AUTONEWS

New PTFE-free battery anode cuts charging time and extends EV range

Dry battery electrodes promise a cleaner way to build the lithium-ion cells that power electric vehicles and grid storage. However, one stubborn material has sat at the center of that promise: PTFE, the fluorinated binder better known as the polymer behind Teflon. It helps hold dry electrodes together. Yet, in battery anodes it can also become part of the problem.

A team in South Korea says it has found a way around that tradeoff by changing not just the binder. In addition, they changed the shape of the graphite itself.

Researchers at the Korea Institute of Materials Science, working with the Korea Electrotechnology Research Institute, developed a PTFE-free dry anode built from spray-dried graphite granules. Instead of relying on PTFE fibrillation, the method uses the CMC-SBR binder system already common in commercial wet-electrode production. Then, it restructures the graphite into rounded secondary particles designed to improve lithium-ion movement through thick electrodes.

“This technology presents a new approach capable of overcoming the limitations of conventional PTFE-based dry-electrode processes,” said Jihee Yoon, senior researcher at Korea Institute of Materials Science. “We expect it to be highly applicable to next-generation EV batteries that require both high energy density and fast-charging performance.”

A different way to build a thick anode...Dry-electrode manufacturing has drawn growing attention because it cuts back on organic solvents and energy-intensive drying steps. That can lower production costs and carbon emissions. Additionally, it helps manufacturers build thicker electrodes that store more energy in the same footprint.

The catch is that most dry-electrode approaches have depended heavily on PTFE. In cathodes, that chemistry has advanced far enough to look commercially practical. Meanwhile, anodes are different. They operate at much lower voltages. Under those conditions PTFE is known to decompose, causing irreversible capacity loss and weakening the binder’s function.

The South Korean group took a different route. They mixed flake graphite, styrene-butadiene rubber, carboxymethyl cellulose, and carbon black, then spray-dried the slurry into granules. That process turned the graphite into spherical secondary particles with a more random internal arrangement.

That internal geometry mattered. Conventional graphite particles tend to align in ways that make lithium ions move less efficiently through the thickness of an electrode. In the new granules, the graphite flakes were reoriented into a more isotropic structure, exposing more edge planes and creating multidirectional transport pathways. As a result, the team said that helped reduce the transport bottlenecks that usually show up as electrodes get thicker.

What changed inside the electrode...Microscopy and structural analyses pointed to clear differences between ordinary slurry-cast graphite electrodes and the granule-based dry anodes.

The slurry-cast version showed a strong porosity gradient through the electrode thickness, along with weaker contact near the copper current collector. In contrast, the dry granule electrode showed more uniform porosity and more continuous contact with the collector. Larger pores were also more common in the dry granule electrode. However, researchers linked this feature to improved lithium-ion transport under high-current conditions.

Graphite alignment changed too. In the slurry-cast electrode, flakes tended to lie more horizontally. In the granule-based dry electrode, their orientation was broader and more random.

Schematc illustration of (a) fabrication processes of slurry-casted graphite (SC-Gr) and dry-processed granulized graphite (DP-GN), and (b) Li⁺ transport pathways during lithiation in the resulting electrode structures. (CREDIT: Energy Storage Materials)

That came with a tradeoff. Surface conductance was lower in the dry granule electrode, because randomly oriented graphite exposes more edge planes, and graphite conducts electricity far better along some directions than others. But for graphite anodes, the limiting factor in fast charging is often lithium-ion transport rather than electron flow. The researchers argued that giving up some electrical conductance was worthwhile if ion movement improved enough.

They also found a more even binder distribution. In slurry-cast electrodes, the SBR binder migrated upward during solvent evaporation, building up near the top surface. In the dry granule electrode, that migration was largely suppressed, leaving a more uniform structure across the full thickness.

Faster lithiation, stronger cycling...The performance gap widened as the electrodes were pushed to higher areal capacities.

At 5.5 mAh cm−2, the first lithiation capacities of the two anodes were close. At 6.9 mAh cm−2, the dry granule anode largely held its capacity, reaching 353.5 mAh g−1. Meanwhile, the slurry-cast anode dropped to 344.2 mAh g−1. The granule-based electrode also kept clearer voltage plateaus tied to graphite’s staging behavior. This is a sign of more uniform lithiation through a thick electrode.

