[Videos] Maintaining 2035 CO2 reductions objectives for Europe's industries beyond automotive.
Energy & Industry
What would a revision of the CO2 Standards for cars mean for public transports, renewable energy production, and clean tech's industrial ecosystem in Europe?
Our members Eurocities, European Geothermal Energy Council, and Danfoss, all passed in front of the camera to bring their perspective to what a weakining of the 2035 emission targets would mean for, respectively, consumers interests, renewable energy developmenet, and industrial investments in Europe.
1/ Sanjeev Kumar (EGEC) on importance of cars' CO2 Standards for renewable energy industries in Europe
The synergies between electric vehicles and renewable energy sources are significant. For example, EVs can act as flexible loads and storage units, helping balance and match renewable energy production and consumption. In the geothermal sector, we see an added advantage. Lithium, a critical material for EV batteries, can be produced as a byproduct of geothermal energy extraction. This creates a synergistic relationship between clean energy, e-mobility and European industrial autonomy.
Reopening the CO2 standards would create uncertainty for investors and businesses, not only in the renewable energy sector but also for technologies that enable synergies between EVs and renewables, such as grid flexibility solutions. It could hinder the development of new renewable energy plants and delay the integration of innovative energy systems that are essential for a clean energy future.
If your goal is to decuple the energy demand by four times, then yes, synthetic fuels are the answer. A car running on e-fuels requires three to four times more energy to travel the same distance as an battery electric vehicle. So, if you want to build four times more wind turbines and other renewable energy plants to decarbonise transport, synthetic fuels might seem appealing (ironic). Besides, e-fuels can still be produced using fossil fuels, which doesn’t provide the clarity or investment certainty needed for renewable energy development.
2/ Thomas Lymes (Eurocities) on importance of cars' CO2 Standards for European city dwellers
While electric mobility offers significant benefits, especially when it comes to improving air quality and reducing noise pollution, the revolution won’t happen without strong and stable regulatory framework. The phase-out of internal combustion engines will push us to adopt more diverse, sustainable mobility solutions for urban residents and commuters. Together with a shift towards alternative modes of transport, the phase-out is the missing piece in the puzzle of a sustainable urban mobility.
Reopening the CO2 standards would create uncertainty for both public and private investments in cities. It would wobble the incentive of local authorities in designing and building the clean mobility ecosystems that benefit city residents. Cities mobility plans are build around the promise of a mainstream zero-emissions mobility. The same goes for investments in areas like charging infrastructure, road renovation, power grid upgrades, and smart infrastructure are crucial. Any uncertainty could stall these efforts.
Additionally, this would confuse consumers, delaying their vehicle purchase decisions and postponing the essential decarbonisation of transport in our cities. On that note, large fleet owners have a key role to play. We strongly welcome the announcement of initiatives to clean large corporate fleets as a way to accelerate the shift to zero-emission mobility and make it affordable for the majority of the population.
There’s still uncertainty about the cost of driving with synthetic fuels and whether they truly benefit air quality. We could only consider their use if we can ensure that e-fuels are at least as energy-efficient, clean, and affordable to operate as electric vehicles. Otherwise, they will not represent a viable alternative for sustainable urban mobility.
3/ Bonaldi Da Costa (Danfoss) on importance of cars' CO2 Standards for European clean tech industries
Electric mobility is central to Europe’s industrial future. The 2035 zero-emission cars goal provides a clear and stable framework that attracts investments into sectors like automotive, batteries, and infrastructure. CO2 Standards are actually Europe’s most straightforward clean industrial strategy, helping companies across the continent transition to a net-zero economy. Without this clarity, we risk slowing down investments and innovation needed to develop the net-zero industrial ecosystem.
Reopening the CO2 standards would create significant uncertainty for industrial actors who have already made substantial investments in this transition. It would penalize companies like Danfoss and others in the automotive, battery, and infrastructure sectors who have committed to zero-emission solutions. Attracting further investment is only possible with a consistent and clear regulatory framework, and reversing now would disrupt the progress we’ve made.
We have limited resources to invest in the clean tech revolution—whether it’s for research, development, and innovation or the infrastructure required to support the transition, such as charging networks. And so we simply don’t have the luxury to invest in two parallel value chains: battery electric and synthetic fuels, and their related infrastructures. Let’s focus our effort on tested technologies.
Furthermore, clean e-fuels will be available in very limited quantities, and they should be reserved for hard-to-abate sectors like aviation and shipping. For road transport, battery electrification remains by far the most energy-efficient option. Diverting resources to e-fuels for road transport would slow down the progress we need in more critical areas.
[Video] Charles Esser highlights importance of coordination and cooperation between grid stakeholders.
Energy & Industry
Rise of electric vehicles, fall of the power grid?
The smooth integration of electric mobility into the power grid is the next frontier on the path toward clean mobility. The Platform for Electromobility issued a 15-solutions strong recommendations paper to ensure a smooth integration. Charles Esser highlighes here some key points and invites you to join the debate with key transport manufacturers.
Electric Vehicles are “battery-on-wheels”. What does that mean? With the right policy framework, smart charging can smoothen the impact of EVs on the grid.
