This paper presents evidence to dispel many of the myths about electric vehicles and explains why they are key to reducing CO2 emissions from personal mobility.
The biggest failure of the current car CO2 has been the failure to deliver emissions reductions on the road. Whilst new car CO2 emissions measured using the obsolete laboratory test (NEDC) have fallen by 31% since 2000, on the road the reduction is just, 11%. The gap between test and real-world performance has leapt from 9 to 42% weakening the regulation, increasing CO2 emissions and raising fuel bills for drivers. The underlying issue was basing the regulation on laboratory tests. Whilst the new WLTP addresses some loopholes, its introduction also creates new flexibilities that the car industry are planning to exploit to undermine both the current regulation to 2020/1 and proposed future regulations for 2025/30.
In response to congestion and high local pollution cities are increasingly using vehicle access restrictions to limit the number of cars on their roads and ensure those which grossly pollute are not allowed in. Following the dieselgate emissions scandal (that exposed the failure of modern diesel vehicles to adequately control toxic fumes when operated on the road), there is a new focus on deploying Low Emission Zones and Diesel Bans. Today there are around 40 million grossly polluting diesel cars and vans on the EU’s roads but national vehicle approval authorities remain reluctant to mandate manufacturers to implement fixes.
The average car sits unused for more than 90% of the time, carries on average just one and a half people and costs, on average, €6,500 a year to own and run. Each car occupies 150m2 of urban land and still this is not the full bill – congestion costs the EU economy €100 billion annually. The convenience that made the car a 20th century icon has been eroded by its popularity.
The Effort Sharing Regulation (ESR) defines the carbon budget for EU member states for the non-traded sectors (surface transport, buildings, agriculture, small industry and waste) until 2030. If the ESR’s headline goal of -30% compared to 2005 is undermined through loopholes, the ESR will not lead to real-world emission reductions in those sectors. This FAQ is aimed at bringing clarity to one element being discussed during the negotiations: the ESR Safety/Early Action Reserve.
This briefing outlines how, more than a year since the VW scandal broke and almost a year since the new reform of EU testing system was proposed, there is minimal progress to tackle the legacy of dirty diesel cars on the road. No action whatsoever has been taken to reduce the emissions of 80% of the most grossly emitting diesel cars. Out of the 20% of cars subject to some recalls. The briefing also outlines how the latest leaked documents reveal that the majority of member states are also trying to block and weaken any future reform on the newly proposed Type Approval Framework Regulation, stripping the Commission of any powers to do independent checks on in-use vehicles.
On Monday 18 March 2019, the European Commission will present and discuss with Member States, industry and civil society a “Roadmap towards clean vehicles”. This document is the first-ever EU strategy to tackle polluting diesels on the road. It is the first proposal for an integrated EU strategy to tackle the legacy of Dieselgate currently on Europe’s roads. The document has been shared with governments beforehand. T&E’s has obtained a copy of the final draft and puts in context, analyses and comments the roadmap in this briefing. This briefing outlines T&E’s main policy demands.
Latest electric passenger car sales data from 2018 shows that the US has overtaken Europe in the numbers of electric vehicles (EV1) sold, by around 60,000 units. This is despite the EU being much more committed to climate action than the US where the Trump administration is dismantling.
The first briefing evaluates the impact of the design of the post-2020 CO2 standards for cars on the evolution of the zero and low emission (ZLEV) market in Europe and particularly plug-in hybrid electric cars (PHEVs). The second one updates a previous analysis (published in August 2018) summarising how carmakers can manipulate future WLTP tests, and presents a detailed solution to stop test manipulation using fuel consumption meters.
The European Parliament, Council and the Commission are in the final stage of negotiations on the 2025/2030 CO2 standards for new cars and vans. This briefing analyses the impact of the two Council amendments to change the counting of zero and low emission vehicles (ZLEVs).