A related measure told a similar story. As areal capacity increased to 6.9 mAh cm−2, the constant-voltage contribution in the slurry-cast anode rose sharply to 13.5 percent. In the dry granule anode, it stayed lower at 8.5 percent, indicating less severe transport limitation during charging.

The dry granule electrode also showed slightly higher lithium-ion diffusion coefficients across the lithiation range. In a specially designed reaction dynamics analysis cell, current repeatedly favored the granule-based electrode over the slurry-cast one. That advantage became much stronger at higher charging rates.

In half-cell testing at 6.9 mAh cm−2, the dry granule anode delivered 353.5 mAh g−1 in the formation cycle with an initial Coulombic efficiency of 92.6 percent. The slurry-cast anode reached 344.2 mAh g−1 and 90.3 percent. At 2C, the dry granule electrode delivered 109.5 mAh g−1. In comparison, the slurry-cast version delivered 81.1 mAh g−1.

During cycling at 0.5C, the dry granule electrode started higher and stayed higher. It retained 76.3 percent of its initial capacity after 40 cycles. That compared with 69.6 percent for the slurry-cast electrode.

Why leaving out PTFE mattered...The team also compared the new anode directly with a PTFE-based dry electrode.

Here the contrast was sharp. The PTFE electrode showed an abnormally high initial charge capacity of 470.8 mAh g−1 and a much lower initial Coulombic efficiency of 70.0 percent, compared with 92.6 percent for the PTFE-free dry granule anode. Additionally, differential capacity plots pointed to extra reduction reactions in the PTFE system before the main graphite lithiation process, consistent with PTFE decomposition.

XPS measurements reinforced that picture. After lithiation, the PTFE electrode showed signs of decomposed fluorinated species and LiF formation. The PTFE-free system instead formed what the team described as more typical and stable interfacial species.

First-principles calculations supported the experimental results. PTFE had a lower LUMO energy than CMC or SBR, meaning it was more easily reduced under anode operating conditions. Its electronic structure also suggested that incoming electrons could directly weaken carbon-fluorine bonds. Therefore, this offered a mechanistic reason for the instability seen in testing.

In full cells, the differences remained. At 1C, the dry granule cell delivered 172.1 mAh g−1. The slurry-cast full cell delivered 155.6 mAh g−1. At 2C, the gap widened to 109.5 versus 90.3 mAh g−1. After 200 cycles at 1C, the dry granule full cell retained 151.1 mAh g−1, or 81.8 percent of its initial capacity. The slurry-cast cell retained 114.4 mAh g−1, or 71.5 percent.

Practical implications of the research...This work points to a cleaner route for making thick, high-energy battery anodes without relying on PTFE. By pairing an industry-standard CMC-SBR binder with spray-dried graphite granules, the process may be easier to scale than a completely new binder system.

The results suggest manufacturers could build dry electrodes with better fast-charging behavior, more stable cycling, and more uniform internal structure. Additionally, that would reduce solvent use, drying steps, manufacturing energy demand, and fluorinated-material concerns.

For electric vehicles and energy storage systems, that combination could help support longer driving range, faster charging, and lower-emission battery production.

This breakthrough eliminates the need for polytetrafluoroethylene (PTFE)—a traditional chemical binder that can degrade battery life and is subject to strict environmental regulations. Furthermore, moving away from PTFE allows manufacturers to completely drop toxic liquid solvents (such as NMP) and massive drying ovens from the production line.

By eliminating the wet-slurry process, this new method offers several distinct advantages for electric vehicles:

Enhanced fast-charging: The absence of PTFE-based blockages improves the internal uniform structure, lowering charge transfer resistance and allowing ions to move more freely.

Extended range: Dry-coated anodes can be made thicker and denser, packing more usable energy into the same physical space without sacrificing safety or performance.

Greener production: Without the need for heat-intensive drying ovens and solvent-recovery systems, factories can significantly cut carbon emissions, manufacturing energy, and production costs.

source: Korea Institute of Materials Science

BMW

2027 BMW X6

BMW has already begun developing the fourth generation of the X6 SUV. This highly coveted model from the German brand will undergo a complete overhaul and is expected to hit the streets by 2027. It will feature a host of advancements over the current X6, ranging from a more futuristic design—adopting the controversial "Neue Klasse" styling language—to the introduction of an all-new, fully electric variant. Here are the details.

