The Hypocrisy of Emission Regulations

Introduction

As of April 2024, the Council of the European Union adopted a new rule on emission regulations. The new emission regulation, called Euro 7, has been introduced with the main goal of limiting emissions from vehicles, vans, and heavy-duty trucks. However, if one delves deeper into the side-notes of the press release and official documents, it becomes apparent that there is no pressure on Battery Electric Vehicles (BEVs). The initial goal was to achieve a CO2 neutral Europe by 2030, but it seems that the European Union is now extending this target to 2050. Given the current increasing demand for transportation and infrastructure, achieving this goal seems highly improbable. Every news outlet highlights the term ”zero-emission vehicles,” capturing the public’s attention. A normal person would think that the term zero-emission is indeed a promising feature for a vehicle. To understand the hypocrisy of emission regulations, one needs to realise that the term zero-emission is falsely used in many contexts for a vehicle.

Euro Emission Regulations

The first Euro regulation was introduced in July 1992, mandating the use of catalytic converters on petrol vehicles and the use of unleaded petrol. Over the years, the most recent Euro regulation before Euro 7 was Euro 6, introduced in 2014. By using catalytic converters, the imperfectly combusted fuels are oxidised. In chemical terms, this meant that carbon monoxide (CO) - a harmful exhaust gas, would be oxidised to CO2. The Euro 6 regulation added Selective Catalytic Reduction for Diesel Engines, a system designed to reduce NOx emissions. Together with Diesel Particulate Filters, the new aftertreatment system promised fewer harmful particles in our ecosystem. Comparing the Euro 1 regulation with Euro 6, the introduction of Euro 6 resulted in a 97 percent reduction in soot and a 95 percent reduction in NOx emissions. This comparison is based on the norms of Euro 1. However, there is no actual clarification about limits on Electric Vehicles. These vehicles were announced to be green and eco-friendly. In the press release of the European Union, it states that ”The Council today adopted the Euro 7 regulation, which lays down rules for road vehicles and battery durability”. Nevertheless, the durability standards for batteries are explained as follows: After 5 years or 100,000 km, whichever is sooner, the batteries of BEV (Battery Electric Vehicles) and PHEV (Plug-in Hybrid Electric Vehicles) passenger cars of category M must retain an energy storage capability of 80 percent. After 8 years or 160,000 km, the energy storage capacity must not have deteriorated to less than 72 percent. If one looks closely, there is nothing about the recycling process or production of the batteries, which are mostly Lithium-Ion batteries. On the other hand, vehicle manufacturers are pushed to reduce their carbon emissions. The only thing the European Union recognizes as harmful are the exhaust gases. What they do not see is the energy and ecological footprint of an Electric Vehicle

From the figure above (fig.1), it is evident that newer EURO regulations over time have resulted in lower emissions of particulate matter and nitrogen oxide. This was the baseline for manufacturers to comply with EURO regulations. However, there are no specific regulations that electric car manufacturers need to comply with regarding production or energy supply, including the origin of the energy used to charge the vehicle. Based on these points, it is clear that there is pressure on one side, while the other side has more freedom.

Production of EV Batteries

Electric Vehicles have been on the market for a while. The first official model was in 1888, called the Flocken Elektrowagen. Modern-day EVs use Lithium-Ion batteries. The huge demand has resulted in increased prices for Lithium-Ion. Lithium prices doubled between 2016 and 2018. A demand that has grown exponentially will also result in increased mining activities for the fundamental elements of the batteries. A consequence of this increased demand is the environmental impact of mining and production. To produce a Lithium-Ion battery, lithium ore needs to be extracted. The extraction process uses a lot of water; for example, about 1.9 million liters of water are needed per metric ton of lithium. This mining process may cause serious problems, either regionally or nationally. For instance, in Chile’s Salar de Atacama, mining activities consumed 65 percent of the region’s water, which had dramatic effects on local farmers. To elaborate further, it reached a point where communities had to get their water from elsewhere. Access to clean water is essential, especially when the local industry depends on it. However, a shortage of water is not the only problem that occurs during the mining process. As mentioned before, the mining process may cause serious problems, either regionally or nationally. For example, toxic chemicals can leak from the evaporation pools. Toxicologists have warned officials about harmful chemicals such as hydrochloric acid, which is used in the processing of lithium. The extraction of lithium harms the soil and causes air contamination. Given the ecological footprint of the extraction process, it is not as green as it might seem. Experts, such as Guillermo Gonzalez, state, ”This isn’t a green solution - it’s not a solution at all”. Despite all environmental warnings, the European Union still continues to subsidise the production of Electric Vehicles. A critical question that has been asked frequently is: is the electric infrastructure of Europe sufficient to provide everyone with enough electricity? The irony in this matter is that the European Council knows that Electric Vehicles are harmful, but neither party (Council and Manufacturers) is taking precautions to make a carbon-neutral EV. Nevertheless, the EU council acknowledges that Electric Vehicles have a significant carbon footprint.