But what’s more, the millions on new electrified vehicles in Europe can actually be used as assets to support the grid when it is under stress with Vehicle-to-Grid technologies.
We recently published with other members of the Platform, a roadmap of 15 solutions for a smooth integration of e-mobility into the grid. I won’t cover them all here but would like to underline one point:
One of the main challenges in planning the electrical grid in a way that can absorb charging of EVs lies in the uncertainty about how different types of EVs will recharge in different places.
The key to success here is early communication, coordination and collaboration between stakeholders: this includes the DSOs that we represent, but also local authorities, charge point operators, energy companies, fleet managers and so on.
While the Platform for Electromobility helps us get closer to each other, we call on European authorities to initiate, moderate and formalize this collaboration.
In a few weeks at the European Sustainable Energy Week in Brussels, I will be discussing all this from the point of view of European industries at our EUSEW session on 11 June in the late afternoon.
We gathered major European clean transport manufacturers across different modes to understand how upcoming European energy policies can help them be at the same time more competitive, more sustainable with a minimum, or maybe even positive, impact on the power grid.
Make sure to join us! You’ll find the registration link under this video. See you there!
[Video] Charging Infrastructures: A perspective on 2024 by Jayson Dong
2024: Entry into force of AFIR
Jayson Dong, chair of the WG Infrastructures of the Platform for Electromobility, outlines the upcoming opportunities and challenges entailed by the implementation of AFIR in 2024.
[Video] Peter Badik (GreenWay) on Electricity Market Design
Electricity Market Design
Peter Badik, CEO of GreenWay, on the importance of the reform of the Electricity Market Design.
The Platform for electromobility, uniting industries, civil society organisations and cities from the transport, energy and clean tech sector, welcomes the Electricity Market Reform (EMD) proposal as an important opportunity to support the build-out of grid-friendly e-mobility across Europe. We appreciate the proposals improve the existing electricity market framework in a way that facilitates cost-effective deployment of individual or aggregated smart and bidirectional electric vehicles (EVs) charging. As the EV market is growing rapidly, smart and bidirectional charging will quickly become one of the most important sources of demand-side flexibility. In the collective European effort to decrease fossil gas imports, EV charging flexibility will be instrumental to reduce consumer costs, greenhouse gas emissions and better integrate solar and wind in the grid. Importantly, by offering additional revenues or cost saving opportunities to EV owners, the reform accelerates EV take-up and the clean transport transition.
The Platform therefore urges co-legislators to keep the level of ambition and a swift adoption. The European Commission’s EMD reform proposal supports the uptake of e-mobility in the following ways:
The reform recognises EVs as flexibility resource
Member States will have to make a detailed assessment of the needs and the potential of demand-side response and storage. Based on the assessment, an indicative objective shall be set and supportive measures, such as a flexibility support scheme, may be introduced. It is important to properly include EVs as a source of demand response and storage in both the assessment of the flexibility needs and the objective for demand response and storage, and ensure appropriate participation of EV stakeholders in these assessments processes.
The reform further supports the participation of EVs in the markets
The threshold for participation in the day ahead and intraday markets get lowered to 100 kW, which makes them more accessible to aggregations of EV fleets. This will help develop the market for user-centric smart and bidirectional charging services. It may be advisable to extend this lower threshold also to capacity markets.
The reform accelerates planning for EV charging infrastructure
Transmission and distribution system operators will be financially incentivized to fully consider local demand side resources, such as EVs, when looking for solutions for grid congestion. System operators will propose further transparency and proactivity on their planning for connecting EV charging infrastructure, for example by sharing hosting capacity available for EV charging. This is essential information for providers of EV charging services and helps accelerate grid-efficient build-out of EV charging infrastructure.
[Video] Matteo Barisione (UNIFE) on Net Zero Industrial Act
Net Zero Industrial Act
Explained by Matteo Barisione, UNIFE
The Net Zero Industry Act, a mere response to the U.S. IRA?
Matteo: Yes and No. The Commission’s proposal goes beyond a mere response to the American Inflation Reduction Act. It is an accelerator for clean tech using regulatory rather than financial measures. And the Platform really sees the proposal as an enabler for a competitive transition to electric mobility.
But in its scope, the Net Zero Industry Act mirrors the IRA too much. It needs to consider European transport system specificities and the whole value chain of e-mobility.
Third screen: How to improve the Net Zero Industry Act?
Matteo: Although we welcome the inclusion of batteries, charging infrastructures and grid technologies as Strategic Net Zero Technologies, we remain concerned about the lack of recognition of the entire electric mobility value chain: Net Zero Technologies should extend to include other EV-enabling technologies like V2G component manufacturers, and – as you can see we chose to talk today from a rail station – all zero-emission modes.
Forth screen: Extending the scope at the expense of existing sectors?
Matteo: Because the Act is a regulatory tool, not a financial one, extending its scope does not take anything away from the sectors already included.
In recent position papers, we detailed the financial and non-financial measures the co-legislators should bring up to make this industrial act truly European – so do go check it out!
[Video] Giovanni Matranga (ENEL Group) explains the CO2 Standards for HDVs
CO2 Standards for HDVs
Explained by Giovanni Matranga, chair of WG Logistics & buses
Is the CO2 Standards for HDV ambitious enough?