As mentioned, the new generation—the fourth for the X6 SUV—will not hit the streets until 2027. It is expected to launch a year after the new X5 (pictured above and below), which arrives earlier in 2026; the X5 is already undergoing road tests in Europe with its final bodywork. Both vehicles share the same platform and numerous components.

Visually, the new 2027 BMW X6 will boast an even more aggressive and imposing look. Internally at BMW, this new generation is known by the code G66, whereas the current generation is the G06. Its design will adopt the new and controversial "Neue Klasse" styling language, which is set to be applied to virtually all BMW models moving forward, from the 3 Series to the new M5. Up front, the highlights will be ultra-slim headlights equipped with Laser Light technology and a redesigned signature kidney grille featuring "Iconic Glow" LED illumination instead of aluminum trim.

The SUV's bodywork will feature more aerodynamic lines; entry-level versions will come with 21-inch wheels, while higher-end models will sport 22-inch or even 23-inch wheels. The new X6 (2026/2027) will be built on the same platform as the current model, known as "CLAR" (Cluster Architecture). This platform is already highly modern and supports various powertrain types, including internal combustion engines, hybrids, and electric motors. Production will continue at the Spartanburg plant in South Carolina, USA.

The interior of the 2027 BMW X6 will also impress; the cabin will feature the new layout BMW unveiled earlier this year at CES, the major annual technology trade show in Las Vegas. The new cabin is defined by BMW Panoramic Vision—a type of panoramic head-up display that projects information across the entire windshield.

Standard equipment... The cabin will utilize eco-friendly materials, such as vegan leather, and adopt a cleaner, minimalist style. Key standard features include four-zone climate control, an electrochromic panoramic roof with a "starlight" mode, front seats with a massage function, and a Bowers & Wilkins Diamond surround sound system delivering "a mere" 1,500 watts.

The new 2027 BMW X6 will be far more technologically advanced. It will feature Level 3 autonomous driving capabilities—allowing the vehicle to drive almost automatically on highways—and incorporate one of BMW's most advanced ADAS (Advanced Driver Assistance Systems). It is expected to come equipped with LiDAR technology, which uses laser pulses to map the vehicle's surroundings, enabling driver-assistance systems to function regardless of weather conditions—whether day or night, rain or fog.

Additionally, the remote smartphone parking feature will gain new functions, and driver-assistance systems will offer enhanced capabilities.

In terms of powertrains, the 2027 BMW X6 will be available in gasoline, diesel, plug-in hybrid, and fully electric versions. The primary entry-level model will be the 40i, featuring a 3.0-liter inline-six engine producing approximately 400 hp in the gasoline version and 360 hp in the diesel configuration. The big news is the arrival of two all-new, fully electric versions of the X6: one featuring rear-wheel drive and 520 hp, and a top-of-the-line model with all-wheel drive and around 700 hp. The latter will be capable of accelerating from 0 to 100 km/h in about 3 seconds, likely making it one of the fastest SUVs on the planet.

Launched in 2008, the BMW X6 was an instant success; the vehicle is essentially a cooler, coupé-style version of the X5. Interestingly, despite having less interior space and—at least in the version sold in Brazil—less power, the X6 is more expensive than its sibling. Yet, nine out of ten people prefer the X6 over the X5, drawn in by the model's striking, sporty, and imposing appearance.

The X6 was so successful that BMW's rivals followed the Munich-based automaker's lead: Porsche launched a coupé version of the Cayenne, as did Mercedes with the GLE and Audi with the Q8.

In Brazil, however, the new model won't arrive anytime soon; it is expected to land only in early 2028.

 

Autonews

 

AUTONEWS

Rolls-Royce Phantom Extended Regatta

Rolls-Royce Motor Cars has unveiled the Phantom Regatta, a unique Phantom Extended that pays homage to the racing yachts of the English south coast and the regattas they compete in each summer on the Solent - including the historic Cowes Week.

These features, along with the neighbouring port of Chichester, are visible from the Goodwood estate, where the car will be unveiled during the upcoming Festival of Speed. They are also linked to the marque's co-founder, Sir Henry Royce, whose beloved home, Elmsted, is in the coastal village of West Wittering, just eight miles from the marque's current headquarters.

The car's exterior is painted Regatta Blue, a deep marine shade, over an English White underbody, applied as a hand-applied two-tone finish that evokes the line where a yacht's hull meets the water. The car sits on 22-inch fully polished wheels, their surfaces reminiscent of the polished steel winches of a racing yacht.

