German auto lobby recommends ending all fossil fuel sales by 2045
The main lobby group of the German automobile industry has recommended that all fossil fuel sales should be ended in Germany by 2045.
The news comes from a new position paper (source in German) released by the the Verband der Automobilindustrie (VDA), the trade group representing some 600 automobile-related companies in the country where the automobile was first invented.
The lobby group, in stark contrast to how American lobbyists often operate, said that the European Union’s guidance on fuels do not go far enough, and need to be stricter if it wants to reach the goal of climate-neutral road traffic by 2045.
The criticism relates to the EU’s Renewable Energy Directive III (RED III), adopted last year. It sets out goals for renewable energy deployment in various realms, including the adoption of low-carbon fuel sources for road transport.
The VDA spends much of its time advocating in its position paper for “renewable fuels of non-biological origin” (RFNBOs), which is an umbrella term for both green hydrogen (generated through electrolysis of water via renewable energy) and e-fuels produced by combining green hydrogen with other chemicals to create synthetic liquid fuels.
These fuels would be beneficial for certain heavy-duty applications for which batteries are currently too heavy, as they can be more energy dense than batteries. And as VDA points out, there are currently tens of millions of combustion vehicles on the roads in Germany whose impact could be reduced immediately via the application of sustainable fuels.
But their application has been controversial, because it is thought of as a way to maintain current auto industry practices rather than quickly reforming the whole auto industry around electrification. It’s also much more energy intensive than directly fueling vehicles with electricity, even when the most green methods are used for e-fuel production. As a result, environmental organizations typically recommend that e-fuels shouldn’t have a place in road transport, rather more in aviation and shipping.
Further, EU member nations were able to water down RED III’s targets on e-fuel adoption (with Germany being one of the main advocates for this stipulation, though there was debate among German automakers).
VDA claims that bonus incentives for e-fuels, and particularly for hydrogen, should be retained for some time before ramping down, in order to incentivize nascent enterprises focusing on their production. And that long-term targets with higher mixes of these fuels should be adopted now – VDA wants to see renewable fuel use rise to 60% by 2035, 90% by 2040, and 100% by 2045.
But after stating this target, VDA says its most interesting sentence, from which this article got its title: “In the interests of climate protection, fossil fuels should no longer be allowed to be sold at German petrol stations from 2045 onwards.”
In context, VDA is arguing that gas stations should still remain open and still sell fuel, but that that fuel should be entirely renewable. But it is a rather stark statement, and one that might not be expected from an auto industry lobbyist – a recognition of climate change and the huge amount that road transport contributes to it, and a rapid end to the primary way that road transport fuels climate change.
Electrek’s Take
We have seen various efforts to stop the sale of new combustion-engined vehicles by 2035 (which we have repeatedly argued should be sooner, and some countries indeed have targeted earlier timelines), but this might be our first time hearing an auto lobbyist call for an end to fossil fuel sales.
That said, the context of arguing in favor of greater e-fuel adoption means that this call by the VDA isn’t as entirely ambitious as it might originally seem.
While VDA is correct that current vehicles will remain on the road for a long time, and that a solution that allows them to decarbonize would be beneficial, we share the worry that e-fuels are simply a way to maintain current industry practices.
The recent history of advocacy for e-fuels by German firms does give us the feeling that there is an undercurrent of some companies trying to forestall industry electrification. Much in the same way that focus on hydrogen, or on predictions of future battery improvements, have been used by Japanese firms to convince the market that now is not the time for fully-electric vehicles.
So we have to be skeptical of this to some extent, because it would be a shame if a call like this resulted in less momentum for industry electrification, which is an objectively less energy intense step for decarbonization. The IEA (and… everyone else) acknowledges that electrification of transport is one of the most important strategies for reducing CO2 emissions.
But regardless, we must say – naturally, we agree with the VDA that fossil fuel sales need to end by 2045.
