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The report argues that the AfCFTA is essential for Africa to overcome a colonial legacy of exporting primary goods and importing manufactured equipment. It highlights that while official intra-African trade is low (14.8% in 2021), informal trade is significantly higher due to high formal costs. The AfCFTA aims to formalise trade, develop regional value chains, and prioritise industrialisation in sectors like agri-business and pharmaceuticals to enhance global competitiveness and economic stability.

The NewClimate Institute argues that while the second draft of the SBTi Automotive Net-Zero Standard shows improvement, it requires mandatory volume targets for procured materials and mandatory zero-emission vehicle (ZEV) sales share targets to prevent uneven ambition. It also recommends maintaining disaggregated ZEV sales targets by geography and vehicle type to avoid masking slow progress in specific markets.

The report analyzes how the shift from internal combustion engine vehicles (ICEVs) to electric vehicles (EVs) will reshape India's automotive job market. It projects significant job creation in EV assembly, component manufacturing, service, and charging infrastructure, while highlighting the risk of obsolescence for ICE-specific roles. The document identifies critical skill gaps in battery engineering and power electronics and recommends a three-pronged strategy involving diverse financing, specialized courses, and supportive policies to ensure a just transition.

Carbon Market Watch argues against scrapping the CBAM despite industry complaints about administrative complexity, suggesting instead that the EU quantify actual carbon leakage and circumvention risks before expanding the mechanism to downstream products. The organization emphasizes that complementary EU policies like the Digital Product Passport and international standards can mitigate administrative burdens. It further recommends providing special treatment for Least Developed Countries (LDCs) and Small Island Developing States (SIDS) to align with UNFCCC principles.

Private equity firms control nearly 9% of Michigan's private sector workforce, with investments often linked to public pension funds like the State of Michigan Investment Board. The document details how this ownership model has contributed to bankruptcies in the automotive, retail, and hospitality sectors, as well as labor disputes and service reductions in healthcare and waste management. Specific examples include the bankruptcy of Joann and IAC Group, and child labor allegations at Hearthside Food Solutions.

The document outlines the role of supply-side policies in accelerating the transition to zero-emission vehicles (ZEVs) by influencing manufacturers to increase the production and sale of compliant vehicles. It highlights a broader analysis of ZEV policies in eight specific markets—Australia, Brazil, China, the European Union, India, Indonesia, the United States, and South Africa—to identify policy gaps and the link between policy design and the mobilization of financing.

The World Resources Institute emphasizes that the shift to electric vehicles (EVs) in the U.S. presents an opportunity for net job creation and improved wages, provided that robust policies and unionization are utilized to protect workers during the transition.

The document discusses the role of the AfCFTA Investment Protocol and the proposed Pan-African Trade and Investment Agency in attracting foreign and domestic investment to Africa. It emphasizes that reducing tariffs alone is insufficient to increase intra-African trade; instead, Africa must scale up the production of complex goods through regional value chains. The author suggests that coordinating investment promotion around specific sectors, such as the automotive industry, can create agglomeration economies and attract skilled labor, providing a more feasible path for the AfCFTA Secretariat than a broad coordination of all 54 national investment agencies.

The AfCFTA aims to create a $3.4 billion economic bloc to foster structural transformation through agricultural upgrading, light manufacturing growth, and the deepening of regional value chains (RVCs). While initial tariff offers show potential for significant gains, the document notes that the liberalisation of services has lagged, with a new deadline of December 2023. Implementation is supported by mechanisms like the Afreximbank Adjustment Fund and the Pan-African Payment and Settlement System, though the authors highlight a critical weakness in accountability: private parties cannot access the AfCFTA's dispute settlement mechanism. The brief concludes that while the project is long-term and potentially 'oversold' to the private sector, it remains a vital instrument for overcoming the limitations of smaller regional economic communities.

The report argues that G7 economies face significant economic risks due to the interconnectedness of global supply chains, where climate-driven disruptions in production hubs—particularly in Africa, Asia, and Latin America—transmit shocks to industrialised nations. It cites examples such as the 2011 Thailand floods and recent flooding in Durban, South Africa, to illustrate how extreme weather causes global price spikes and production delays. Specific analyses for the US, Germany, UK, and Japan reveal vulnerabilities in sectors ranging from ICT and automotive manufacturing to food security. The document concludes that because labour cost differentials continue to drive the offshoring of production, G7 nations must cooperate globally and fulfill adaptation funding commitments to secure their own supply chains.

