ECF takes a look at the recent trends of increasing car sizes in Europe, analysing their environmental impact as well as road safety implications. We then explore current and potential policies that could combat these concerning trends.
Have you noticed recently that cars are often sticking out from their parking bays, leaving less space when passing out cyclists and turning two-way streets into one-way streets because they no longer fit? Well, you’re not imagining it! European cars are getting bigger – much bigger! Europe’s cars are getting bigger and heavier in three main ways:
First is the size and weight of the general car fleet. In 2020, the average mass of new cars in the EU and the UK increased to 1,457 kg, 3% higher than in 2019 and 15 % above 2001 levels.
Passenger cars: Vehicle mass in running order by brand
This is, of course, compounded by the growing popularity of electric vehicles, that are on average around 750 kg heavier than corresponding ICE (Internal Combustion Engine) vehicles due to the battery. However, cars are also getting bigger across all sectors. Take this striking image for example – the Mini is no longer so Mini!
Size comparison of an old mini versus a newer model (Credit: Brian Snelson via Flickr)
Secondly, the ‘SUV’ is now the most dominant and popular passenger vehicle, with around 40% of the market share. In 2021, around 4.6 million new SUVs were sold – eight times as many as in 2001. SUVs are amongst the largest and heaviest vehicles across the whole passenger car fleet.
Passenger cars: New registrations by vehicle segment 2021
Finally, Europe is experiencing the increased growth of the very large “pick-up truck” behemoths. These vehicles are not manufactured in the EU but rather imported, usually from the US. They weigh up to 3.5 tonnes, are very large and have incredibly poor vision and a lack of safety features on board. Examples are the Ford F-150 or Dodge RAM.
Why is this an issue?
From an environmental point of view, the increase in weight of the motor vehicle fleet in Europe is seriously hampering efforts to reduce CO2 emissions. There are vehicle emissions reduction policies in place at the EU level and cities are promoting policies to shift to cycling, walking and public transport, yet emissions from transport are still on the rise. The dominance of the SUV, and the increase in vehicle size is one of the major factors behind this. SUVs use considerably more energy than medium-sized vehicles, even fully electric SUVs consume the same or slightly more energy than a medium sized ICE car.
In 2022, the European Environment Agency (EEA) stated that the rise in the average CO2 emissions of new cars “…between 2017 and 2019 was mostly due to the increase in the share of sport utility vehicles (SUVs) and other larger and heavier cars”. The International Energy Agency (IEA) claims that “If SUVs were an individual country, they would rank sixth in the world for absolute emissions in 2021, emitting over 900 million tonnes of CO2”. The IEA report goes on to say that “to mitigate emissions from SUVs, the policy framework should focus on constraining their rise.”
An electrification of the European vehicle fleet compromising of SUVs and large, heavy vehicles would also put huge pressure on supplies of rare earth and other materials that will be important in achieving a sustainable energy system, particularly in the Global South. The bottom line is that, in the face of climate and ecological emergencies, we really should not be using 2 to 3 tonne vehicles to carry around 60-100 kg humans.
The implications of large vehicles for road safety
In the US, where the increase in vehicle weight and size is way ahead of Europe, the increase in pedestrian fatalities is very concerning. Pedestrian deaths caused by collisions with motor vehicles have increased 80% since reaching their low point in 2009, according to the Insurance Institute for Highway Safety. They have now reached their highest levels in 40 years, with the number of pedestrian deaths in crashes involving SUVs increasing at a faster rate than deaths in crashes involving other cars – 36% versus 27%. A report by the Belgian VIAS Institute concluded that “Heavier cars increase the probability of death among vulnerable road users: with an increase of about 300 kg in the mass of a passenger car, the probability of death for vulnerable road users increases by 23%”.
We know that larger SUVs and “pick-up trucks” are intrinsically more dangerous in a crash, particularly because of the terrible box-like design of the front of the vehicle, the extra mass in the crash and the vehicle’s reduced manoeuvrability. Unlike smaller cars that usually have a more mitigating frontal design, large vehicles tend to throw their victim onto the ground (two serious strikes, one from the car and then a second impact onto the ground) and then run the person over. This poor design also creates blind spots, particularly to the front of the vehicle. This is especially true of “pick-up trucks”. An image recently shared on social media demonstrated how popular US pickup trucks often have worse frontal direct vision than a tank!