The interior color scheme evokes a yacht under full sail: deep blue water below, with white canvas above. The front is upholstered in Navy Blue leather; the rear is finished in Grace White. The seat and door trims, contrast stitching and steering wheel are presented in both shades, and the RR monograms are embroidered in turquoise, the same turquoise as the clear coastal water.

Piano Milori veneer is paired with Open Pore Royal Walnut. The picnic tables alone required around 120 hours of precision craftsmanship. They are finished like the yacht’s deck, each composed of 16 “planks” of Royal Walnut, cut from the same piece of wood to ensure uniformity in the slat pattern. Between them runs a thin piece of black Bolivar wood, just two millimeters wide and cut as a single piece to avoid visible joints, in the manner of a closed deck.

The centrepiece of the interior is a hand-painted artwork that runs the full width of the cabin. The work, called ‘Watercolour’, was created by the brand’s artist using specially developed paints on an open-pore wooden base. To capture the movement of waves and open water, the artist created a new mixing technique, perfected over two weeks on numerous test panels while the colours and application methods were tested and adapted to their vision for a faithful interpretation of the sea.

The interior, the brand’s craftsmen created the ‘Bespoke Starlight’ ceiling. The pattern design consists of 1,307 hand-laid fibre optic ‘stars’ and is inspired by the swirling tidal currents around the Isle of Wight. This exquisitely crafted reference is complemented by illuminated doors.

The car hides a detail. Each eye-shaped air vent is engraved with a set of geographical coordinates, visible only when the vent is tilted forward. The passenger-side air vent contains the coordinates of Goodwood House, 50°52'12"N 00°44'24"W; the driver-side air vent carries the coordinates of Rolls-Royce House, 50°51'13"N 00°44'40"W. The two points are located a mile apart and together fix the Phantom Regatta to where it came from.

AUTONEWS

An electrifying prospect: Retrofitting diesel buses instead of replacing them

An Empa study shows that retrofitting existing diesel buses for electric operation would allow the entire European bus fleet to be electrified about 15 years earlier. This would benefit not only the environment but also bus operators. With the cost savings, they could expand public transportation services – without a significant need for additional infrastructure.

One our biggest “to-dos” on the path to net-zero is transportation. Electric vehicles are replacing internal combustion engines; public transit is expected to grow, while private vehicle use is likely to decrease. Buses are a particularly attractive option for expanding public transportation: Unlike railways, they require virtually no new infrastructure. If private vehicle use declines at the same time as bus capacity expands, existing roads will have enough space to accommodate additional buses.

However, to fulfill their role in promoting sustainability, the buses must run on electricity. Today, diesel buses are increasingly being replaced by electric buses. But this process is still in its infancy: In 2023, just under three percent of all buses on European roads were electric. “If the bus fleet remains constant, it will take until at least 2055 for more than 95% of all European buses to be replaced by electric ones,” says Harald Desing from the Technology and Society laboratory at Empa in St. Gallen. “That’s after 2050, the year by which the net-zero target is supposed to be achieved in Europe and Switzerland – and many countries and regions have set themselves even more ambitious goals.”

In a paper recently published in the journal Environmental Research: Infrastructure and Sustainability, Desing therefore examined the potential of a different approach. “If we retrofit existing buses to run on electricity instead of replacing them with new ones, we’ll achieve full electrification of the bus fleet about 15 years earlier – and save on emissions and raw materials in the process,” concludes the researcher.

Simple conversion for lower emissions...As part of the EU research project CircEUlar, Desing has examined in detail the potential of this so-called e-retrofitting for the European bus fleet. His study shows that the conversion would be technically and economically feasible. “There are already companies today that offer e-retrofits for diesel and gasoline vehicles,” says the researcher. The major advantage with buses is that the process and the required components could be standardized. “In contrast to the wide variety of cars, there are only a few model series of city buses, but they are produced in large numbers,” explains Desing.

The average lifespan of a diesel bus in Europe is about 20 years. After that, the end-of-life vehicles are usually sold to other countries, where they continue to operate for many decades – and continue to produce emissions. “That’s not the most sustainable solution. Climate change doesn’t stop at national borders,” says Desing. Retrofitting prevents the bus from continuing to run on diesel elsewhere – and the conversion itself causes about 20 to 50 percent less environmental impact per bus than the production of a new bus.

