The characteristics of the domestic new energy vehicle integration policy are: on the one hand, the points cannot be stored and transferred, and the other is that the points of the new energy vehicles and the points of the fuel consumption standards are mixed. However, zero-emission vehicle credits are first and foremost to help automakers meet the minimum standards of the zero-emission vehicle bill, rather than to meet other requirements such as average fuel economy. Therefore, based on California's zero-emission vehicle policy and effectiveness assessment, it provides experience and advice for the formulation and implementation of China's new energy vehicle integration policy.

First, policies should be as simple, transparent and enforceable as possible. Since 2018, the California Zero Emissions Vehicles Act has redefined the “point-based mileage-based” simplification scheme, which uses only three technical standards: battery power, fuel cell power, and hybrid electric vehicles. It succinctly puts the government, the public, and The information expected by other stakeholders in the electric vehicle ecosystem is clearly communicated to every car manufacturer, infrastructure supplier and other institutions.

Second, various ministries and commissions can develop general new energy vehicle development requirements and other policies, each with its own unique mission and objectives. When policies cross each other, agencies can work together, but their roles and responsibilities should always be firm and consistent with each other. For cars that rely on both electric and conventional fuel engines, there are many factors to consider when calculating the actual electric vehicle mileage. Zero-emission vehicle credits and average fuel economy of the company, the two points are not comparable, insisting to link the points of the two projects as little as possible.

Third, the legal authority to enforce new regulations must be clearly designated and established. Government agencies should have the ability to inspect all vehicle companies and fully implement new standards (including fines, suspensions, and cancellation of production qualifications).

Fourth, we strongly support the ability to limit the contribution of new energy vehicle credits to the average fuel economy compliance of enterprises. Assessing the value of new energy points in the average fuel economy of enterprises will undoubtedly promote the production of new energy vehicles in China.

Fifth, in the case of adjustment opportunities in the medium term, it is beneficial for the government to adopt a formal review process after passing the proposal. It is recommended that the relevant departments conduct regular regular review of the policy with multiple participations every two years, and make corresponding adjustments to the new energy vehicle integration policy, including the adjustment of the annual output of new energy vehicles and various conversions.

To further consolidate its lead, California will establish a new working group through the UCLA Davis China-US New Energy Vehicle Policy Lab to expand cooperation with China's zero-emission vehicles and power battery companies. The lab was jointly established by the University of California at Davis and the China Automotive Technology and Research Center in 2014. The two companies are leading the industry in zero-emissions technology and policy research.