The EU has adopted fleet-wide carbon emission targets that effectively impose a quota on electric vehicle (EV) sales for automakers.

In Germany, these quotas require that a growing proportion of newly registered vehicles be battery-electric (BEVs) or plug-in hybrid (PHEVs), progressively increasing toward 2030.

This regulatory pressure significantly affects production planning, market incentives, and infrastructure development.

From The Blackout News

EU policy relies on binding targets for the market share of electric cars in company fleets. The core instrument is a quota that significantly increases the share of electric cars and other low-emission vehicles by 2030.

With a target value of around 77 percent, Germany is significantly higher than countries such as Romania with around 28 percent, Poland with 34 percent, Latvia with about 33 percent or Cyprus with around 52 percent.

This target is intended to reduce transport emissions, but drives costs, infrastructure requirements and competition issues. For many companies, this makes it clear that this rate is noticeably changing procurement, planning and mobility strategy.

Quota directly affects the economy and everyday life

Germany serves as a lead market for EU policy. The high target values have an impact on an area that affects around 70 percent of all new registrations.

This is exactly why the quota was set in this way. Companies have to restructure their vehicle fleet. Investment costs, charging availability and operational reliability are all important here. The company fleets are thus becoming the steering lever of European climate policy. At the same time, fleet managers are calling for resilient framework conditions. They need energy prices, infrastructure and reliable regulation.

EU policy is deliberately focusing on electromobility because it reduces emissions during driving. But this course requires practical solutions. Without sufficient charging points, stable grids and economically viable models, the pressure is growing. The strategy from Brussels must therefore ensure climate targets and the functioning of the economy at the same time.

Quota instead of open system strategy

The quota creates clear targets. However, it does not replace a system strategy. Electromobility only strengthens climate protection if energy supply and value creation follow suit. Germany is currently paying high electricity prices.

Fast charging often costs between 50 and 90 cents per kilowatt hour.

At the same time, company fleets need reliable operational readiness. This is exactly where it is decided whether climate policy works or triggers undesirable developments.

In addition, the price influences economic power relations. A large part of the battery value chain is outside Europe. Those who rely exclusively on the electric drive increase dependencies.

This increases the risk of creeping deindustrialization, because investments are moving to places where energy is cheaper and framework conditions are more stable.

Electromobility needs balance and a sense of reality

Electromobility can reduce emissions and advance new technologies. But it does not replace all other solutions in one fell swoop.

Many companies are therefore relying on transitional concepts, mixed fleets and efficient technologies. Company fleets need selection instead of coercion, pragmatism instead of symbolism. This is the only way to ensure that mobility remains reliable and economical.

If politicians only rely on standard figures and statistics, there is a risk of industrial loss instead of sustainable transformation. Then value creation migrates, while the burdens remain. A smart EU policy must enable progress and at the same time strengthen locations.

Europe needs clarity of purpose – without tunnel vision

Europe needs resilient climate strategies. This includes electromobility, but also economic stability. Current EU policy places high expectations on company fleets. It uses the quota as an instrument of pressure. This direction can work if infrastructure and economic power keep pace. If they don’t, there is a risk of side effects.

Europe is thus not only deciding on drives, but also on competitiveness. A sustainable transformation requires technology diversity, investment security and realistic schedules. Only then will progress be achieved without deindustrialisation – and Europe will remain an industrial location with a future. (KOB)