Electromobility is at the heart of the debate on sustainable transportation, bringing with it a range of opportunities, challenges, and open questions. While some view it as a key lever in combating climate change, others question its actual sustainability. Electromobility plays a central role in European climate and transport policy and is seen as an indicator of how determined countries are to drive forward climate protection.
Since passenger cars and light commercial vehicles account for around 15% of CO₂ emissions in the EU, the shift from combustion engines to electric vehicles is a focal point of the “Fit for 55” package. According to EU regulations, only zero-emission new vehicles may be sold from 2035 onwards. But how strongly do Europe’s political camps support this transition? Which countries are considered pioneers and why?
Progress in Scandinavia is particularly striking. In 2024, the rate of newly registered electric vehicles in Germany, Denmark, and Sweden painted a very different picture. In Germany, only 13.5% of newly registered vehicles were battery electric, a drop of 27% compared to the previous year. Meanwhile, Denmark saw that share rise to 51%. In Sweden, battery electric vehicles made up around 35% of new car sales. Also significantly higher than Germany’s figure, despite a 15.9% decline from 2023.
How much of this is due to political conviction, economic structure, or societal acceptance? This blog post compares attitudes toward electromobility in Germany with those in the Scandinavian countries of Denmark and Sweden, and juxtaposes their respective strategies. A particular focus is placed on the Danish perspective, deepened through statements by Professor Dr. Erik Schaltz, an expert in electromobility and drive systems.
The German debate on electromobility
Germany’s automotive industry is undergoing a structural transformation from combustion engines to electric mobility. This shift is impacting a sector that, for decades, has been based on complex, specialized production processes involving numerous suppliers. In contrast, electric vehicles require significantly fewer components, fundamentally changing workforce and technological requirements. The ifo-Institute therefore warns of the potential loss of entire value chains and associated jobs.
Companies such as VW and BMW are investing in electromobility. In 2023, Germany was the world’s second-largest producer of electric vehicles after China, ahead of the United States. However, manufacturers have also made significant investments in combustion technologies, investments that could lose value if political course shifts, for example through stricter CO₂ limits or outright bans. The German Association of the Automotive Industry (VDA) thus advocates a gradual approach and greater flexibility during the transition to electromobility.
Another key point is the call for technology neutrality. Instead of focusing solely on battery electric vehicles, the industry urges openness to alternative propulsion concepts such as hydrogen, e-fuels, or plug-in hybrids.
A further major obstacle to electromobility in Germany is the lack of stable support policies: In 2023, government subsidies for electric cars were unexpectedly reduced or eliminated altogether. At the same time, the expansion of charging infrastructure still lags behind, especially in rural areas. Public acceptance of electric vehicles also remains hesitant. But why is that?
Between progress and skepticism
Electromobility is considered a cornerstone of a climate-friendly transportation shift. Yet the 2024 Mobility Monitor by acatech, the German Academy of Science and Engineering, shows that public acceptance in Germany has stagnated, or even declined.
The proportion of respondents considering the purchase of an electric car has dropped to 17%, the lowest level since surveys began. According to the study, the main reasons include concerns about driving range. Sixty percent of those surveyed still view EV range as insufficient. Many consumers report feeling inadequately informed about charging infrastructure, charging times, and costs. These uncertainties directly impact willingness to buy and trust in the technology. Additionally, 60% express skepticism as to whether electric vehicles are truly more environmentally friendly than combustion engines.
Factcheck: More CO₂ during production, but the lifecycle matters
It is often argued that battery production for electric cars causes more emissions than traditional combustion engines. For example, the AfD party claims in its 2025 federal election program that battery manufacturing is more environmentally damaging than conventional engines. While producing large batteries does emit more CO₂, electric vehicles emit significantly fewer greenhouse gases over their entire lifecycle. Studies claiming otherwise rely on outdated assumptions: They use unrealistically large battery capacities, a constant fossil-fuel energy mix, and overly short battery lifespans.
Denmark: Smart grids, tax policy, and wind power
In Denmark, there is broad political consensus across party lines: the energy transition is inevitable, and electromobility is a central tool, as an interview with Professor Dr. Erik Schaltz from Aalborg University reveals. Professor Schaltz is an Associate Professor at the Department of Energy and leads the research program for electromobility and drive systems. He also serves as guest and co-editor for several journals in the field of battery technology and electromobility.
