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Still Stalled on Global Warming Pollution

Automakers not doing enough to reduce carbon pollution

Posted: 30-Aug-2007; Updated: 20-Sep-2007

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Global warming pollution from U.S. vehicles has grown steadily. But Toyota and BMW bucked this trend while boosting sales.

Global warming pollution from U.S. vehicles has grown steadily. But Toyota and BMW bucked this trend while boosting sales.

Our 2007 Carbon Burdens Update

Carbon pollution from America's cars is still on the rise.

Though the rate of heat-trapping pollution from U.S. vehicles has dipped for the first time in two decades, since 1970 carbon dioxide (CO2) emissions have gone up 73 percent. The main culprits? A steady rise in driving, a decline in fuel economy and no progress on truly renewable, low-carbon fuels.

Our latest study in a series on U.S. auto emissions, Automakers' Corporate Carbon Burdens, Update for 1990-2005 [PDF], shows that U.S. cars could do much better to fight global warming pollution. But it also reveals two bright spots that demonstrate reducing carbon emissions is both feasible and affordable.

New report focuses on carmakers, new cars as a means to curb global warming pollution

With over 200 million cars and light trucks on U.S. roads, effectively managing automobile carbon emissions is challenging. Many actors determine how much vehicles emit, including automakers, fuel providers, consumers and all levels of government.

Zeroing in on the role of automakers, our report looks at automakers' overall "carbon burden," a useful metric for measuring progress in reducing cars' impact on global warming. Carbon burden reflects two key factors that contribute to CO2 emissions: the efficiency of vehicles and the carbon intensity of the fuel they run on, as well as new vehicle sales.

Carmakers' product strategies have a profound impact on fuel efficiency and hence on the overall level of automotive carbon emissions.

"A complete climate policy solution for the auto sector is one that results in progressively lower carbon burdens," said John DeCicco, automotive expert for Environmental Defense.

Spotlight on troubling pollution trends: Emissions still rising

Our report is designed to inform policymakers about how to better manage carbon emissions from a holistic view. Our latest findings show that while the average CO2 emissions rate from new vehicles fell 3 percent from 2004 to 2005, it remained up a net 1.5 percent since 1990.

Leading this adverse trend were America’s Big Three — GM, Ford, and DaimlerChrysler — which all saw a net worsening of their fleet-average CO2 emissions.

Two bright spots: Toyota, BMW cut emissions rate

Both Toyota and BMW, in spite of rising light truck sales, are the only two U.S. carmakers that cut their average per-vehicle CO2 emissions rate.

These dips go a long way in demonstrating that while advanced technologies like hybrids can be potent curbers of CO2 emissions, the chief global warming pollutant, an array of solutions is available to auto manufacturers to reduce the impact of cars on global warming.

  • Toyota achieved significant CO2 reductions through incremental improvements on conventional technology in the Toyota Corolla, whose strong sales provided a bigger impact on CO2 cuts through 2005 than the more fuel-efficient Toyota Prius hybrid.
  • In addition to other fuel efficiency improvements across its lineup, BMW lowered its CO2 emissions with the Mini Cooper, demonstrating that creative, fuel-efficient designs can help reduce global warming pollution.

How the 'Big Six' stack up on carbon pollution

While the report goes into the details, below is a preview of some key findings regarding new fleet CO2 emissions trends for each of the six largest automobile manufacturers (known as the "Big Six").

General Motors - GM’s new fleet average CO2 emissions rate was 3 percent higher in 2005 than it was in 1990, while market share dropped 10 points. Rising light truck share and flex-fuel vehicle (FFV) credits more than offset the recent increases in the fuel economy of many GM models. Carbon burden fell 6.5 percent but remained the largest overall.

Ford - Ford’s market share dropped 7 points from 1990 to 2005, leading to a 5.8 percent drop in carbon burdens. Heavy use of FFV credits caused a 4.3 percent increase in fleet average CO2 emissions rate, accounting for most of Ford's total 4.7 percent increase in emissions rate.

DaimlerChrysler (DCX) - As a result of higher truck share and net lower fuel economy, DCX’s CO2 emissions rate was up 4.8 percent from 1990 levels, and the worst among all automakers. Market share increased 3 points. DCX had the greatest dependence on trucks, though showing recent signs of fuel economy improvement.

Toyota - Toyota’s CO2 emissions rate decreased 3 percent while its market share rose 7 points from 1990 to 2005. Its carbon burden growth — the greatest among the Big Six — was due entirely to increased sales.

Honda - Rapidly growing truck fraction pushed Honda’s CO2 emissions rate up 4.4 percent while market share gained 1.6 points from 1990 to 2005, but the company remained the fuel economy leader with a combined car and light truck average of 29 mpg.

Nissan - Growing truck reliance and declining truck fuel economy pushed Nissan’s CO2 emissions rate up 9.2 percent, the most among the Big Six, while the company gained 2 points of market share from 1990 to 2005.

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