Frankly, earlier would be good – there’s genuinely no time too early to end fossil fuel sales, and no pace too quick to reduce them. The magnitude of the harm that climate change will otherwise cause, and the cost of trying to reduce it which will only increase as time goes on, dictate this.
And to see an auto industry organization at least acknowledge that fossil fuels sales need to end by 2045 completely in order to hit Germany’s 2045 carbon neutrality goal (and EU’s 2050 goal) is quite striking. We’re used to industry organizations whining about every little thing – even rules they claim to support – so it’s nice to see a step in the right direction.
But hopefully, German and EU regulators go even further than what VDA has asked, and don’t rely so heavily on e-fuels to get to carbon neutrality, and rather to increasing ambitions around electrification, public transport, and micromobility.
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Electricity demand is skyrocketing across the Middle East and North Africa, and it’s being driven by two big factors: cooling homes and businesses in extreme heat, and making seawater drinkable through desalination. A new report from the International Energy Agency (IEA) shows just how dramatic the surge is. Electricity use in the region has tripled since 2000, and it’s expected to jump another 50% by 2035. That’s like adding the current combined electricity demand of Germany and Spain.
Cooling and desalination alone are expected to account for about 40% of that growth over the next decade. Urbanization, industrialization, the electrification of transport, and the boom in data centers are also adding to the load, according to the IEA’s report, “The Future of Electricity in the Middle East and North Africa.”
Right now, natural gas and oil overwhelmingly dominate power generation in the region, making up more than 90% of electricity supply. But that mix is changing. Many countries, including Saudi Arabia and Iraq, are trying to reduce oil-fired power to free it up for export. The IEA says natural gas will likely cover half the demand growth through 2035, with oil’s share falling from 20% today to just 5%.
Renewables are on the rise, too. Solar capacity is set to increase tenfold by 2035, growing by 200 gigawatts (GW), which would boost renewables’ share of the electricity mix to around 25%, up from 6% in 2024. Nuclear power is also expected to triple over the same period.
“Demand for electricity is surging across the Middle East and North Africa, driven by the rapidly rising need for air conditioning and water desalination in a heat- and water-stressed region with growing populations and economies,” said IEA executive director Fatih Birol. “To meet this demand, power capacity over the next 10 years is set to expand by over 300 GW, the equivalent of three times Saudi Arabia’s current total generation capacity.”
Meeting that demand won’t come cheap. Investment in the power sector hit $44 billion in 2024, and it’s projected to grow another 50% by 2035. Nearly 40% of that spending is expected to go toward upgrading grids, which currently suffer losses that are double the global average.
The IEA says grid upgrades and stronger regional interconnections will be critical for electricity security. Balancing renewables will also require more energy storage, demand-side flexibility, and enough gas-fired plants to cover when solar and wind aren’t available.
Energy efficiency improvements could ease some of the strain. For example, air conditioners in the region are less than half as efficient as those in Japan. Upgrading the ACs alone could cut peak demand growth by an amount equal to Iraq’s entire current power capacity.
If countries move more slowly on diversifying their power mix, according to the report, the stakes are high. Carbon dioxide emissions would continue to rise, and oil and gas demand for electricity could increase by more than a quarter by 2035, cutting export revenues by $80 billion and raising import bills by $20 billion.
Read more: 1 in 4 cars sold in 2025 will be EVs, and that’s just the beginning
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Is it just me, or do too many new vehicles look about the same? Hyundai believes it’s time to end a popular trend that nearly every EV has nowadays.
Hyundai looks past the LED lightbar for new EV design
The LED light bar has been around for a while. In the early 2000’s Xenon headlights were the hit trend, offering much brighter light while consuming less energy.
Although it was initially mainly found on luxury vehicles, Hyundai was one of the first to jump on the trend, working to make it more widely available at a lower cost.
Over the past few years, the trend has evolved into a thin LED light strip stretched across the front and sometimes the rear of the vehicle.
