OEM&Lieferant Ausgabe 1/2018

89 For the automotive industry, it is the most important dossier of the current European legislative period – the regulation of CO2 emissions for the period following 2021. In early November 2017, the European Commission announced its plans for the future as part of the second Clean Mobility Package. On this basis, car makers will have to reduce the CO2 emissions of their new vehicle fleets by 30 per cent in the period up to 2030. Up until 2025, a binding interim reduction target of 15 per cent will apply. The CO2 emissions of light commercial vehicles will also have to drop by 15 per cent (2025) and 30 per cent (2030) respectively. These are high thresholds – perhaps too high. For one thing, the potential for further optimising economical diesel and pe- trol vehicles is conceivably close to the limits of what is tech- nically and economically feasible. Secondly, fewer and fewer low-emission diesel models are being sold, and thirdly there is still considerable uncertainty surrounding electric mobility. It is currently unclear how well vehicles equipped with alterna- tive powertrains will be accepted by customers over the next few years and how long it will take for the necessary public infrastructure to be developed. From today’s perspective, it is therefore questionable whether the proposed CO2 targets are achievable. Effective climate change policy must ensure that cost-effective- ness and profitability are safeguarded so that market players can remain competitive at an international level. It is right for Europe to pursue ambitious climate goals, but our continent should not be distancing itself too far from other regions of the world. While China has increased its CO2 emissions across all sectors by 331 per cent since 1990, the EU has reduced its overall emissions by almost 21 per cent. The European auto- motive industry will have a heavier burden to carry than its competitors in the global marketplace. For instance, the Eu- ropean Union’s CO2 target of 95 grams per kilometre in the year 2020/2021 is the most stringent worldwide for passenger cars. After all, newly registered vehicles produced by Germany’s major car makers already consume around a quarter less fuel than they did in 2007. In particular, the binding interim target for 2025 overshoots the mark. After all, there are only four years between 2021 and 2025. As car product cycles typically cover a period of five to seven years, such targets will be hard to meet. In the case of commercial vehicles, the development and product cycles are even longer at up to ten years in duration. In addition, the mar- ket for vans is different from the car business, because it is by nature already geared to CO2 efficiency. Indeed, low fuel con- sumption has always been a crucial selling point. This should be reflected in emission standards. In order to be able to maintain its strong competitive position in the future, the industry is reliant on a political framework that supports the development of innovation in a constructive way and is open to all kinds of technology. For this reason, it is right that the Commission does not set a fixed sales quota for electric vehicles, opting instead for a flexible solution with off- setting options for low-emission vehicles. However, the incen- tive system should be designed such that not just battery-only vehicles but also plug-in models receive a meaningful bonus. On average, they run on just as much electricity as all-electric vehicles and are therefore capable of saving just as much CO2. Overall, the proposals of the Commission do not go far enough towards promoting innovation. Greater impetus for electric mobility in particular would be preferable. To achieve as much progress in CO2 reduction as it has so far, the EV market needs to really pick up speed. Electric mobility is a joint task. There- fore, governments have to take responsibility for developing the necessary charging infrastructure, while EU member states should support this technology with policies that drive up de- mand. This also includes greater commitment with regard to public-sector procurement. It will take a concerted effort from industry and policymakers to achieve a relevant proportion of electric vehicles in Europe of 15 to 25 per cent by 2025. By VDA Managing Director Dr. Joachim Damasky Post-2021 CO2 thresholds: Effective climate change mitigation requires incentives for innovation embracing all forms of technology VDA www.vda.de/en