Australians’ cars are typically larger, heavier and less efficient than in Europe – here’s why
- Written by Robin Smit, Adjunct Professor, School of Civil and Environmental Engineering, University of Technology Sydney
Road transport is responsible for a substantial share[1] of global carbon dioxide (CO₂) emissions. So reducing these emissions is a high priority.
In the European Union (EU), CO₂ emissions from new passenger cars have been regulated for more than 15 years[2]. The range of policy measures includes mandatory CO₂ emission targets.
But Australia’s mandatory New Vehicle Efficiency Standard[3] will only come in next year, without other supporting policy measures.
In our new research[4], my colleagues and I compared the two car fleets and examined their emissions in detail. We found Australian cars are typically larger, heavier and less efficient, producing 43% more emissions than their EU counterparts. The results demonstrate the vital role of well-designed, ambitious policies and regulations in driving down emissions.
What we did
Car emissions by country depends on many factors. These include the level of dependence on cars, travel behaviour, consumer preferences, marketing, car types and sizes, fuel efficiency requirements, purchase price, running costs and, importantly, government policies.
Policy levers range from financial incentives, taxes and regulations through to other measures such as information campaigns.
In collaboration with the European Commission’s Joint Research Centre[5], we collected information about the respective car fleets in Europe and Australia.
We obtained region-specific vehicle specifications including vehicle sales, car make and model, weight, size, rated power, battery capacity and certified emissions performance. We extracted this from previous studies[6], publicly available data sets and information in Europe[7] and Australia[8].
We then fed this information into detailed simulation models to estimate emissions in a wide range of real-world conditions, for each fleet. This included the effects of different driving conditions and climates.
What we found
Our research revealed Australian cars are larger and heavier[9] than EU cars, which has direct consequences for emissions.
New vehicles in both the EU and Australia[10] must be certified, with their fuel consumption and emissions tested against emission limits, before they can be sold.
But the test procedure differs between the EU and Australia. The EU uses a modern procedure[11], whereas Australia still uses an outdated and unrealistic test developed in the 1970s – ironically called the New European Drive Cycle[12] test.
In the four years from 2018 to 2021, the difference between certified CO₂ emissions of new cars registered in Australia and the EU increased by 20%. This was mainly due to the more rapid rise of EVs in Europe.
Then there’s the difference between certified emissions and what actually happens on the road, often referred to as the “gap”. We found the gap between certified CO₂ emissions and real-world emissions is larger in Australia. In Europe the average gap for petrol and diesel cars is 15–20%, whereas in Australia it is 30–35%.
Differences in vehicle weight and size, driving style, climate, and the use of air conditioning contribute, but the outdated test protocol is a major factor.
The gap is particularly large for plug-in hybrid electric vehicles. Plug-in hybrid electric vehicle emissions are three to four times higher on the road in both Europe and Australia.
Why? Largely because certified emissions performance assumes these vehicles will drive in electric mode 75–90% of the time, while the reality is more like 25%. So in practice, these vehicles mostly drive around as high-emitting petrol or diesel cars[13].
Overall, we estimated the real-world CO₂ emissions of the registered on road fleets in 2021 were 143 grams per kilometre for the EU and and 204 grams per kilometre for Australia. This means the average Australian car on the road is producing 43% more greenhouse gas emissions than the average EU car.
Mandatory CO₂ emission targets work
Our research shows mandatory CO₂ emission targets are effective in reducing emissions from both (new) passenger cars and, over time, the fleet as a whole. But this only happens if they are well designed[15].
With its long-standing regulations, the EU has significantly reduced CO₂ emissions, mainly through increased sales of low- or zero-emission vehicles. Conversely, Australia has relied on ineffective voluntary emission standards so far, with relatively slow uptake of electric vehicles and slow or even no progress[16] in reducing emissions as a result.
We found the shift towards electric vehicles is crucial for achieving carbon neutrality goals. Having a higher proportion of zero- and low-emission cars in new EU car sales was the main reason the region’s 2020 emission reduction targets were met.
Without this, 70% of manufacturers would have failed to meet the EU standards. That’s because the emissions performance of conventional diesel and petrol cars have hardly improved.
This is in line with recent research[17] that found only a shift to lightweight battery-electric vehicles, alongside deep decarbonisation of the electricity grid, will get Australia close to net zero by 2050.
Both regions have designed similar paths for future emissions reduction efforts. However, EU targets have been set for a longer term (2015-35). Australia has only set annual targets for the period 2025 to 2029.
Our research suggests sales of battery electric cars will need to increase in each region to meet future CO₂ emissions targets. In the EU, electric vehicle sales will need to hit 50% by 2030 to meet its target. In Australia, electric vehicle sales will need to reach 60% by 2029 to meet its more lenient target.
Shaping future policy
As the EU shows, setting ambitious, effective and legally binding emissions targets can drive innovation and transform markets.
But mandatory targets are not enough on their own. Complementary policies are needed, such as providing incentives to purchase electric cars, and developing charging infrastructure. This holistic approach looks beyond vehicle technology to also consider solutions such as promoting active travel, improving public transport and reducing the need for travel altogether.
Our research also clearly shows Australia needs to update official test procedures. It’s crucial to include on-board fuel consumption monitoring in the new standard, as is done in Europe, to monitor real-world fuel/electricity use and emissions.
Future regulations should consider incorporating the emissions over the life of a vehicle[18] from manufacturing and fuel/energy production to recycling and disposal.
Accurate information for consumers, as well as properly designed government policies, will help Australia finally start reducing greenhouse gas emissions from transport.
References
- ^ substantial share (www.ipcc.ch)
- ^ more than 15 years (www.eumonitor.eu)
- ^ New Vehicle Efficiency Standard (theconversation.com)
- ^ new research (www.sciencedirect.com)
- ^ European Commission’s Joint Research Centre (commission.europa.eu)
- ^ previous studies (www.transport-e-research.com)
- ^ Europe (www.eea.europa.eu)
- ^ Australia (www.ntc.gov.au)
- ^ larger and heavier (theconversation.com)
- ^ Australia (www.greenvehicleguide.gov.au)
- ^ modern procedure (climate.ec.europa.eu)
- ^ New European Drive Cycle (theconversation.com)
- ^ high-emitting petrol or diesel cars (www.dcceew.gov.au)
- ^ AAP Image/Lukas Coch (photos.aap.com.au)
- ^ if they are well designed (www.transport-e-research.com)
- ^ no progress (www.transport-e-research.com)
- ^ recent research (theconversation.com)
- ^ emissions over the life of a vehicle (theconversation.com)
