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 regulation to reduce CO2 emissions from new cars and vans has been the inability 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 10%. The gap between test and real-world performance has leapt from 9% in 2000 to 42% in 2017. Had the gap remained constant there would have been 264 Mt CO2eq less cumulative emissions by 2017. The additional fuel burned to produce these emissions cost drivers an extra €150 billion EU-wide.
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.
This is T&E's report on why Europe’s obsession with diesel cars is bad for its economy, its drivers and the environment.
This new study by Christian Berggren and Per Kågeson for T&E provides a comprehensive study of benefits and challenges for Europe to electrify its vehicle fleet.
The EU is negotiating trade deals with Mercosur (Argentina, Brazil, Paraguay and Uruguay), Indonesia, and soon Malaysia, These trade deals represent a risk for the EU’s sustainable transport plans. All mentioned countries are producers and exporters of crop-based biofuels, especially from palm and soybean oil that have higher overall emissions than fossil diesel. All ongoing negotiations include chapters on energy and raw materials.
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.
In November 2016 the Commission presented its new proposal for a Renewable Energy Directive in the 2021-2030 period. The main elements of the proposal on transport are to reduce the cap on food and feed-based biofuels to 3.8% in 2030 and to establish a mandate on fuel suppliers, requiring them to blend 6.8% of advanced fuels by 2030 (T&E’s position on biofuels in the RED can be found here).
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.