Core theses: Climate protection

  • Europe’s share of the worldwide CO2 emissions is low and continuously decreasing.
  • No solution without China: Europe’s reduction of emissions is being eaten up by growth in emerging economies.
  • Motor vehicles account for approximately one-seventh of the CO2 emissions in the EU. Their share in transportation emissions is declining.

Core theses: CO2 regulation for motor vehicles

  • New vehicles in Europe have become considerably more efficient in recent years.
  • CO2 legislation in Europe shows the most stringent target values in an international comparison.
  • Europe has once again tightened the reins on the CO2 threshold levels for motor vehicles and is requiring a further reduction of CO2 within an even shorter span of time.
  • Even without a further tightening of the CO2 threshold levels after 2020, the motor vehicle industry is still on track to meet the EU’s climate policy targets by 2030.
  • Vehicle fleet threshold levels under 95 grams cannot be achieved with conventional engine types, and the market success of alternative engine types is still uncertain.
  • EU environmental legislation is not coherent and, for a long time, had other priorities than CO2 reduction. This had various consequences, including an increase of CO2 emissions.
  • Today’s CO2 laws regulate only new vehicles, completely disregarding the remaining vehicle fleet.
  • An effective reduction of CO2 emissions cannot address new vehicles alone but must take a much broader approach.

Core theses: Balance between climate protection and industrial policy

  • The EU is targeting a 20 per cent industry share of GDP for the year 2020. This goal is presently a long way away, since industrial and climate protection policy are not yet aligned.
  • The CO2 abatement costs vary greatly between sectors and are most pronounced in the automotive sector.
  • Emissions trading as the most economically efficient form of CO2 regulation can easily be applied to road traffic.