Where do Europe's unwanted polluting cars go? The University of Oviedo has the answer
A study by the University of Oviedo reveals that the EU exports millions of used cars to Africa, outsourcing its emissions while touting its green transition.
English · Original discussion in Spanish · Published
The green paradox: Europe exports millions of polluting cars to Africa
A study by the University of Oviedo confirms what anyone who has passed through the port of Algeciras already knew: the European Union exports millions of used petrol and diesel vehicles to developing countries, mainly in Africa. While European capitals restrict access to their city centres with low-emission zones and tighten their MOT tests (the ITV, Spain's vehicle inspection), cars deemed "polluting" in Europe keep running for years on other continents. The emissions reduction the EU claims in its statistics is, to a large extent, an accounting illusion: CO2 knows nothing about administrative borders.
The trap of territorial accounting
The study, published by researchers at the University of Oviedo, quantifies the flow of used vehicles leaving Europe for destinations such as Segarro, Nigeria or Ghana. Cars that fail the ITV in Europe or are excluded by environmental regulations are bought up by middlemen and shipped south. "The problem doesn't disappear, it just moves", sums up one of the analyses included in the discussion. The paradox is obvious: Europe boasts of a green transition while outsourcing the most awkward phase of the car's life cycle. While domestic emissions fall in the official reports, global ones barely change, because the same cars keep burning fuel somewhere else.
The recurring criticism is that green policies have become an exercise in "territorial accounting": sweeping your own doorstep and pushing the dirt towards your neighbour. This is made worse by the fact that recipient countries lack strict environmental regulations and, in many cases, the vehicles arrive without basic technical checks. Some voices from the scrapyard industry point out that cars that could still be driven in Europe are shipped straight to Segarro without being dismantled, because demand there is high and the price paid exceeds that of the local scrapyard.
Low-emission zones and the rural exile
The debate also highlights a parallel phenomenon within Spain: the oldest cars are not only exported, they also move to villages and rural areas where enforcement is laxer. "There are two Spains at the legislative level", it is pointed out. While in the big cities low-emission zones fine vehicles without a sticker, in small municipalities the ITV inspection is passed more leniently and restrictions are barely felt. As a result, the polluting vehicle fleet concentrates in the least populated areas, where public transport is scarce and the private car is essential. The question that arises is whether these policies are designed to improve the air in the capitals at the cost of harming the mobility and economy of already disadvantaged areas.
Business or hypocrisy?
Behind this flow lies a lucrative business. Middlemen, hauliers and corrupt politicians are mentioned as beneficiaries of the car shuffle. The Oviedo study does not delve into motivations, but scepticism towards the official narrative is widespread. If global emissions were really meant to be reduced, the most polluting vehicles would be forced to be scrapped instead of being allowed for export. But the reality is that the used car industry moves billions and creates jobs in the south, while Europe saves face.
The University of Oviedo study reveals nothing new to those who frequent the southern ports, but it does put figures to a phenomenon that dismantles the official narrative of the green transition. The question that remains in the air is: how long will Europe keep selling its pollution to those who cannot afford to ignore it?
Related debates in the forum
A study by the University of Oviedo confirms what anyone who has passed through the port of Algeciras already knew: the European Union exports millions of used petrol and diesel vehicles to developing countries, mainly in Africa. While European capitals restrict access to their city centres with low-emission zones and tighten their MOT tests (the ITV, Spain's vehicle inspection), cars deemed "polluting" in Europe keep running for years on other continents. The emissions reduction the EU claims in its statistics is, to a large extent, an accounting illusion: CO2 knows nothing about administrative borders.
The trap of territorial accounting
The study, published by researchers at the University of Oviedo, quantifies the flow of used vehicles leaving Europe for destinations such as Segarro, Nigeria or Ghana. Cars that fail the ITV in Europe or are excluded by environmental regulations are bought up by middlemen and shipped south. "The problem doesn't disappear, it just moves", sums up one of the analyses included in the discussion. The paradox is obvious: Europe boasts of a green transition while outsourcing the most awkward phase of the car's life cycle. While domestic emissions fall in the official reports, global ones barely change, because the same cars keep burning fuel somewhere else.
The recurring criticism is that green policies have become an exercise in "territorial accounting": sweeping your own doorstep and pushing the dirt towards your neighbour. This is made worse by the fact that recipient countries lack strict environmental regulations and, in many cases, the vehicles arrive without basic technical checks. Some voices from the scrapyard industry point out that cars that could still be driven in Europe are shipped straight to Segarro without being dismantled, because demand there is high and the price paid exceeds that of the local scrapyard.
Low-emission zones and the rural exile
The debate also highlights a parallel phenomenon within Spain: the oldest cars are not only exported, they also move to villages and rural areas where enforcement is laxer. "There are two Spains at the legislative level", it is pointed out. While in the big cities low-emission zones fine vehicles without a sticker, in small municipalities the ITV inspection is passed more leniently and restrictions are barely felt. As a result, the polluting vehicle fleet concentrates in the least populated areas, where public transport is scarce and the private car is essential. The question that arises is whether these policies are designed to improve the air in the capitals at the cost of harming the mobility and economy of already disadvantaged areas.
Business or hypocrisy?
Behind this flow lies a lucrative business. Middlemen, hauliers and corrupt politicians are mentioned as beneficiaries of the car shuffle. The Oviedo study does not delve into motivations, but scepticism towards the official narrative is widespread. If global emissions were really meant to be reduced, the most polluting vehicles would be forced to be scrapped instead of being allowed for export. But the reality is that the used car industry moves billions and creates jobs in the south, while Europe saves face.
The University of Oviedo study reveals nothing new to those who frequent the southern ports, but it does put figures to a phenomenon that dismantles the official narrative of the green transition. The question that remains in the air is: how long will Europe keep selling its pollution to those who cannot afford to ignore it?
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Summary of a discussion on Burbuja.info - Foro de economía, actualidad y política., translated from Spanish and reviewed before publication. Read the full discussion (76 replies).
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