Urban Bus Electrification as a Common
Good Agenda: Governance, Public Value,
and Socio-Technical Coordination in Brazil
Raquel Teixeira Gomes Magri1; Pablo de Freitas Hernandez2; João Guilherme Ito Cypriano3; Flávio Tonioli Mariotto4; Flávia Luciane Consoni5; Luiz Carlos Pereira da Silva6 Purpose
The transport sector remains a major source of energy-related greenhouse gas
emissions, while urban mobility systems continue to reproduce environmental, social, and
public health problems associated with fossil-fuel dependence. In this context, battery electric
buses (BEBs) have emerged as a promising alternative for decarbonising public transport,
improving air quality, and enhancing the quality of urban mobility services. In Brazil, this
transition is particularly relevant, as bus trips fell by 44.1% over the last decade, intensifying
the circulation of private light vehicles and worsening congestion, emissions, and public health
impacts (CNT, 2025).
Despite this potential, the implementation of BEBs still faces major barriers to largescale
adoption, including high upfront costs, uncertainty regarding lifecycle competitiveness, read more
Purpose
The intensification of climate change and the need to reduce greenhouse gas (GHG) emissions have placed vehicle electrification at the center of global decarbonization strategies, especially in countries where transportation is a major driver of emissions. In this context, Brazil faces a crucial moment as it seeks to align the main propulsion technology of vehicles with climate goals while having a complex institutional, technological, and productive landscape.
This research aims to analyze how different technological trajectories for the electrification of passenger vehicles may shape the Brazilian automotive sector. Based on the elaboration of three SWOT matrices, the study examines the main alternatives available: (i) a trajectory led by battery electric vehicles (BEVs), (ii) a trajectory centered on hybrid electric vehicles (HEVs), and (iii) a scenario of technological coexistence among BEVs, HEVs, and internal combustion engine vehicles (ICEVs). read more
The profile of new automotive vehicle owners is changing globally due to the development of information technologies which enabled the emergence of new mobility services in recent years (Ferrero et al., 2018). Today, apart from a multitude of public modes of transport in place in many cities, individuals can opt from renting a vehicle for short routes, sharing a trip, or ordering on-demand trip (i.e., offered by taxi or ride-hailing services) for a much lower price compared to only two decades ago (Prieto et al., 2017). The availability of such alternatives caused many people to avoid owning an automobile (Schaefers et al., 2016). To give an example of the relevance of this phenomenon, the market share of automobiles and commercial light vehicles sold in Brazil to car rental companies increased from 19.0% in 2018 to 30.1% in 2022 according to ABLA, the Brazilian Vehicle Rental Association (ABLA, 2023). read more
THE INOVAR-AUTO PROGRAM IN BRAZIL, ITS OBJECTIVES AND THE AUTOMAKERS ADHESION
Tiago Bernardino Vargas and Geraldo Augusto Pinto
Abstract: The tax incentive policy for the Brazilian automotive sector Inovar-Auto was in effect from 2012-2017. Despite its legislative complexity, the program served, additionally to the explicit objectives, a common interest of the national automotive chain actors: the protection of the internal market in the face of imports. During the program development, other aspects interfered with its effectiveness, such as the difficulty of traceability, the questioning of WTO, and Brazil's economic and political crisis during this period. This study qualitatively analyzes the objectives of Inovar-Auto and the adhesion of the automotive industry; based on documents, secondary data, and interviews with actors from from organizations that participated in the elaboration and execution of the program. It is concluded that the program has achieved, in addition to its explicit objectives.
Keywords: Inovar-Auto; Automotive Public Incentives; Automakers.
FCA's results are nothing new: North America and the two flagship brands, RAM and Jeep, are doing well.
The rest is just about surviving and is tending to deteriorate without any serious attempt to stop this. Everything has been going on since 2014 as if the roadmap were that of keeping the cash machine running in the United States and waiting for the future ally to either clean up the mess, or reinvest or offer solutions to revive brands and business in the regions that have been neglected.
Les résultats commerciaux des deux français ont été publiés la semaine dernière et, derrière l’homologie de façade que représentent la proximité des volumes (3,75 millions pour Renault et3,48 millions pour PSA) et leurs baisses (- 3,4% pour Renault et -10% pour PSA), les chiffres viennent souligner les profondes différences des deux constructeurs. read more
The commercial results of the two French carmakers were published last week and, behind the facade homology represented by the similarity of volumes (3.75 million for Renault and 3.48 million for PSA) and their decline (-3.4% for Renault and -10% for PSA), the figures underline the significant differences between the two manufacturers.
Thus, seen from France, one would get the impression that PSA is outperforming Renault. In most segments except B, Renault products are barely outperforming Peugeot products and the latter obviously give PSA a "pricing power" that Renault is struggling to conquer. The financial results corresponding to the commercial results published last week are likely to confirm this in February.