Since most brands are slapping it on electric vehicles, it’s become almost a status symbol of the EV movement. In early 2023, Hyundai revealed the new “EV-derived, futuristic” design for the Kona Electric, placing a heavy emphasis on the front LED lightbar.
Nowadays, nearly every vehicle, EV or gas-powered, has the popular design feature. Even Tesla hopped on the trend with the new Model Y, Model 3, and Cybertruck.
According to Hyundai’s design boss, Simon Loasby, LED lightbars are “almost at the end of their journey.” After unveiling the new Concept Three at the Munich Motor Show last week, Loasby explained to Car Magazine on the sidelines, “When is the time you need to let go [of light bars], it’s almost like the end of that.”
Although Hyundai recently added the lightbar to the Grandeur, Kona, and Sonata, Loasby said he’s “seen enough.”
“It worked at the time, and it was absolutely right, the Grandeur was the first car with a one-piece structure. The biggest thing is the cost level, you just can’t afford to do it and some customers don’t need it,” Hyundai’s design chief explained.
In China, “you must have it,” Loasby said, but in other markets, like Europe and the US, it’s not needed. Hyundai is instead focusing on differentiating itself with its unique pixel lightning, found on the IONIQ EV models.
Hyundai has already had a few copy its design, notably the Fiat Grande Panda, which Loasby joked, “thanks for copying, thanks for being inspired by us.”
It may be time for a shake-up. Loasby said, “I think we are almost at the end of journey in terms of lighting. It’s almost like chrome.”
Hyundai’s new Concept Three, which is expected to launch as the IONIQ 3 in production form, did not feature a full LED lightbar. Instead, it had an updated pixel lightning design.
Electrek’s Take
I have to agree with Loasby on this one. I must admit that at first, I was a fan of the sleek look of a nice, slim lightbar, especially at night.
The more I see it, the more it reminds me of a Toyota now. And that’s nothing against them (It is the world’s largest automaker), but should a Tesla Model Y, or even a Porsche 911, look the same as a Toyota from the front? I’ll let you determine that one.
I drive a 2023 Tesla Model 3, the last of the pre-facelift version, and was pretty bummed to see how cool the updated Model 3 looked at first. The more I see them, though, the more I like the design of the first-gen Model 3 and its wide eyes. It’s unique. Now, the Model 3 looks like any other vehicle, at least, in my opinion.
Is it time to put an end to the LED lightbar? Let us know how you feel about it below.
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Zero 60, an EV charge point operator on the ChargePoint network, is bringing fast charging to a Culver’s in the Northwoods of Wisconsin. The company, founded by Faith Technologies Incorporated (FTI), will install a renewable-powered charging station in Rhinelander.
The new site sits along a state-designated Alternative Fuel Corridor at Culver’s on 620 W. Kemp St. It will feature four 160-kilowatt charging ports, giving EV drivers in northern Wisconsin reliable fast charging well beyond the state’s urban hubs.
The project is backed by the Wisconsin Department of Transportation’s first round of funding from the Wisconsin Electric Vehicle Infrastructure (WEVI) program. Wisconsin wants to ensure EV drivers can confidently travel north, knowing they won’t be stranded without chargers.
“Partnering with a well-known brand like Culver’s gives us a unique opportunity to combine Midwest hospitality with clean, convenient charging,” said Wade Leipold, executive vice president of FTI. “We’re proud to support Wisconsin’s efforts to build a robust, future-ready charging network that serves communities and travelers alike.”
Zero6 Energy is financing, owning, and operating the station, while FTI is handling the engineering, design, installation, and ongoing maintenance. Zero 60 already operates nine charging sites and has plans for many more across the US, with the first wave of stations installed in New York, California, Colorado, and Wisconsin, and more currently being developed in other states.
Read more: GM, EVgo, and Pilot hit 200+ charging sites across 40 states
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Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
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