(Source: Florian Ederer via Twitter)
Ironically, it may be the safety problem caused by larger vehicles that is enabling their increased uptake. Larger cars on the road lead to drivers wanting more protection in bigger vehicles, which leads in turn to more large vehicles on the roads! Of course, with a higher profit margin, manufacturers are encouraged to keep producing and promoting these larger vehicles. Indeed, with an estimated €2,300 per vehicle being spent on the marketing of SUVs, there seems little hope of sensible self-regulation on behalf of the industry.
So, what are the policy options?
France has added a weight penalty to the purchase of SUVs. The tax will be triggered over a weight of 1,800 kg, adding €10 per additional kg to the retail price of the car. For example, the BMW 5 series would see between an extra €2,000 and €5,500 added to the retail price. However, before we applaud to wildly this French initiative (and it is a good intiative) we should bear in mind that much of the French-manufactured vehicles would escape this tax (think smaller Renault, Citroën, Peugot etc.). How EU countries deal with these large vehicles, even if there could be an impact on their own manufactured vehicles will be the real litmus test of intent.
There are also calls for an advertising ban on large SUV vehicles, as ECF reported last year. Again, in France, car manufacturers will have to feature a message encouraging people to consider greener modes of transport, such as cycling or public transport. The decree specifies that car makers will be obliged to choose from one of three messages:
- “For short trips, prioritise walking or cycling.” (“Pour les trajets courts, privilégiez la marche ou le vélo”)
- “Consider ride-sharing.” (“Pensez à covoiturer“)
- “In daily life, take public transport.” (“Au quotidien, prenez les transports en commun“)
Furthermore, advertising will be banned completely for vehicles emitting more than 123 grammes of CO2 per km from 2028.
The European Transport Safety Council has called for a ban on SUVs in urban areas, while some cities are imposing higher fines for traffic infractions on SUVs and large vehicles.
What about the European level? Well, its complicated - like everything in the EU!
Here are some ideas:
- There is a weight and dimensions limit for trucks and lorries, but there is none for M1 (passenger cars) or N1 (commercial vehicles; vans). A dimensional limit could be placed into the Weights and Dimensions legislation for passenger cars.
- Likewise the type approval regulations could be used to redefine the limits of weight and mass of a passeneger car.
- There could be an EU ban on larger car advertising along the same lines as those that exist for the tobacco industry.
- Passenger cars have to pass a plethora of safety testing requirements, including those to mitigate crashes with pedestrians (UNECE regulation 127). There are two tests within the pedestrian protection part of the legislation , one is a head form dropped onto a bonnet to measure the forces transferred to a hit pedestrian or cyclist. Another is a test to monitor the impact of the front of the vehicle on the legs and hips of a hit pedestrian. The first test is a test that must be passed (pass or fail), but the second is not; it only has to be monitored, manufacturers monitor it and...well that's it! If this test were mandatory, it would mean a sloping bonnet front, probably a reduction in height and would limit the design options for larger vehicles.
- The driving licence directive allows drivers to drive cars up to 4,250 kg on a Category B licence. This should be reduced to 3,500 kg at the very maximum. This would stop very large vehicles being driven on a Category B licence. It would perhaps even require a different driving licence for those who wish to drive a larger vehicle, such as large electric vans.
- All monster sized pick-up trucks are manufactured outside of the EU and are almost all imported, usually from the US. They are required to pass a type approval test in the same way as those vehicles manufactured in the EU. However, their type approval requirements are much less onerous and very easy to pass. The Individual Type Approval for these vehicles could be tightened to include more of the safety requirements from the General Safety Regulations that apply to all European manufactured cars.
- There is some evidence that the EU vehicle emissions legislation is actually behind some of the growth in the size and weight of motor vehicles. Under EU CO2 emissions law, heavier passenger vehicles are allowed to emit more CO2. The heavier a manufacturer’s fleet of vehicles, the less ambitious the CO2 emissions target. This should be investigated.
- Some cities, such as Tübingen in Germany, have introduced higher parking fees for SUVs, thus disincentivising their use.
At ECF, we do not believe that the contemporary challenges of urban mobility and sustainability can be adequately addressed with more and bigger cars, even if they are electric. Instead, we advocate for more and better cycling. An increase in active mobility, especially cycling, along with more walking and public transport can help us to achieve cleaner, safer, more sustainable and more equitable cities.
