Mobility is at a crossroads and in each of the key three revolutions, automation, sharing and electrification of cars, Europe is falling behind. China has secured seven times more investments in electric vehicle manufacturing than the EU has in the last year only. Based on public announcements, China has received over EUR 21.7 billion of investment to produce electric vehicles while the EU secured only EUR 3.2 billion, seven times less. Front runners the Volkswagen Group, Daimler AG and Nissan have provided the bulk of the investment in China, driven by the aggressive electric vehicle policy. This policy requires carmakers to obtain credits for the production of EVs that are equivalent to 10% of the overall passenger car market in 2019 and 12% in 2020.
“As expected” mumbled Commission president Juncker when an aide passed him a note saying Trump had decided to impose tariffs on European steel and aluminium. The American administration had been playing with the Europeans for nearly two months but threats of retaliation, offers of new trade deals (TTIP light), and a grand visit from the French president had done nothing to dissuade US president Donald Trump.
Britain’s supply of electric and plug-in hybrid vehicles could dry up after Brexit as carmakers will lose a strong incentive to sell low-emission vehicles there, a new report has found. The UK was the third largest market for zero emission vehicles in the EU last year, and the largest for plug-in hybrids. But as British sales of these cars will no longer count towards carmakers’ EU CO2 targets after Brexit, they may choose not to sell them in the UK at all, according to the analysis by sustainable transport group Transport & Environment (T&E).
The automotive industry plays a vital role in the economy of the EU and the UK, representing a significant part of exports and employing millions of people. However, the UK departure from the EU Single Market on 29 March 2019 could inflict profound harm to its automotive industry and, consequently, to its economy. This report analyses the consequences of Britain's departure from the EU for the automotive sectors in the UK and Europe.
The EU has rowed back on plans to allow all third parties to test vehicles’ on-road air pollution after they have been sold. While green transport group Transport & Environment (T&E) welcomes the agreement  reached today by EU governments and the European Commission, it regrets that the final agreement no longer allows third parties other than technical labs to perform real-driving emissions tests and trigger action against poisonous NOx from cars. It was an independent test in the US that lead to the exposure of the Dieselgate scandal.
Almost all carmakers will comply with the EU’s 2021 CO2 emissions reduction targets – despite the auto industry’s claims to the contrary, a new analysis by T&E has found. All European carmakers – with the exception of Fiat, Hyundai and Honda – will only need to sell small numbers of plug-in vehicles in order to achieve their targets, with most only needing to make moderate use of flexibilities in the car CO2 regulation to avoid fines.
Provisional data for European new car carbon emissions in 2017 published today shows the small but expected rise in new car CO2 emissions of 0.4g/km is due to the strong growth in sales of crossover and SUV models - mainly diesel powered. According to the European Environment Agency, the average CO2 emissions from diesel cars rose from 116.8g/km in 2016 to 117.9g/km in 2017, while CO2 emissions from petrol cars remained flat (-0.1g/km).
Carmakers are holding back sales of both electric cars and more fuel-efficient upgrades of their best selling models in Europe, new research shows. Almost all manufacturers will comply with the EU’s 2021 CO2 emissions reduction targets through a combination of selling more fuel-efficient and plug-in models and exploiting flexibilities in the regulation, green transport group Transport & Environment’s report, CO2 emissions from cars: The facts, finds. Only six of the top 50 selling models in Europe received a full model upgrade in 2017 and very few new plug-in cars were made available – undoubtedly contributing to the lack of progress in reducing car CO2 emissions last year.
This report examines the progress Europe is making towards decarbonising personality mobility particularly cars. It presents indicators from a wide range of sources which show that progress has stalled and many of the underlying trends are contrary to what is needed.
The Climate Action Regulation (CAR), known previously as the Effort Sharing Regulation (ESR) will become part of European law in 2018. This paper analyses the different elements agreed in the soon-to-become law, and assesses the role played by different parties involved in the process, with the objective of making public something that normally only a few have access to.