A civil society assessment found that implementation of transport sector greenhouse gas reduction policies pursued over the first year since the launch of the Lee Jae Myung administration has been broadly sluggish. Most policies are progressing slowly, and for some, whether they will be pursued remains unclear.

Greenpeace, Green Transport, the Green Energy Strategy Institute, and Plan 1.5 released on the 4th the results of their evaluation of seven core transport sector greenhouse gas reduction policies of the Lee Jae Myung administration.

The subjects of evaluation were selected by the civic groups based on government national tasks, the 2035 Nationally Determined Contribution (NDC), and policies of relevant ministries. The seven policies they analyzed are ending the fuel tax cut and expanding vehicle operation restrictions, establishing a 2035 phaseout of internal combustion engines roadmap, improving public transit fare discount programs, strengthening vehicle greenhouse gas emission standards, creating subsidies for converting internal combustion engine vehicles, and reinforcing electric vehicle charging infrastructure.

The average score across the seven policies came to 1.9 out of 4.

In particular, the policies to establish a 2035 phaseout of internal combustion engines roadmap, end the fuel tax cut, and expand vehicle operation restrictions all scored ‘0 points’. A score of 0 denotes the ‘not implemented’ stage, meaning there is no sign of policy movement.

The fuel tax cut was introduced on a temporary basis in November 2021, but contrary to its original intent it has been repeatedly extended to date. The groups explained, “The fuel tax cut has created an environment favorable to fossil fuel consumption and, through the decrease in tax revenue, has negatively affected securing climate finance,” and added, “With no sign of a sunset intention, it warrants a score of 0.”

The establishment of a 2035 phaseout of internal combustion engines roadmap and the expansion of vehicle operation restrictions also received 0 points because no concrete implementation plans have been prepared. Strengthening vehicle greenhouse gas emission standards likewise remained at 1 point, as regulatory targets have not been adjusted to align with the NDC.

By contrast, the ‘K-Pass’ led ‘improving public transit fare discount programs’, which has entered the policy implementation stage, received a high score of 4. The creation of subsidies for converting internal combustion engine vehicles and the reinforcement of electric vehicle charging infrastructure also received 4 points in light of the fact that support has actually been provided.

The problem is that transport sector emissions reduction potential is concentrated in the policies that scored 0. The three policies have an annual reduction potential of 4.4 million t, accounting for 87% of the total potential across the seven major policies. By policy, abolishing the fuel tax cut has the greatest effect at 2.27 million t per year. This is followed by expanding vehicle operation restrictions at 1.11 million t, and establishing a 2035 phaseout of internal combustion engines roadmap at 1.02 million t.

With the rollout of high impact policies delayed, reductions in transport sector greenhouse gases have likewise lagged. As of 2024, the transport sector reduction rate stood at 1.3% relative to 2018, showing a large gap with the level required to achieve the 2030 NDC (37.8%). This is markedly lower than the figures for the conversion sector (23.0%) and the buildings sector (16.3%) over the same period.

The groups urged the government not to rest on visible results and to swiftly advance high impact policies, calling for the legal codification of the phaseout of internal combustion engines roadmap, stronger vehicle emission standards, an end to the fuel tax cut, and wider vehicle operation restrictions.