To convert a diesel bus into an electric bus, you essentially need to replace the engine and transmission. Batteries are installed in place of the exhaust system and diesel tank. Any auxiliary drives for the air conditioning, braking system, and power steering can be converted to small electric motors relatively easily. “With standardized retrofit kits, a single conversion would take only a few days. The electrification of the fleet could thus take place without significantly impacting day-to-day operations,” the researcher explains. Furthermore, the removed parts consist largely of steel and aluminum and can be recycled.

A faster and more cost-effective path to an e-bus fleet...Another advantage of retrofitting: Fleet operators would not have to wait for their vehicles to reach the end of their 20-year service life or artificially shorten it but could make the switch at any time. This could even extend the buses' service life: “Today, buses are replaced because they no longer meet modern emissions standards, such as those for particulate matter or noise,” explains Desing. “When the powertrain is replaced, the body and interior can often remain in service for much longer.” Bus operators thus save costs in the long term. Alternatively, these savings could also be invested in expanding the bus fleet.

The additional charging infrastructure for electric buses was not the subject of Desing’s study. However, the researcher is confident that this could be implemented relatively easily. “In locations with existing overhead lines, for example, buses can be charged while in motion,” the researcher explains. This would enable even greater cost savings during retrofitting, as smaller batteries would suffice.

To further pursue this promising strategy, the technology for e-retrofitting would need to be standardized and scaled up. Although his study focused on the European bus fleet, Harald Desing also sees potential for other countries and regions – though this would first need to be investigated more closely. It would also be conceivable to retrofit trucks, which are on the roads in even greater numbers.

E-retrofitting as a way to accelerate bus fleet electrification in Europe? Assuming a similar operational lifetime of the existing bus fleet in the coming decades, >95% electrification of the European bus fleet will not be achieved before 2055. As most European countries aim at becoming climate neutral before 2050, this strategy of replacing the current, predominantly diesel-powered bus fleet with new BEV will arrive too late. What we need, thus, is a strategy capable of accelerating bus electrification, not least to make public transport more attractive to motivate reduced car reliance.

The electrification of bus transit is one essential milestone on the road to reach cities’, regions’, and countries’ climate goals, improve air quality in urban areas and reduce noise pollution. Mature technological options are available on the market and new city bus registrations in Europe are on a fast track to reach 100% likely still this decade provided current growth rates continue (estimate by Transport & Environment). And in regional and inter-city bus transit, the share of battery electric vehicles (BEV) is also constantly increasing.

But the question is: is it fast enough to electrify the existing fleet compatible with Europe’s climate ambition? In the past 25 years, the number of buses on European roads (EU+4) remained about constant at roughly 800,000 units. More than 95% of the existing fleet in 2025 was powered by fossil drive trains (mostly diesel, some petrol, gas, and hybrids), which will have to be replaced to reach emission-free bus transit. The average lifetime in the last 25 years was around 20 years and replacements of buses were driven by improving emission standards and fuel efficiency.

''If 95% of all buses produced since 2010 and still on the road today would be retrofitted, it would allow to achieve electrification 15 years earlier than in the replacement scenario. For whole of Europe, this can safe 300 million tons of CO2,e emissions, more than the emissions of Spain in 2024''...Harald Desing, Scientist, Empa – Swiss Federal Laboratories for Materials Science and Technology

Bus electrification: time to replace the fleet are too long...Assuming a similar operational lifetime of the existing bus fleet in the coming decades and a very ambitious target of reaching 100% clean bus registrations by 2035, >95% electrification of the European bus fleet will not be achieved before 2057. As most European countries aim at becoming climate neutral before 2050, this strategy of replacing the current, predominantly diesel-powered bus fleet with new BEV will arrive too late even if we would ambitiously ramp-up new BEV bus registrations. What we need, thus, is a strategy capable of accelerating bus electrification, not least to make public transport more attractive to motivate reduced car reliance.

One possibility would be to shorten the lifetime of existing diesel buses and replace them with BEV prematurely. This strategy will, however, increase the cost of the public transport system and requires the bus industry to temporarily increase production numbers. If old diesel buses continue to get sold to countries outside Europe, they will remain on the road and thus still emit CO2 for many decades to come. Scraping functioning diesel buses prematurely, in contrast, is perceived a waste of resources and counter to the circular economy paradigm even though this would be environmentally beneficial.