He explains: “In 2020, Denmark set a goal to have one million electric vehicles on the road by 2023.” This target was part of the government agreement Aftale om grøn omstilling af vejtransporten, a pact on the green transformation of road transport. In reality, by February 2025, there were about 300,000 electric vehicles, around 12% of the Danish vehicle fleet. While the initial goal was missed, it nonetheless reflects strong political commitment to transforming transport.
Another key success factor for Denmark’s high acceptance of electric vehicles, according to Professor Schaltz, is tax incentives. Reduced charges allow consumers to purchase higher-performance, better-equipped electric cars for the same price as conventional vehicles. Particularly noteworthy is Denmark’s tax structure: Vehicles are subject to progressive taxation, meaning that a car with a list price of €30,000 can end up costing around €50,000 after tax. However, electric vehicles are largely exempt from these taxes, with buyers paying only 40 to 50% of the standard registration fee. These financial incentives significantly boost electromobility. Moreover, Denmark’s well-developed charging infrastructure increases the attractiveness of EVs.
A crucial element of Denmark’s electromobility success is its carefully coordinated subsidy policy. A 2020 study published in Energies by an international research team highlights Denmark as a model case: The national electromobility strategy is tightly linked to the expansion of smart grids. Since 2008, Denmark has invested in research and infrastructure to prepare the electricity system for fluctuating renewable energy sources.
Today, wind power supplies up to 60% of Denmark’s electricity, making EVs particularly eco-friendly. The country’s infrastructure policy for promoting battery electric vehicles is closely tied to its smart grid strategy. Smart grids balance electricity supply and demand in real time, by flexibly integrating renewables or smoothing out peak loads. In the long term, they will enable bidirectional charging, where electric cars not only draw electricity but also feed it back into the grid. As such, the development of Denmark’s charging infrastructure involves energy providers and infrastructure developers from the outset.
Sweden: A leading hub for battery technology
Sweden, too, is clearly oriented towards electromobility, though with a different focus. It is one of the world’s leading producers of batteries for electric vehicles. Between 2022 and 2027, the country’s annual battery production capacity is set to increase from 16 to 135 gigawatt-hours (GWh). This metric reflects how much energy can be produced in battery form per year and could supply millions of EVs.
Sweden’s battery strategy was developed by FossilFree Sweden, a government-initiated program, together with the EU’s EIT InnoEnergy. A broad reference group contributed to the strategy, including players across the battery value chain: companies like Northvolt, Scania, and Volvo, along with academics and municipal representatives. Northvolt is a leading Swedish EV battery manufacturer, while Scania and Volvo are major producers of electric commercial vehicles.
Sweden introduced a state purchase premium as early as 2012 to boost EV demand. Since 2018, the government has provided subsidies of SEK 10,000–60,000 (around €5,700) for low-emission vehicles. Meanwhile, combustion-engine vehicles are made less attractive through higher vehicle taxes. In early 2019, Prime Minister Stefan Löfven sent a strong political signal by announcing that no new diesel or petrol cars would be registered after 2030.
Electromobility is also factored into urban planning: Stockholm grants public space to companies for installing charging points. Economically, Sweden supports EVs through a combination of grants and tax relief. Challenges remain in achieving equal infrastructure distribution, as rural areas continue to lag behind.
Societal acceptance: A cultural comparison
Sweden and Denmark exhibit a high level of acceptance towards electromobility. In Denmark, the desire for energy independence plays a major role in supporting the transition to electric mobility. In Sweden, openness to new technologies is particularly evident in industrial policy, which actively promotes battery production as well as the extraction of raw materials and chemical precursors for battery cells.
In Germany, by contrast, there is often a more cautious attitude toward new technologies and a strong desire for planning security.
The ifo Institute for Economic Research advises in a recent policy brief that Germany should place less emphasis on costly national subsidies and special tax incentives, as they tend to have limited additional impact on climate goals. Instead, it recommends that German policymakers focus on effective CO₂ pricing within the framework of the EU Emissions Trading System. Complementary measures should include the consistent expansion of charging infrastructure, the strengthening of international supply chains, and the modernization of the power grid.
Abolishing the electricity tax could also help lower electricity prices and encourage investment in climate-friendly technologies, an important step towards establishing electromobility in Germany on a long-term and efficient basis.
RESEARCH | ARTICLE © Sophia Timmermann-Spallek and Pia Ebinger | Jade University of Applied Sciences, Wilhelmshaven, Germany
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