Durability of Lithium-Ion Batteries

Not only is the production of Lithium-Ion batteries concerning, but also their durability. In terms of durability, the definitions of cycle and battery health come to attention. The number of cycles is the amount a battery is fully charged and discharged. For lithium-ion batteries used in vehicles, the charge cycle (lifespan) is around 1500 cycles. Officially, in terms of range, this is determined as 300,000 km. Nevertheless, that milestone has never been achieved. Compared to an internal combustion engine, whose nominal range is between 250,000 km and 350,000 km, the Electric Motor including the lithium-ion battery will definitely lose in terms of durability. This is assuming that the necessary maintenance of the vehicle is done properly. Based on mileage, the following can be said: Comparing the lifespan of an electric vehicle with a vehicle equipped with an ICE, results in the need for two battery replacements to achieve the same mileage. This means that twice as many lithium-ion batteries are needed for a vehicle that the average consumer will be using.

Subsidising Electric Vehicles

What the EU is indirectly doing is subsidising electric vehicles more than general vehicles equipped with an ICE. For example, in the Netherlands, EV owners do not have to pay road taxes and receive a significant discount on additional taxes. This gives them a financial advantage over ordinary drivers with petrol or diesel engines. However, there is a turning point. Governments are considering retracting the financial aid for electric vehicle owners. This immense blow-back will result in the decline of electric vehicles.

Zero-Emission Definition

The term zero-emission has been used in political debates and campaigns. Nowadays, every electric vehicle is labeled as zero-emission. Based on the manufacturers’ information, the vehicle has no emissions during its use. Recent studies show that a vehicle cannot be zero-emission if the vehicle’s durability is not guaranteed in terms of battery life expectancy and range. On the other hand, the method of delivering electricity to the vehicle is also important. For example, the irony of charging a Tesla with a diesel generator. Nowhere in the European Union is the electricity obtained one hundred percent green, without any fossil fuels used. Even in the Netherlands, a country striving towards a green future, could not achieve over 50 percent of clean energy resources in 2022, as reported by an independent organisation named CBS. To conclude, a country will never fully rely on ’green’ energy as it is currently known. It is logical to have a diesel generator as a backup for emergencies, which puts the term ’zero-emission’ up for criticism. An electric vehicle cannot be labeled as a zero-emission vehicle as long as it is using electricity generated from fossil fuels. Therefore, the term zero-emission is misused as long as the energy source is not entirely clean.

Future Fuels

While the European Union’s top officials are arranging new regulations for the industry and the public, engineers are hard at work finding solutions to these challenges. Initially, EVs were seen as the vehicles of the future, but engineers and researchers have concluded that this is not feasible. The effects of mining lithium and producing batteries on a large scale are not sustainable or environmentally friendly. The conventional combustion engine is not perfect, but it does not require the extensive mining of lithium, which has significant negative effects on nature. On the other hand, promising research has been conducted on hydrogen vehicles. This could lead to a successful transition from electric powertrains to hydrogen power-trains. By implementing hydrogen engines, the need for lithium-ion battery packs is eliminated.

Despite advisory councils reporting that electric vehicles are not the ultimate solution, the EU still promotes electric driving. Indeed, internal combustion engines are not emission-free, but their emissions are well understood and regulated.

The cleanliness of an electric vehicle depends on how its energy source is generated. If the energy used to charge an electric vehicle comes from fossil fuels, then there is no real benefit to driving one. If the energy used to charge an electric vehicle partly comes from fossil fuels (as in the Netherlands), it only becomes beneficial after a certain threshold is reached. If the energy used to charge an electric vehicle comes exclusively from a green source, then it is indeed beneficial to drive one. However, these statements only consider the charging aspect. One must also consider the lifespan of the battery and its production process.

In conclusion, electric vehicles seemed promising in the past. Engineers, business people, manufacturers, and companies invested millions of dollars in developing electric vehicles. At the time, the consequences of producing large numbers of electric vehicles were not well understood. Meanwhile, the European Union began pushing for a carbon-neutral environment. The easiest way to achieve this was by subsidising electric vehicles and imposing stricter regulations on passenger vehicles, especially those with diesel engines. This led to a chain reaction of financially attractive electric vehicles and higher taxes for combustion-driven vehicles. However, the situation is gradually changing. Researchers have concluded that electric vehicles are not as green as advertised, nor do they fully comply with the term zero-emission. One needs to consider the entire process, from production to actual driving. The main question that should be asked is, what is the difference between a diesel vehicle and an electric vehicle whose electricity comes from a diesel generator? This question has yet to be answered by the European Union.

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