Givoanni: CO2 Standards are a crucial piece of legislation to make sure that heavy road transport will make its part to the achievement of the EU climate goals. New standards are undoubtedly needed to set the right pace and a clear trajectory for everyone: manufacturers, logistics operators and the whole supply chain.
For us the platform, considering the average lifespan of a truck of roughly 15 years, it’s imperative to respect climate goals that almost all newly registered trucks should be 100% zero emission by 2035.
Regarding urban buses, we welcome the Commission’s strong ambition, although some improvements must be performed for a proper transition to zero-emission buses in cities.
What about the new definition of zero-emission vehicle?
Giovanni: I am sorry that I may be a bit technical here, but a key point is the new definition of “zero-emission vehicle”, that would consider trucks and buses emitting 5 grams of CO2 per tonne-kilometer as zero-emission vehicles. In our platform view, this could create a dangerous loophole and allow the sales of polluting vehicles even after 2050 and lead to greenwashing practises.
How to know more?
Giovanni: If you are still watching this video, I have good news for you. On the 23rd of May, Members of the European Parliament, the European Commission and representatives of the trucks and buses industries will gather in a policy conference organised by the Platform for electromobility. Don’t miss your chance to participate in the discussion by registering on our website.
Emilia Valbum (3M) explains the Critical Raw Materials Act
Critical Raw Materials Act
The Platform's position introduced by Emilia Valbum
Why does Europe need a Critical Raw Materials Act?
Emilia: It is true that some Raw Materials exists in Europe, but we still remains way too dependent on third countries for mining, processing, refining and recycling. Those processes are very much done in resource-rich third countries, which more experienced and more competitive. This is endangering both Europe’s autonomy in CRMs but also the respect of our environmental standards.
And the current geopolitical events and supply chain tensions increase this dependency. But also create volatility, higher prices and uncertainties over global supply. This is why we welcomed on principle Commission’s Act.
Three clear flaws for Europe on CRMs
Emilia: We urgently need to ramp up a domestic Electric Vehicle value chain if we want to reach our climate goals. On this path, we identified three obstacles:
First, Europe should look beyond battery manufacturing to ensure access to resources themselves, and create capacity to refine, process, and recycle those resources.
The second flaw is the excessive hurdles to the permitting that can become counterproductive to defend social and environmental protection. And third obstacle is Europe’s incomplete and limited mapping of geological and remining potentials.
What are the solutions?
Emilia: At the Platform we identified twelve areas where we think the Act should change things up. I won’t cover them all now but a large part of the solution is to remove barriers to the reuse and repurposing of EV parts, which could extend the lifespan of critical raw materials prior to recycling, thereby reducing the overall demand for CRMs. I invite everyone interested to have a close look at our details recommendations.
[Video] The Importance of the AFIR with Koen Noyens (EVBOX)
AFI Regulation
Explained by our member EVBOX
When it comes to charging infrastructure for electric vehicles, the Alternative Fuel Infrastructure Regulation or AFIR is one of the most important EU policy files being discussed today. It defines the legislative framework for public charging for the next decade and is instrumental to realising the Green Deal.
The AFIR is indeed vital for realising a dense, accessible and user-friendly charging network across Europe.
The Platform for electromobility is a strong advocate for creating a uniform EV charging market through binding targets set at Member State level. We believe that through a harmonized Regulation, we can avoid the risk of creating a two speed Europe regarding the EV charging rollout.
The Platform supports both ambitious fleet-based targets as well as distance-based targets across the European highways network.
We need to get going now. We call on the European Parliament and the Council to agree on an AFIR fit for the Green Deal. There is no time to lose to reach our climate targets! You can find more details on our recommendations on Commission’s proposal under the video.
[Video] Batteries are well placed to help Europe navigate the current energy crisis
Batteries Regulation
Europe's main asset toward energy security
Batteries are necessary to fast forward electromobility, they store green energy, and can ensure critical infrastructure runs smoothly. In other words, batteries are critical to achieving the EU Green Deal objectives, and for the transition to renewables and electrification.
But the battery industry needs a fit for purpose policy framework to do so. In December 2020 the European Commission, proposed the new Batteries Regulation which is now being negotiated in trilogue.
It is key that the new Regulation enables a sustainable and competitive batteries value chain on our continent. The Regulation needs to introduce regulatory visibility for all players along the value chain on key aspects, including:
First, well-thought through timelines that would balance the need for a quick implementation of the Regulation, whilst ensuring robust methodologies are developed.
Second, future potential restrictions of substances must take into consideration the impact onachieving strategic autonomy for the EU battery sector, the performance of EV batteries, and the closed loop of the substances needed for batteries.
And finally, correct definitions: of batteries as final products, and of the battery producer for Extended Producer Responsibility coherence. This will help establish a level playing field within and outside of the European Union.
We salute the Czech Presidency’s emphasis on promoting the EU energy security amid these uncertain times, and want to stress that batteries are naturally well placed to help Europe navigate the current energy crisis. We call for the Presidency to focus its attention on the Batteries Regulation