The Union of Concerned Scientists analysis finds a significant disparity in how automakers deploy electric vehicles (EVs) across the United States. While BMW, General Motors, Nissan, and Tesla are identified as leaders, others like Honda, Toyota, and Fiat Chrysler are labeled laggards due to limited model availability or a lack of plug-in offerings. The report highlights a stark geographic divide, noting that California's Zero Emission Vehicle policy has made it the only state where all available US EV models are offered, while consumers in other regions face severe shortages of EVs at dealerships.

The report analyzes the US electric vehicle (EV) market as of 2016, finding that while cumulative sales were nearing 500,000, progress among automakers is uneven. BMW, General Motors, Nissan, and Tesla are identified as leaders, while Honda, Toyota, and Fiat Chrysler are characterized as laggards. A significant disparity in vehicle availability exists between California and the rest of the US, largely attributed to California's Zero Emission Vehicle (ZEV) program. The authors argue that limited model availability and poor dealership inventory outside California hinder the national transition to electric transportation.

The document examines the AICO scheme's role in developing the ASEAN automotive sector and assesses whether a similar model could work in SADC. It identifies South Africa as the regional automotive leader but notes that integration is currently one-sided. Key barriers in SADC include low market demand, infrastructure bottlenecks, and a lack of indigenous industry outside South Africa. The author suggests that SADC can move toward integration by leveraging South Africa's expertise, focusing on specific vehicle segments, and developing aftermarket production as a starting point.

The paper investigates Chinese manufacturing investment in Nigeria, finding limited but significant technology transfer, particularly in automobile assembly and light manufacturing. While Chinese firms provide employment and affordable machinery, the study notes a lack of sectoral clustering in special economic zones and weak backward linkages to the local economy. It highlights the role of Nigerian import substitution policies in attracting investment but warns of reputational risks due to unethical business practices by some Chinese firms.

The report analyzes the integration of SACU countries—Botswana, Lesotho, Namibia, South Africa, and Swaziland—into global and regional value chains. It finds that while the region is generally at the margins of GVCs, there are significant opportunities in the automotive and apparel sectors. The authors argue that South Africa can serve as a 'gateway' for the region, linking smaller member states to global networks through advanced services and infrastructure. Key barriers identified include geographical remoteness, small market scale, restrictive trade policies (particularly in agribusiness), and gaps in technical skills. The report concludes that GVC participation positively correlates with labor productivity, especially through backward linkages (imported inputs), and suggests a policy framework focused on economic densification, skills upgrading, and open regionalism.

In June 2013, Mexico implemented Latin America's first fuel-efficiency standard for light vehicles, developed with support from EMBARQ Mexico and Centro Mario Molina. The standard mandates a fleet average of 14.9 kilometers per liter by 2016, aiming to reduce CO2 emissions by 170 megatons and save consumers $2,700 USD per vehicle over its lifetime. By aligning with U.S. and Canadian regulations, Mexico has harmonized its standards, potentially increasing the global competitiveness of its automotive industry.

The author highlights a divergence in trade policy between South Africa, which prioritizes the WTO's multilateral system, and the US, which is pursuing far-reaching 'megaregional' agreements like the Trans Pacific Partnership and the Transatlantic Trade and Investment Partnership. This shift poses risks to South African exporters, particularly in the automotive sector, as the US creates reciprocal trade arrangements with other nations. The document suggests that as Agoa faces renewal in 2015, South Africa should move beyond unilateral arrangements toward a more strategic, reciprocal trade relationship with the US.

The document describes Alpha Motors, Ltd., a subsidiary of Mobility Company, and its transition from focusing on manufacturing emissions to managing the entire life cycle of its products. It details the role of 'environmental champions' like Mike Barns in pushing for Design for Environment (DfE) and the use of life-cycle analysis (LCA) to inform design decisions. The case centers on a pilot project to select the material for the XL2000 hood assembly, comparing steel, aluminum, and SMC plastic using a spreadsheet tool based on the Swedish Environmental Product Strategies (EPS) system. The text outlines the five-step LCA process and the specific methodology of the EPS system, which converts environmental impacts into a single numerical value (Environmental Load Unit) based on economic valuation and risk factors.

The ACEA Agreement is a voluntary pact between the European automobile manufacturers association and the European Commission to limit fleet average CO2 emissions to 140 gCO2/km by 2008. The author contends that the failure to disclose individual company commitments and performance data prevents investors from understanding the specific financial and competitive implications for Original Equipment Manufacturers (OEMs). A cost analysis of two scenarios—corporate average and uniform percent improvement—reveals significant variability in potential cost exposures for companies such as BMW, PSA Peugeot Citröen, Fiat, and DaimlerChrysler, suggesting that investors face unforeseen risks due to the absence of disclosed CO2 reduction strategies in 2003 annual reports, with BMW being the only exception.