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There is no single worldwide 2035 deadline requiring every country to end petrol and diesel car sales. Governments and regions have set, proposed or endorsed targets with different legal force and vehicle coverage. The clearest current regional example is the European Union: its in-force rules set a 100% emissions-reduction target for new cars and vans from 2035, while a separate European Commission proposal would change that target. Separately, the COP26 Zero Emission Vehicles Declaration is a voluntary collective ambition, not a uniform national law.
What “2035 for EVs” means—and what it does not
Most policies described as a 2035 vehicle “phase-out” concern the emissions or powertrains of new vehicles sold or registered after a date. They do not generally mean that existing petrol or diesel cars must be scrapped or taken off the road in 2035. Nor does a target necessarily require every new vehicle to be a battery-electric car: the outcome depends on the rule’s wording, the technologies it permits and its legal status.
For any 2035 claim, check four things: where it applies, whether it is binding or aspirational, which vehicle categories it covers, and whether it concerns new sales, registrations, fleets or all vehicles in use. The International Energy Agency’s Global EV Policy Explorer separates measures into legislation, proposals, objectives and announced targets, and distinguishes vehicle scopes. Its 2026 edition, last updated 20 May 2026, covers policies from around three-quarters of countries worldwide; it is useful for comparisons, but not a complete census.
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What the main 2035 commitments actually say
| Measure | Status | Scope and mechanism | What 2035 means |
|---|---|---|---|
| European Union vehicle CO2 standards | In-force regulation: Regulation (EU) 2019/631, revised by Regulation (EU) 2023/851, as described by the European Commission | Emissions standards for new passenger cars and vans | A 100% emissions-reduction target for new cars and vans from 2035 under the existing framework |
| European Commission package announced in December 2025 | Proposal; do not treat as enacted law | Would revise the EU standards, including a tailpipe-emissions target and specified compensation measures | Proposes a 90% tailpipe-emissions reduction from 2035, with the remaining 10% compensated through measures including low-carbon steel made in the Union or e-fuels and biofuels |
| COP26 Zero Emission Vehicles Declaration | Voluntary declaration by signatory governments | Collective ambition covering sales of new cars and vans | Signatories say they will work toward zero-emission sales by 2040 or earlier globally, or no later than 2035 in leading markets |
The European Union: an enacted target and a proposed change
What the current regulation provides
The European Commission says the existing EU framework sets a 100% emissions-reduction target for new passenger cars and vans from 2035. This is an emissions standard for new vehicles—not a requirement to remove existing combustion-engine vehicles from roads on that date. The distinction matters: a standard defines the regulated outcome, while the available powertrains depend on the final rules and any permitted compliance routes.
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The scale of the policy is tied to transport emissions. The Commission says passenger cars and vans together account for around 19% of the EU’s total CO2 emissions: around 16% from cars and 3% from vans. In 2024, zero-emission vehicles represented 14.5% of new car registrations and 6.4% of new van registrations in the EU, Norway and Iceland. Those registration figures cover those three markets together, not the EU alone. The Commission also reports that average CO2 emissions from newly registered cars in Europe fell 28% between 2019 and 2024, compared with a 9% fall for new vans.
What the December 2025 proposal would change
The Commission’s December 2025 proposal would replace the 100% target with a 90% reduction in tailpipe emissions from 2035, allowing the remaining 10% to be compensated through specified measures. It says the proposal would allow plug-in hybrids, range extenders, mild hybrids and internal-combustion vehicles to continue to play a role beyond 2035. These are features of a proposal, not a description of the in-force target. Check the legislative status before treating the proposed revision as law.
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What the global and country counts can—and cannot—tell you
The Zero Emission Vehicles Transition Council tracker reports that more than 16 governments have their own light-duty vehicle phase-out targets. It separately reports that more than 44 countries have signed the COP26 Zero Emission Vehicles Declaration. Those counts describe different categories: the declaration signatories are not 44 countries with binding national phase-out laws, and the tracker’s phase-out-target count does not by itself establish that every target is an enacted 2035 rule.
The declaration’s exact collective wording is: “As governments, we will work towards all sales of new cars and vans being zero emission by 2040 or earlier, or by no later than 2035 in leading markets.” That is an ambition by the declaration’s government signatories, not a single deadline automatically incorporated into each signatory’s national law.
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Available global tracker figures do not establish a complete, current list of countries with enacted national requirements specifically taking effect in 2035. A country-by-country answer should identify the government or jurisdiction, publication or effective date, legal status, vehicle scope, policy mechanism and whether the rule covers new sales or vehicles already on the road. Policies can also change as proposals move through legislatures.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Why a 2035 target does not guarantee a uniform EV transition
A target sets a policy direction; it does not by itself ensure that enough vehicles, charging access or supporting infrastructure will be available everywhere. The IEA’s Global EV Outlook 2026 identifies standards—particularly CO2 and fuel-economy standards for new light-duty vehicles—as an important driver of sales growth outside China. It also notes that EV sales stall in some regions where policy support is limited or charging infrastructure is inadequate.
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Charging is one practical part of that transition, alongside electricity supply and public charging networks. A home EV charger, including a Level 2 EV charger where appropriate, can suit some drivers, but it is not a universal requirement or a substitute for accessible public charging. Whether home installation is possible depends on the property, electrical system and applicable installation requirements.
Scenario projections are not deadlines or guarantees
The IEA’s 2026 outlook projects more than 450 million EVs globally by 2035 across vehicle types other than two- and three-wheelers in its Current Policies Scenario. In its Stated Policies Scenario, the number of electric cars rises from 21 million to 55 million by 2035, with most of that expansion occurring in emerging markets and developing economies. These are scenario results based on stated assumptions, not guarantees that governments will enact a phase-out or that every market will reach the same sales mix.
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How to check a 2035 claim for a particular country
- Find the jurisdiction and date. Confirm whether the statement applies nationally or to a subnational region, and when it was announced or adopted.
- Identify its legal status. Separate in-force legislation from an adopted policy, a proposal, an announced government target or a voluntary declaration. The IEA Global EV Policy Explorer uses these as distinct categories.
- Read the vehicle scope. Check whether it covers passenger cars, vans or other light-duty vehicles, heavy vehicles, two- and three-wheelers, or government fleets.
- Check the mechanism and deadline. An emissions standard, sales-share mandate, procurement goal and broad phase-out ambition are not interchangeable. Note intermediate milestones and whether the date concerns sales, registrations or deployment.
- Verify the latest legal text. Use the relevant government or legal source for the jurisdiction, particularly if a measure is still a proposal. The IEA explorer reports broad but not universal country coverage, so it should not be treated as exhaustive.
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