year—has been explicitly extended until the end of 2027, with detailed implementation guidelines already outlined. Additionally, the "Thousand Counties, Ten Thousand Towns" initiative will launch a New-Energy Vehicle Consumption Season and roll out a new round of programs aimed at bringing EVs to rural areas, further stimulating and unlocking consumer demand in the vast rural market. Meanwhile, addressing the most pressing concerns raised by users—such as the difficulty in finding charging stations, accessing residential communities, and charging along highways—targeted solutions have been proposed to build a high-quality charging infrastructure system.
At the start of 2023, after 13 years of operation, the national subsidy program for new-energy vehicles officially came to an end, prompting growing calls for extending the policy that offers exemptions from the purchase tax on these vehicles. Although there had already been clear signals indicating plans to continue and refine the vehicle purchase tax exemption policy for new-energy cars, specific details about how the reductions would be implemented remained unresolved—until June 21, when the Ministry of Finance, the State Taxation Administration, and the Ministry of Industry and Information Technology jointly issued the "Announcement on Extending and Optimizing the Vehicle Purchase Tax Exemption Policy for New-Energy Vehicles" (hereafter referred to as the "Announcement"), finally putting an end to the uncertainty. It’s worth noting that, unlike previous blanket exemption policies, this time the vehicle purchase tax for new-energy vehicles has undergone more meticulous adjustments and optimizations—including changes to the duration, amount of the exemption, and even the price thresholds for eligible models.
First, the policy exempting new-energy vehicles from vehicle purchase tax has been extended—originally set to expire on December 31, 2023—until December 31, 2027, an additional four-year extension. Specifically, from January 1, 2024, to December 31, 2025, new-energy passenger vehicles will remain fully exempt from the vehicle purchase tax. From January 1, 2026, to December 31, 2027, the tax will be reduced by half. In other words, the first two years will see full exemption, while the following two years will feature a 50% reduction. The tax relief will gradually phase out on a yearly basis. Second, a cap has been established for the vehicle purchase tax exemption on new-energy passenger cars. For new-energy passenger vehicles purchased between January 1, 2024, and December 31, 2025, which qualify for full tax exemption, the maximum tax relief is capped at 30,000 yuan. Meanwhile, for those purchased between January 1, 2026, and December 31, 2027, eligible for a 50% tax reduction, the maximum tax relief is limited to 15,000 yuan. In essence, vehicles priced at or below 300,000 yuan will not be subject to these limits. However, for vehicles exceeding 300,000 yuan, the tax relief will be applied only up to the respective cap. Any amount above 300,000 yuan must be taxed according to the standard rate.
Regarding the setting of the exemption limits, Vice Minister of Finance Xu Hongcai stated that the primary considerations include the clear differentiation already seen in China's new-energy vehicle market, the need to support technological advancements and upgrades in NEVs, and the imbalance between the development of passenger and commercial NEV segments. "China's NEV market has become distinctly segmented, with some high-end luxury models now available—indeed, certain NEV models have even surpassed 1 million yuan in price. It’s crucial to prevent these premium vehicles from excessively crowding out tax incentive resources, ensuring that policy benefits are distributed fairly across the industry." Based on this adjustment to the policy limits, industry insiders generally believe that automakers will likely make strategic adjustments to their NEV product portfolios over the next one to two years, leading to the launch—or relaunch at more competitive prices—of a significant number of NEV models priced below 300,000 yuan.
Additionally, the "Notice" specifically highlights that when sellers offer new energy vehicles under the "battery-swapping model," if the sales of the vehicle itself (excluding the power battery) and the power battery are accounted for separately, with each item issued a distinct invoice, the tax-exclusive price indicated on the unified motor vehicle sales invoice obtained by the buyer for the vehicle without the power battery will be used as the taxable base for calculating the vehicle purchase tax. This development undoubtedly means that more models from brands like NIO, which support the BaaS purchasing model, will be eligible for the full exemption from the new energy vehicle purchase tax. The "Notice" also notes that the Ministry of Industry and Information Technology will continuously refine the technical requirements for enjoying the vehicle purchase tax exemption policy, based on advancements in new energy vehicle technology, the evolution of the standards system, and changes in vehicle models—thereby encouraging enterprises to accelerate their efforts in technological research, development, and innovation.