Provided by Swiss Federal Laboratories for Materials Science and Technology

CITROEN

Citroen e-C3 TONIC

With the e-C3 TONIC special edition, Citroen continues its mission to make electric mobility accessible to all by offering a model designed for customers looking for a vehicle that is affordable, attractive and adapted to their daily lives.

Aimed primarily at urban buyers and drivers who want to switch to an electric car without compromising on the essentials, this new edition combines style, connectivity and ease of use at a particularly competitive price.

Based on the YOU trim level, the e-C3 TONIC builds on the strengths that made the new e-C3 a success: five full-size seats, industry-leading comfort and a practical approach to electric mobility. It builds on this foundation with a distinctive design signature, roof rails and a two-tone roof, as well as features highly appreciated in everyday use, such as its 10-inch colour touchscreen, to provide a modern, intuitive and connected experience.

Available in two options to best suit a wide range of uses and budgets, the e-C3 TONIC allows everyone to choose the solution that best suits their needs. This approach remains true to Citroën’s philosophy of making electric vehicles even simpler, more accessible and more relevant for as many people as possible.

With the TONIC special edition, Citroën is bringing new energy to its electric C3 by highlighting its distinctive and instantly recognisable design. This version stands out thanks to a combination of unique styling elements:

A two-tone roof available in Aden Red or Perla Nera Black, adding contrast and character.

The roof rails and rear spoiler are borrowed from the higher trim levels for a more aggressive look.

The Yellow Lemon elements on the front bumper add a fresh, bold and vibrant touch of colour.

The TONIC badge positioned below the door mirrors. Designed in an abstract, geometric style, it is a true signature of the edition.

A sticker that adds a graphic touch to the windscreen pillar.

Available in Blanc Banquise or Noir Perla Nera body colours, the e-C3 TONIC embraces a youthful, urban and expressive identity, in line with the expectations of customers looking for a car that is both affordable and satisfying to own.

Accessible and connected, the e-C3 TONIC offers all the essential features expected today, with an added touch of modernity. The interior emphasizes simplicity and comfort with:

A central, ergonomic 10.25-inch colour touchscreen.

A dashboard with fabric inserts, taken from the PLUS trim level, which enhances the perception of quality and visual comfort.

This warm and modern interior environment is fully in line with Citroën’s DNA, focused on ease of use and well-being in the vehicle.

The TONIC special series aims to offer affordable electric mobility adapted to every need. Depending on their use and budget, customers can choose between two range options:

The most affordable option, the e-C3 Urban Range, is equipped with a 30 kWh battery, offering a range of up to 206 km WLTP (293 km in urban driving) and the possibility of fast DC charging up to 30 kW, perfect for everyday urban and suburban journeys.

The most versatile option, the e-C3 Comfort Range, is equipped with a 44 kWh battery, offering up to 309 km WLTP (440 km in urban driving), and the possibility of fast charging up to 100 kW, which expands the possibilities of use with a longer range.

Each customer can thus choose the solution that best suits their lifestyle and driving habits.

 

Autonews

 

AUTONEWS

Airlines maintain flight frequencies despite increased competition from high-speed rail

The European Union supports high-speed rail as a sustainable form of transport and how market liberalization can help promote its development. Spain is one of the few countries where this measure has been implemented. In 2020, the market was opened to competition on the main high-speed rail corridors: Madrid–Barcelona, Madrid–Valencia, Madrid–Alicante, Madrid–Seville and Madrid–Málaga. As a result, both the supply of services and passenger demand increased. On these routes, the frequency rose from 78 to 115 journeys a day and the number of seats increased by 60% (from around 24 million in 2019 to around 37 million in 2023). As for demand, it rose by up to 45% (from around 20 million passengers in 2019 to over 30 million in 2023).

These positive results of liberalization increased the market share of high-speed rail to over 80% on most routes compared with air travel on those routes where the two modes compete. Airlines responded to this competition by reducing seating capacity, replacing some aircraft models with others of lower capacity. However, flight frequency remained unchanged.

