The recent shift in the European Union’s strategy regarding internal combustion engine vehicles has triggered concerns within the ADAC, Germany’s largest automobile club, that broader climate protection targets may be compromised. ADAC’s traffic president, Gerhard Hillebrand, voiced apprehension in a recent interview, warning against any dilution of the EU’s existing CO2 reduction commitments. “To deviate from these ambitious goals would be a grave error” he stated, emphasizing the imperative to limit global warming.
Hillebrand’s remarks came amidst rising debate surrounding the economic impact of stringent climate policies, with some business leaders arguing that such measures stifle economic growth. Countering these arguments, he championed the expansion of the EU’s emissions trading scheme to the transportation sector, a move that would significantly raise the cost of fossil fuels. “The ADAC firmly believes that carbon pricing is a critical tool for achieving climate neutrality” Hillebrand asserted, highlighting the need to incentivize consumers to transition towards more environmentally friendly alternatives to diesel and gasoline vehicles.
The implementation of a pan-European fuel CO2 price, originally slated for 2027, has been postponed to January 1, 2028, due to resistance from several Eastern European nations. While acknowledging the rationale behind this delay – to mitigate potential price spikes and ease financial burdens – Hillebrand cautioned that any price increases must be coupled with readily available, affordable alternatives. “A price rise is only beneficial if consumers have viable options to avoid bearing the brunt” he explained.
The EU Commission’s surprising proposal, triggered by pressure from Germany, to ease the 2035 ban on internal combustion engine vehicles has further exacerbated anxieties. The revised proposal allows for the continued sale of highly efficient gasoline and diesel vehicles and reduces the mandated emission reduction target for manufacturers from 100% to 90% over the next decade. While Hillebrand recognized the importance of exploring alternative propulsion technologies beyond electric vehicles, he criticized the complexity of the EU’s new approach, arguing that it creates a disincentive for the development and adoption of alternative fuels crucial for maintaining existing vehicle fleets. This perceived failure to adequately incentivize these alternatives represents a missed opportunity within the broader transition strategy and raises questions about the EU’s commitment to a truly sustainable and equitable path forward.