It is understood that since September 1, 2014, China has exempted purchase tax on new-energy vehicles. This policy was extended three times—in 2017, 2020, and 2022—each time pushing the deadline to December 31, 2023. The recent announcement marks the fourth extension of China’s new-energy vehicle purchase tax exemption policy. At the regular State Council policy briefing held on the same day as the announcement, Vice Minister of Finance Xu Hongcai pointed out that, as of the end of 2022, the cumulative tax exemptions under China’s new-energy vehicle purchase tax policy had exceeded 200 billion yuan, with projections indicating that the exemption amount for 2023 alone would surpass 115 billion yuan. "The purchase tax exemption policy delivers a more immediate sense of benefit to consumers," he added, "and its role in boosting the development of the new-energy automotive industry and stimulating consumer spending is particularly evident." According to estimates, after the extension of the policy takes effect, the total amount of new-energy vehicle purchase tax exemptions from 2024 to 2027 is expected to reach 520 billion yuan. Thanks to supportive government policies and growing market acceptance, China’s new-energy vehicle market has experienced rapid growth over the past two years—outpacing initial expectations—and has emerged as a key driver of growth within the broader automotive industry.
According to statistics from the China Association of Automobile Manufacturers, in 2022, China’s production and sales of new-energy vehicles reached 7.058 million units and 6.887 million units, respectively, representing year-on-year growth of 96.9% and 93.4%. These figures also propelled the market share of new-energy vehicles to 25.6%, making China the world’s largest new-energy vehicle market for the eighth consecutive year. From January to May this year, cumulative production and sales of new-energy vehicles hit 3.005 million units and 2.94 million units, respectively—up 45.1% and 46.8% compared to the same period last year, continuing the robust growth trend. Meanwhile, the market share of new-energy vehicles has already climbed to 27.7%. However, despite the steady rise in market penetration, the vast rural markets have lagged behind. Data reveals that in 2022, new-energy vehicle sales in China’s rural areas accounted for only 4% of total auto sales in those regions—far below the industry average of 25.6%. To further stabilize and expand automobile consumption, policymakers are now shifting their focus toward the nearly 500 million-person-strong rural market.
On June 8, the General Office of the Ministry of Commerce issued the "Notice on Organizing Automobile Consumption Promotion Activities," clearly outlining the launch of the "Hundred Cities Joint Action" Auto Festival and the "Thousand Counties, Ten Thousand Towns" New Energy Vehicle Consumption Season from June to December this year. The "Hundred Cities Joint Action" Auto Festival will be held in approximately 100 cities across China, leveraging the momentum of these key urban centers to focus on new car sales, used-car transactions, and other related activities. Meanwhile, the "Thousand Counties, Ten Thousand Towns" New Energy Vehicle Consumption Season will primarily target the burgeoning market for new energy vehicles. The Ministry of Commerce will guide local governments in organizing consumer promotion events in over 1,000 counties and more than 10,000 towns, aiming to boost demand for NEVs while simultaneously advancing the development of rural charging infrastructure. This initiative seeks to make new energy vehicles truly accessible to everyday households across China.
Immediately afterward, on June 16, the 2023 New Energy Vehicle to the Countryside campaign—organized by five ministries including the Ministry of Industry and Information Technology—officially kicked off in Huishan, Jiangsu. The event will run until December, adopting a hybrid "offline + online" approach, featuring activities such as "cloud-based" promotions and live-streamed car sales. As of now, more than 30 automakers and 69 vehicle models have confirmed their participation in this year's initiative, including popular models like the Hongqi E-QM5 (specifications | price inquiry), Volkswagen ID.4, Deepal SL03, Roewe Ei5, Wuling Bingo, Baojun KiWi EV, BYD Song PLUS, and Aion Y, among others.
In fact, since July 2020, multiple departments including the Ministry of Industry and Information Technology, the Ministry of Agriculture and Rural Affairs, and the Ministry of Commerce have continuously launched initiatives to bring new-energy vehicles to rural areas. Data shows that in the second half of 2020, 2021, and 2022, sales of new-energy vehicle models targeted at rural markets grew by 80%, 169%, and 87% year-on-year, respectively. Over the three years, these efforts have spurred cumulative sales of more than 4.1 million such vehicles in rural regions. Xu Haidong, Deputy Chief Engineer of the China Association of Automobile Manufacturers, firmly believes that as this year's "New-Energy Vehicles to the Countryside" campaign deepens further, China's annual sales of new-energy vehicles are expected to reach 9 million units in 2023. Meanwhile, according to the "Research on Electric Vehicle Mobility in China's Rural Areas" released by the China EV 100 Forum, it is projected that by 2030, the number of cars owned per 1,000 rural residents in China will approach 160, with total ownership exceeding 70 million vehicles, potentially creating a market worth up to 500 billion yuan. In the process of promoting new-energy vehicles, the deployment of charging infrastructure plays a critical role. However, currently, China's charging infrastructure still faces challenges such as incomplete layout, unreasonable structure, uneven service coverage, and irregular operations. Given the rapid growth of the new-energy vehicle market—especially in the highly promising rural segment—it has become imperative to build a high-quality charging infrastructure system without delay.
