立场文件-加速欧洲轻型商用车的转型

ACEA position paper Accelerating the transition of lightcommercial vehicles (LCVs) inEurope SCOPE AND DEFINITION This document focuses on light commercial vehicles (LCVs)1within the context of theEuropean Union regulatory framework, defined as category N1. Category N1 encompassesmotor vehicles equipped with at least four wheels, specifically constructed for the carriage ofgoods and having a technically permissible maximum mass not exceeding 3.5 tonnes.Unfortunately, a number of detailed provisions in the CO2 Regulation,Euro 6 and foreseenchanges due to Euro 7 are introducing a number of specificities to the upper limit of thissegment, which makes the definition quite complex and challenging for OEMs to comply withCO2 targets. BACKGROUND Vans are the backbone of “last mile” logisticsand arecritical for delivering goods andservices in remote areas. According to astudyfrom theCentre for Economics and BusinessResearch(CEBR), the gross value added–or economic activity–of van-reliant industrieswas estimated at €860 billion in 2023. Predominantly used by small and medium-sized enterprises, these vehicles empowerEuropean businesses, allowing them to meet customer expectations effectively. Beyondcommerce, vans facilitate essential services across Europe, from courier deliveries to criticalemergency operations, such as ambulances, rescue services, and policing. Given the varietyof their roles, many vans undergo multi-stage type approval–initially produced asincomplete vehicles, then customised by specialist bodybuilders into thousands of uniqueconfigurations tailored precisely to diversecustomer andmarket needs. EU van registrations rose steadilyfrom 2015, peaking around 1.75million units in 2019 before theCOVID-19 drop in 2020 and apartial rebound in 2021. Activityweakened again in 2022, thenrecovered through 2023 and 2024toward pre‑pandemic levels, but farfrom them(-9.2% lower than 2019level). In the first half of 2025, newEU van registrations fell by 13.2%year over year. Source: ACEA Source: S&P GLOBAL MOBILITY It needs to be acknowledged that vans have very often specific missions and many need tobe “operational“ 24/7 with different recharging/refuelling requirements in comparison with thepassenger cars. For specific segments,customers also refuse trade-off between payloadand enlarged battery.Those factors are currently limiting electrification in the vans segment.This also endorses higher need for the use of decarbonised fuels due to lower electrificationrates in order to decarbonisetheoverall footprintof the van segment. Foreseen regulatory changes, especiallytheelimination of the reference mass due to Euro7,orthechange of theutility factor (UF)–which eliminates in principle the PHEV technologyunder current thresholds–are a significant barrier for electrification in van segment. Specific attentionshouldbe given toLCVswitheightandnineseats, which–althoughultimately classified under the M1 category for regulatory compliance (and thus excludedfrom the N1 scope)–play a distinct role in reducing emissions. By transporting a highernumber of passengers, these vehicles substantially reducetheneed for using multipleindividual cars. This positive contribution should be duly recognisedin the CO2 calculation. It has to be noted that contrary to the passenger cars, the amount and range of fiscalincentives for vans is also significantly lower. ELECTRIFICATION IS LAGGING BEHIND For all the above-mentioned reasons,the electrification of the van segment is lagging behind,despite the fact that manufacturers have expanded the range of options available toEuropean fleets, offering greater diversity in vehicle range, payload capacity, and brandselection across all major light commercial vehicle segments–small, medium, and large. Inthe first half of2025, registrations of electrically-chargeable vansin the EUreached9.5%of market share (up from 5.8% in Q1-Q22024), and hybrid van registrations accounted for a2.6% market share.Unfortunately,PHEValso representsignificantlylower market share incomparison to thepassenger cars, where this technology helpsmoreto the CO2compliance.LCVCO2 compliance is in principle fully dependent on BEV vans. Despite this broad commercial offer, battery-electric van sales in the EU's key marketsremain insufficient to meet the 2025 compliance target, currently achieving an 8.7% marketpenetration. It would require the battery-electric vehicle share to reach 15-20% to complywiththe required 15% CO2 reduction target in 2025-2029.Moreover, this issignificantlybelowtherequested 50%CO2 reductionfor2030 (ie injustfouryears). KEY CHALLENGES TOWARDS HIGHERELECTRIFICATION RATES FOR VANSSEGMENT 1.Insufficient recharging and refuelling infrastructure–Persistent barriers includelimited access to charging solutions and the critical necessity for cost-effectiveovernight charging to ensure favourable operational economics. Furthermore,reliance on frequent and costly fast-charging remains a notable deterrent