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The German Federal Government wants to establish Germany as a leading market for electric mobility. Potential environmental benefits and changes in the economic framework conditions of the energy sector are described in this paper. In order to quantify the electricity split which is actually used for charging electric vehicles, two economic models for the energy sector, a model for the market penetration of electric vehicles, a vehicle model and an LCA model are brought together. Based on an assumed dynamic increase of electric vehicles to 12 million in 2030, an additional electricity demand of about 18 TWh is calculated. If the vehicles are charged directly after their last daily trip, the peak load increases by 12% despite the small increase in electricity demand. First model calculations for the development of the European power generation system show that the direct impact on the construction of new power plants remains low even until 2030. An impact of electric mobility on CO2 certificate prices can only be seen from 2025 onwards and is limited to an increase in certificate prices by a maximum of 8 % in 2030. An optimisation is possible with intelligent charging strategies: The peak load without demand side management can be reduced by 5 GW and about 600 GWh of additional wind energy can used which would otherwise have been throttled due to feed-in management—about 3.5 % of the total electricity demand of electric vehicles. On the other hand, demand side management leads to more coal power plants instead of gas power plants being used to meet the additional electricity demand. If additional renewable sources are installed along with demand side management, the electricity for electric vehicles is almost carbon free. This is also reflected in the life cycle balance of electric vehicles which also includes vehicle and battery production: With today’s average electricity split in Germany, the greenhouse gas emissions of electric vehicles are about comparable to vehicles with conventional combustion engines. However, the electricity split in 2030 or the use of additional renewable energy sources lead to a significant advantage in the greenhouse gas balance

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Numerous studies have demonstrated the negative effect of particulate matter on human health. The EU therefore introduced ambitious limit values for particulate matter (PM10) in ambient air as early as 1999: an annual limit and a daily limit that can be exceeded on up to 35 days a year. These values are binding since 2005. The daily limit is still exceeded in many cities throughout Europe. Heated debates on the future of the daily limit are taking place at all levels of the EU in the context of the negotiations on the Commission's proposal on a new Air Quality Directive. Suggestions range from allowing a compliance time extension to increasing the number of days the daily limit can be exceeded, and abolition of the daily limit value. The deliberations have not yet been concluded, but the decisive European institutions have voiced support for keeping the daily limit while at the same time extending the compliance deadline. In this article, we will make the point that the problem can most probably be solved by allowing a compliance extension of around 5 years after the new directive enters into force. This would give the competent local authorities and the EU the time necessary to intensify their measures in order to comply with the daily limit in most areas where it is currently exceeded. An increase in the number of days the limit values may be exceeded, as called for by the European Parliament (EP), would therefore amount to an unnecessary lowering of the limit value.

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