On the evening of June 19, the General Office of the State Council issued the "Guiding Opinions on Further Building a High-Quality Charging Infrastructure System" (hereinafter referred to as the "Guiding Opinions"), providing top-level design for constructing, in the new development stage, a high-quality charging infrastructure system that is widely accessible, appropriately scaled, structurally sound, and fully functional. Addressing the issues most strongly voiced by the public—such as the difficulty in finding charging stations, challenges accessing residential communities, and obstacles in charging along highways—the "Guiding Opinions" outline targeted solutions: On one hand, efforts will be intensified to enhance the coverage of the charging infrastructure network, establishing a well-structured urban charging network that prioritizes key areas like residential zones, office districts, commercial centers, industrial hubs, and leisure facilities. Additionally, the rollout of charging infrastructure will be accelerated in rural regions suitable for electric vehicle use, ensuring effective coverage. Furthermore, the construction of charging facilities in public parking lots, gas stations with relevant capabilities, tourist attractions, and other public spaces will be vigorously promoted. On the other hand, an information network platform will be built to seamlessly integrate various types of charging infrastructure, enabling real-time updates on the location and availability of public charging stations through convenient channels such as internet map service platforms.
Actively promote the construction of charging infrastructure in residential areas: First, regarding facility installation, we urge accelerated deployment of fixed-parking-space charging infrastructure—ensuring that all eligible spaces are equipped—in existing residential areas. For newly developed residential areas, strictly enforce the requirements for co-locating charging facilities, guaranteeing that 100% of designated parking spots either have charging infrastructure installed as mandated or are pre-equipped with the necessary conditions for future installation. Second, in terms of coordination mechanisms, cities are encouraged to expedite the development of management guidelines specifically tailored for residential-area charging infrastructure, establishing a "one-stop" system for streamlined coordination, promotion, and complaint handling. Third, in terms of service support, charging operators and other relevant entities are encouraged to collaborate with property owners by offering comprehensive services—including construction, operation, and maintenance—under a unified framework. Additionally, integrating charging infrastructure development into the renovation plans for older residential communities is strongly promoted, with simultaneous efforts to upgrade accompanying power supply and distribution systems. Finally, we will build a convenient and efficient intercity charging network. This includes accelerating efforts to address gaps in charging infrastructure along key routes between major cities, effectively meeting the long-distance travel needs of electric vehicles. We will also expand the geographic coverage of charging facilities along the national highway network, optimizing the density and layout of these installations. Furthermore, service stations and rest areas along ordinary national and provincial highways will be encouraged to strategically deploy charging infrastructure based on local conditions and demand. Lastly, we will strengthen charging services at highway service areas. Newly built service areas must include charging infrastructure from the outset, while existing facilities will undergo rapid upgrades. New installations should, in principle, adopt high-power charging technologies. In high-traffic areas and during major holidays, mobile charging units will be deployed appropriately to enhance the resilience and reliability of the overall charging network.
Third, we will build an interconnected charging network for urban clusters and metropolitan areas. This involves strengthening unified planning and coordinated construction of charging infrastructure, thereby enhancing the accessibility of electric vehicles across city clusters, metropolitan regions, and key urban centers. Through specific deployment strategies for charging infrastructure development, the "Guiding Opinions" aim to essentially establish by 2030 a high-quality charging infrastructure system that is widely accessible, appropriately scaled, structurally sound, and fully functional—effectively supporting the growth of the new-energy vehicle industry while reliably meeting the public's growing demand for convenient and reliable charging during their travels.
Today, the achievements made in China's new-energy vehicle industry are clearly visible to all. However, we must also recognize that the industry still faces challenges such as an insufficient supply of critical core technologies, uneven and inadequate progress toward full-market-oriented development, and the need to further enhance supporting and safeguarding capabilities. Meanwhile, looking globally, major automotive-producing countries around the world have stepped up their policy support for new-energy vehicles, while multinational automakers have ramped up their R&D investments. This not only injects strong momentum into the growth of the global new-energy vehicle industry but also intensifies competition within the sector. As a leader in the global new-energy vehicle market, how can China truly overtake others by leveraging its current advantages—avoiding the scenario of starting early only to arrive late? Undoubtedly, the recent and rapid implementation of a series of favorable policies provides the best answer to this pressing question. (This article is sourced from Gasgoo.com.)
Translated from Sina Auto
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