需求激励措施很重要：在欧盟范围内让零排放汽车负担得起

Making zero-emission cars affordableacross the European Union INTRODUCTION MONETARY AND FISCAL INCENTIVES INFLUENCE THE PACE OF BEV ADOPTION Monetary and fiscal incentives are essential to driving the adoption of battery-electric vehicles (BEVs)across Europe and addressing ongoing market and policy challenges. Despite substantial industryinvestments and a growing range of more affordable BEV models for passenger cars1, their uptakeremains uneven. The data is clear: BEV market share tracks closely with GDP per capita. In high-income countries suchas Denmark, the Netherlands, and Finland, where purchasing power is stronger and incentives havebeen stable, electric car adoption is significant: two out of three new cars in Denmark are electric, andaround one in three in the Netherlands and Finland. Conversely, in lower- and middle-income memberstates, where average GDP per capita hovers around €26,000, the market share remains below 7%. It’snot a question of interest: it’s a question of access. Without incentives to close the price gap betweenelectric and combustion models, the transition risks becoming a privilege of wealthier nations. When governments act, the results are immediate. Poland’s new “NaszEauto” programme doubledBEV registrations within months, while Slovenia’s revamped grant scheme triggered an 89% surge inBEV registrations. Spain’s extended MOVES III programme has increased its BEV share to over 8%, andPortugal’s layered system of purchase bonuses, tax exemptions, and corporate incentives has madeit a notable overachiever, with a market share of more than 21%. These are not coincidences: they’recause and effect. Incentives lower the barrier to entry, create confidence, and make clean mobilityattainable for more segments of the population. But when incentives fade, so does momentum. France’s sharp cut in subsidies this year flattenedBEV growth, and Germany’s abrupt withdrawal of subsidies at the end of 2023 sent shockwavesthrough the entire EU market. Affordability is the keystone of the transition: without it, even the bestinfrastructure and the widest range of models can’t sustain the mass market demand needed toreach climate neutrality. Europe’s path towards reducing emissions from road transport depends onpredictable, long-term demand-side support, because making electric mobility affordable is how wemake it universal. And if one message stands out from the EU BEV market trends of the past years,it is this:demand incentives matter.This is why an upcoming proposal by the European Commissionto green “corporate fleets” in the light-duty segment should first and foremost focus on creatingincentives for that market segment rather than binding targets or mandates. The following report provides a snapshot of incentives at the national level and their impact on theBEV uptake in selected EU member states. The current report only covers the passenger car market.As commercial vehicles operate under a distinct business model, their demand incentives should bestructured differently. BEV MARKET SHARE TRACKS CLOSELYWITH GDP PER CAPITA HIGH GDP CLUSTER (> €40,000 PER CAPITA) This group comprises eleven of EU’s most prosperous markets2, with an average GDP per capita of€63,680 and an average BEV market share of 29.7%. Denmark leads the way with an impressive 63.8%BEV share, followed by the Netherlands (35%) and Finland (34.2%). Even the more modest performersin this group – Germany (17.7%) and France (17.6%) – surpass the EU average for H1 2025. Thesecountries benefit from strong consumer purchasing power and advanced charging networks, makingelectric vehicles an economically attractive choice for buyers. LOW-MEDIUM GDP CLUSTER (≤€40,000 PER CAPITA) This cluster encompasses sixteen markets3with an average GDP per capita of €26,059 and asignificantly lower average BEV share of 6.9%. Portugal stands out as an exceptional performer, witha 20.2% BEV share, despite moderate income levels, while Eastern European countries like Slovakia(4.4%), Bulgaria (4.7%), and Poland (5%) lag considerably. The income constraint in these marketscreates affordability barriers that policy interventions have struggled to overcome, resulting in BEVadoption rates well below European averages. WHY DO INCENTIVE SCHEMES MAKEA DIFFERENCE FOR BEV UPTAKE? BEST-PRACTICE INCENTIVE SCHEMES TO FOLLOW Poland Poland’s new “NaszEauto” programme, launched in February 2025 with a PLN 1.6 billion (≈€376million) budget, provides private individuals with a base subsidy of PLN 18,750 (≈€4,400), or PLN30,000 (≈€7,050) in other cases, such as private leases, sole traders4, or large-family card holders5, fornew BEVs with a net list price not exceeding PLN 225,000 (≈€52,900) VAT excluded. Additional bonuses include PLN 10,000 (≈€2,350) for scrapping an old internal combustion engine(ICE) vehicle and up to PLN 11,250 (≈€2,650) for low-income households, with total subsidies cappedat PLN 40,000 (≈€9,400). As a result,BEV registrations jumped