After the European Commission announced it will withdraw the so‑called “Verbrenner‑Aus,” Baden‑Württemberg’s Minister President Winfried Kretschmann (Greens) called for a decisive expansion of electromobility. He argued that the ongoing propulsion‑debate “confuses people and makes them hesitate when buying a car,” and insisted that “electromobility is the main road, and everyone eventually agreed on it.”
Kretschmann also labeled the original plan to phase out combustion engines from 2035 as a mistake. He said it was wrong to put a target and date on fleet‑limit figures without advancing the necessary measures, such as a robust charging infrastructure and affordable electricity tariffs. Because the automotive industry faces “the toughest test in its history,” he argued for flexibility in fleet‑limit regulations.
In 2022, representatives of EU member states and the European Parliament had agreed that, from 2035 onward, new cars sold in the EU should emit no CO₂ during operation. The underlying fleet‑limit rules aimed for a 100 % reduction of CO₂ emissions from newly registered vehicles by that year.
According to sources within the Commission, the EU now intends to step back from that strict zero‑emission requirement. Emitted greenhouse gases would be fully compensated by other measures, and exemptions are planned for plug‑in hybrids and electric vehicles equipped with range‑extenders that use small combustion engines. It remains unclear whether the exemptions will also cover conventional gasoline and diesel cars.
Why the shift matters
The proposed retreat from the 2035 zero‑emission goal introduces regulatory uncertainty for car manufacturers, national governments, and consumers. It could alter investment decisions in battery production, charging networks, and vehicle design, while still requiring the EU to meet its broader climate commitments through alternative compensation mechanisms.
For German states like Baden‑Württemberg, the change may affect regional strategies that have already emphasized infrastructure rollout and subsidies for electric vehicles. The emphasis on flexibility could lead to divergent approaches across the Union, potentially complicating the achievement of a cohesive European climate policy.
What could happen next
If the Commission finalises the departure from the 2035 fleet‑limit, the EU may adopt a system of carbon‑offsets or other compensatory actions to balance continued emissions from new cars. This could prompt member states to devise national measures that align with the EU’s new framework while still encouraging electric‑vehicle adoption.
Automakers might adjust their product lines to accommodate the clarified exemptions, possibly accelerating the development of plug‑in hybrids and range‑extender models. At the same time, states that prioritize electromobility, such as Baden‑Württemberg, could maintain or even intensify their own incentives and infrastructure projects to stay ahead of a potentially more permissive EU regime.
Frequently Asked Questions
What was the original EU target for new cars in 2035?
The 2022 agreement stipulated that new cars sold in the EU should emit no CO₂ during operation, with fleet‑limit rules aiming for a 100 % reduction of emissions from newly registered vehicles by 2035.
What change is the European Commission now considering?
Sources indicate the Commission plans to move away from the strict zero‑emission requirement, opting to compensate emitted gases through other measures and allowing exemptions for plug‑in hybrids and electric cars with range‑extenders. It is still unclear whether conventional gasoline and diesel vehicles will be included in the exemptions.
How does Winfried Kretschmann view the policy shift?
Kretschmann described the originally planned phase‑out of combustion engines from 2035 as a mistake, urging a focus on expanding electromobility, building a strong charging infrastructure, and maintaining flexibility in fleet‑limit targets.
How do you think this possible policy adjustment will affect the future of car buying in Europe?