“The significant increase in high-speed rail services in Spain following liberalization has not led to a reduction in the number of flights,” the three authors of the article conclude. They are Daniel Albalate, director of the Observatory for the Analysis and Evaluation of Public Policy at the UB; Albert Gragera, professor from the Department of Applied Economics at the UAB; and Pere Suau, head of the Sustainability, Management and Transport Research Group (SUMAT), affiliated with the Digital Transformation and Governance Research Centre  (UOC-DIGIT), and professor of Economics and Business Studies.

The liberalization of the high-speed rail market in Spain in 2020 led to an increase in passenger numbers compared with its competitor, air travel. Airlines responded to this increased competition by reducing seat capacity by 10% to 16%, while maintaining flight frequencies to preserve connectivity through their hub airports, according to a study by researchers from the University of Barcelona, the Universitat Autònoma de Barcelona and the Universitat Oberta de Catalunya published in Research in Transportation Business & Management.

The article explains how the European Union supports high-speed rail as a sustainable form of transport and how market liberalization can help promote its development. Spain is one of the few countries where this measure has been implemented. In 2020, the market was opened to competition on the main high-speed rail corridors: Madrid–Barcelona, Madrid–Valencia, Madrid–Alicante, Madrid–Seville and Madrid–Málaga.

As a result, both the supply of services and passenger demand increased. On these routes, the frequency rose from 78 to 115 journeys a day, and the number of seats increased by 60% (from around 24 million in 2019 to around 37 million in 2023). As for demand, it rose by up to 45% (from around 20 million passengers in 2019 to more than 30 million in 2023).

These positive results of liberalization increased the market share of high-speed rail to more than 80% on most routes, compared with air travel on those routes where the two modes compete. Airlines responded to this competition by reducing seating capacity and replacing some aircraft models with others of lower capacity. However, flight frequency remained unchanged.

"The significant increase in high-speed rail services in Spain following liberalization has not led to a reduction in the number of flights," the three authors of the article conclude. They are Daniel Albalate, director of the Observatory for the Analysis and Evaluation of Public Policy at the UB; Albert Gragera, professor in the Department of Applied Economics at the UAB; and Pere Suau, head of the Sustainability, Management and Transport Research Group (SUMAT), affiliated with the Digital Transformation and Governance Research Center (UOC-DIGIT), and professor of economics and business studies.

"This has implications for the promotion of high-speed rail as a more sustainable mode of transport," they add. "Making high-speed rail more attractive through market forces does not appear to be a path that will lead to significant environmental and climate improvements."

They suggest that the cause could lie in the interests of network airlines, "which must maintain high flight frequencies even if it means using smaller aircraft, as many domestic flights feed into the Madrid-Barajas hub. Even with fewer passengers, these flights continue to operate to fill intercontinental aircraft."

"In conclusion, if a market liberalization as successful as that of the high-speed rail network has not been able to reduce the number of flights, it is unlikely that any market dynamics will succeed in doing so," they state. They even argue that "even if, as is intended, Spanish legislation moves toward banning short-haul flights, its impact on the number of flights and emissions would be very limited if connecting flights to hub airports continue to be exempted."

How trains can be an alternative to planes in Europe... The Dutch airline KLM recently launched an advertising campaign called “Fly Responsibly.” Surprisingly, it seems to encourage viewers to travel less. “Do you always need to meet face-to-face?” it asks. “Can you take the train instead of the plane?”

The influence of environmental activist Greta Thunberg likely explains why airlines feel compelled to say these things. “Flight shame”—the feeling of guilt associated with choosing air travel when more sustainable alternatives exist—has left many airline customers feeling uneasy about the aviation industry, which consumes five million barrels of oil a day and is projected to be responsible for about 22% of carbon emissions by 2050.

High-speed rail networks in Europe already offer an alternative to air travel between European countries for distances of less than a thousand kilometers. For longer journeys, so-called “sleeper trains” are becoming increasingly popular. These services run overnight and provide passengers with a bed for sleeping. As more consumers question the ethics of their next flight, railway companies see an opportunity—and competition with airlines is heating up.

But can night trains help offset the international journeys most people currently make by plane?

The revival of European night trains...From 2009 to 2018, the European night train network shrank. The same holds true for conventional intercity rail networks, especially in Southern and Eastern Europe. This made air travel the only alternative on many routes. But that appears to be changing. When the German railway company German Rail decided to discontinue its overnight passenger train network in 2015, the Austrian federal railway (ÖBB) took over some of the services. In 2017, ÖBB’s night service carried approximately 1.4 million passengers, more than doubling its total passenger count from the previous year.

