Mystery Deepens in Singapore’s War on the Tesla All-Electric Vehicle
The LTA claimed to have relied on the United
Nations Economic Commission for Europe (UNECE) R101 standards. UNECE told a
Singapore news agency that Singapore is not one of the contracting parties to
the 1958 Agreement which ratifies the harmonisation of vehicle regulations. In any case, the UNECE R101 standards do not have
any provisions to measure non-existent carbon emission of all-electric vehicle
like the Tesla Model S.
The news agency quoted Mr Jean
Rodriguez the UNECE Information Chief that the “LTA appears to have applied UNECE R101 correctly when assessing the carbon emission of a used Tesla
Model S recently”. Yet, the only R101 protocol pertaining to pure electric vehicles only
specifies the way to measure the energy consumption of the vehicle or
“tank-to-wheel”. The alleged
statement by Chief Rodrigeuz would thus “appear” disingenuous since it is
inconsistent with the capability of his R101 Standards.
It is however unknown whether VICOM,
the Singapore vehicle inspection company, has been assessed to have the
necessary equipment and has actually been certified by UNECE to conduct the
R101 tests so as to make the relevant valid computations.
Chief Rodrigeuz also further pointed
out that Singapore LTA appears to be the only national
regulator to have included power grid emission into the evaluation
of electric vehicles’ (EVs) carbon footprint.
What this means is that the LTA had acted arbitrarily
when factoring in the power grid emission without scientific support from any international
authoritative test or quality standards.
From the determination of electric energy consumption to
the attribution of carbon emissions by the Tesla EV would require the LTA to
adopt a series of assumptions not hitherto supported by any international
protocol or quality standards. The results are understandably dubious
and questionable. For example, the LTA claimed to have
calculated that the
electric energy consumption of the imported used Tesla car to be 444Wh/km, and
translated that to the equivalent of 222g/km of CO2 after factoring a grid
emission factor of 0.5 CO2/Wh.
Actually, the official Singapore’s Grid
Emission Factor is about 0.43g CO2/Wh not 0.5 g. And the United States Environmental Protection
Agency (EPA) had recommended electric energy consumption of almost half of
444Wh/km for city driving.
Now we know a little more how LTA
determined and subjected the Tesla EV to the resultant C3 S$15,000 carbon tax
surcharge band under its Singapore's Carbon Emission-based Vehicle (CEV) Scheme,
thus placing the Tesla all-Electric Vehicle with non-EV car models like the Mazda
8, Land Rover Freelander, Lexus RX270 and Maserati Ghibli.
In other words, the LTA
has deemed the Tesla Model S pure electric vehicle to be as polluting as the
other fossil-fuel vehicle addicts.
Seriously, LTA?
This would of course make Singapore a
laughing stock in the world of sustainable energy and sustainable electric mobility.
This incident with the Tesla EV
severely tested the capability of our fossil-fuel based authorities and the
limits of fossil-fuel vehicle regulations.
We are found seriously wanting and in need of fundamental change in our
mindsets, policies and practices.
In the final analysis, the LTA has
actually made a decision error in the Tesla EV case. It failed to apply and follow its own
definition and policy. The LTA has already
defined carbon emissions explicitly in its CEV Scheme as “the release of carbon
dioxide from the use of a vehicle” and it “measures … the weight of carbon
dioxide (CO2) released for every kilometre that the vehicle is driven”.
It is thus disingenuous to compound
its error by confusing sustainability-minded motorists with references to
irrelevant and non-universal variables and factors. Singapore’s reputation as a leader and active
warrior against climate change by making fossil fuel history has been damaged
by this incident. Let’s restore our
reputation for political leadership and hard-headed decision-making.