In 2018, ÖBB achieved a further 10% increase in passenger numbers. The company’s CEO, Andreas Matthä, stated that “night services are a viable alternative to short-haul flights” and pledged to continue investing in new services. Consequently, ÖBB is expanding its night train routes. Starting in January 2020, night trains will once again run between Vienna and Brussels, 16 years after the service was discontinued.

In the UK, Great Western Railway plans to refurbish its night trains to Cornwall. The Caledonian Sleeper, which serves London, Edinburgh, Glasgow, and Aberdeen, has been upgraded through a €150 million investment in new trains.

In response to a public petition, the Swedish government plans to reintroduce overnight rail services to other European countries. A night service from Malmö, in southern Sweden, to London is planned for 2022. The service could depart in the evening and arrive in the English capital by lunchtime the following day. Spanning nearly 1,300 kilometers, the trip is an example of the many rail journeys that could replace flights between European countries.

An alternative to air travel? Aviation industry executives are concerned that “flight shame” could threaten passenger traffic, and in some countries, this already appears to be happening. Swedavia, a company operating ten of Sweden's major airports, reported a 4% drop in passenger numbers in 2019 compared to the previous year. The decline was primarily in domestic travel, while the number of international passengers fell to a lesser extent. Despite this, European air traffic grew by 4.2% in 2019.

It is too early to tell whether the resurgence of overnight trains is a permanent trend driven by "flight shame." Nevertheless, environmental awareness continues to influence travelers' choices.

Researchers studying consumer profiles across different markets have recently identified a new type of traveler: the environmentally conscious traveler. People in this category strive to maintain the most sustainable lifestyle possible—and that includes reducing the number of flights they take.

However, researchers found that awareness of the environmental crisis does not automatically translate into behavioral changes, such as choosing alternative modes of transport over air travel. More often, distance and price are more powerful motivators, particularly for short- and medium-haul trips.

Source: University of Barcelona

AUTONEWS

Fiat Grande Panda test

It is larger than any Panda ever produced, falling just 1 mm short of the four-meter mark in length. In fact, it isn't a replacement for the third-generation Panda—which has just been discontinued in the UK but remains on sale in Italy and elsewhere.

Yes, the old Panda will be replaced in a few years, according to Fiat. Popularly known in Italy as the "Pandina"—a curious name—it is a very small car.

The Grande Panda, meanwhile, is larger: supermini-sized, though at the smaller end of the supermini spectrum. For the larger end of the supermini spectrum—with slightly more sophisticated, albeit more generic, trim—consider the 600. Oh, and for a more upscale compact Fiat, there’s the 500. Fiat’s specialty, now as always, is small cars.

Just look at it. Fiat’s head of design, François Leboine, is the man behind it. Immediately before joining Fiat, he was part of Renault’s advanced design team and created the model that would become the Renault 5. A real talent, without a doubt.

The Grande Panda isn't retro, but it captures the vibe of Giugiaro’s original 1980 Panda: a boxy shape, flat surfaces, practical plastic cladding, and a dashboard inside that resembles a shelf.

Fiat believes you’ll love this car for its "Fiatness," which is why they’ve stamped the name and monogram (four diagonal bars) all over it: on the seats, door panels, and rear pillar. The letters PANDA are even embossed into the doors—a move that isn't just for show, as it actually makes the panels more rigid.

Inside, the instrument cluster surround echoes the shape of the banked test track on the roof of the historic Lingotto factory. The pixelated lights and square vents are meant to evoke the windows of that building. It’s a bit of a stretch, perhaps, but the result is interesting nonetheless. There is just enough room for adults in the back seat. Fitting three people side-by-side is a bit of a squeeze, but the car's boxy shape ensures the outboard seats offer plenty of shoulder and headroom. It is more spacious back there than in the Renault 5.

There is plenty of space to store small items in the cabin, though most compartments lack lining, causing things to slide around and rattle with every movement. It might be a good idea to invest in a rubber case for your phone, a rubber wallet, a rubber sleeve for your water bottle...

A practical touch is the coiled, retractable charging cable—yes, just like a vacuum cleaner cord—hidden behind the Fiat logo on the front. This way, you don't have to carry it in the trunk or worry about it getting wet or dirty. It is 4.5 meters long, so even if you park with the charging port facing away from the charger, it will still reach the connection point.