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Tackling real world emissions from cars

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Light duty vehicles (LDVs) emit more pollutants on the road than in laboratory conditions. In order to solve this problem the Commission decided to introduce complementary type-approval procedures to measure gaseous and particulate emissions during real driving to make sure that they are similar to legal emission limits. To achieve this, the Real-Driving Emissions-Light Duty Vehicles (RDE-LDV) working group was created in 2011. Work in this group is currently focused on RDE tests during initial type approval.

This paper has been prepared by T&E to aid the work of this group. The paper considers the main topics of discussion: data analysis methods, boundary conditions, conformity factor, equipment (portable emissions measurement system – PEMS) and scope.

EU Energy Ministers must choose right path for the world’s climate and food security

On 12 December, energy ministers will come together in Brussels to vote on the European Commission’s proposed reform of EU biofuel policy. The reform is designed to reduce the environmental and social impacts of EU demand for biofuels – specifically the Indirect Land-Use Change (ILUC) effects of their production. This media advisory outlines how, if left unchanged, current policy will lead to higher instead of lower greenhouse gas emissions compared to fossil fuels, will destroy forests and damage biodiversity, will push small scale farmers off their land and threaten the food security of the world’s poorest people.

Las arenas bituminosas y la Directiva sobre la Calidad de los Combustibles

Lo que es: La Directiva relativa a la Calidad de los Combustibles (FQD) establece para 2020 el objetivo de reducir en un 6% las emisiones de carbono de combustibles de transporte. Se trata de un objetivo acorde a la neutralidad tecnológica que deja a la industria una gama de opciones para cumplirlo de la forma económicamente más rentable. Una de estas formas es suministrando combustibles alternativos bajos en carbono como los biocombustibles sostenibles o la electricidad limpia.

Lo que no es: La propuesta de la Comisión de implementar la FQD asigna la intensidad de carbono a todas las materias primas de combustibles fósiles, concretamente, las arenas bituminosas, el carbón líquido, los esquistos bituminosos, el gas licuado y el petróleo convencional. NO discrimina los recursos según su localización geográfica; sólo se trata de la intensidad de carbono de cada fuente de combustible. Conforme a esta propuesta, los esquistos bituminosos tienen un valor de intensidad de carbono más alto que las arenas bituminosas. El «valor predeterminado» para las arenas bituminosas NO sólo está establecido para el petróleo canadiense, sino también para todos los combustibles que provengan de arenas bituminosas de cualquier parte del mundo, incluyendo Venezuela, Rusia, Madagascar y los EE.UU.

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Nisipurile Bituminoase si Directiva Privind Calitatea Carburantilor

Despre ce este vorba: Directiva privind Calitatea Carburantilor stabileste o tinta de 6% de reducere a intensitatii emisiilor de carbon pentru toti carburantii din transport, care sa fie atinsa pana in 2020. Aceasta tinta este neutra tehnologic, insemnand ca industria poate alege cea mai eficienta cale pentru a o atinge. Spre exemplu, acestia pot furniza carburanti cu intensitate mica de carbon, precum biocombustibili sustenabili sau electricitate din surse regenerabile.

Despre ce nu este vorba: Propunerea Comisiei pentru implementarea Directivei privind Calitatea Carburantilor aloca valori de intensitate a carbonului pentru fiecare sursa de combustibili fosili, precum nisipurile bituminoase, carbunele lichid, titeiul de sist, gazul lichefiat si titeiul conventional. Aceasta nu discrimineaza intre surse pe baza locatiei geografice. Titeiul de sist primeste o valoare mai mare a intensitatii carbonului decat nisipurile bituminoase. “Valorea implicita” pentru nisipurile bituminoase nu se aplica numai celor din Canada, dar tuturor carburantilor produsi din nisipuri bituminoase oriunde pe glob, incluzand tari ca Venezuela, Rusia, Madagascar si Statele Unite.

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Sables bitumineux et directive sur la qualité des carburants – de quoi sagit-il?

Contenu et objectifs: La Directive sur la qualité des carburants - FQD pour ses sigles en anglais - fixe comme objectif de diminuer de 6 %, d’ici 2020, l’intensité carbone des carburants utilisés dans les transports. C’est un objectif technologiquement neutre puisqu’il laisse aux industriels le choix parmi tout un éventail d’options pour y parvenir de la manière la plus rentable. Une de ces possibilités consiste à fournir des carburants moins carbonés, comme l’électricité propre.

Les faux débats: La Commission propose pour la mise en œuvre de la FQD d’attribuer une intensité carbone à toutes les sources de carburants, qu’il s’agisse des sables bitumineux, du charbon liquéfié, des schistes bitumineux, du gaz liquéfié ou du pétrole conventionnel. Elle NE fait PAS de distinction entre les sources sur la base de leur origine géographique. Il s’agit uniquement de l‘intensité carbone de chaque source de carburants. Avec cette proposition, les schistes bitumineux ont un taux d’intensité carbone plus élevé que les sables bitumineux. La «valeur par défaut» spécifique pour les sables bitumineux, NE s’applique PAS seulement au pétrole canadien, mais à tous les carburants qui sont produits à partir de sables bitumineux, où que ce soit dans le monde, y compris au Venezuela, en Russie, à Madagascar et aux États-Unis.

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Tar sands and the Fuel Quality Directive - what is it all about?

What it IS about: The Fuel Quality Directive (FQD) sets a 6% reduction target in the carbon intensity of transport fuels to be met by 2020. This is a technology-neutral target that leaves to the industry a range of options to meet it in the most cost-effective way. What it's NOT about: The Commission proposal to implement the FQD assigns carbon intensity to all fossil fuel feedstocks, namely: tar sands, coal-to-liquid, oil shale, gas-to-liquid and conventional oil. It does NOT discriminate between sources on the basis of geographical locations; it’s all about the carbon intensity of each fuel source.

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Manipulation of fuel economy test results by carmakers: new evidence and solutions

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A growing body of evidence shows the current test used to measure car fuel efficiency is outdated, unrepresentative of real-world driving and lax enough to allow carmakers to systematically manipulate official test results at the expense of consumers’ trust. European institutions are presently finalising a regulation to lower CO2 emissions from cars and vans in 2020. This has stimulated intense debate when and how a new official test should be introduced. This briefing informs this debate in the light of new evidence from the International Council on Clean Transportation (ICCT) that for the first time compares progress in official and real-world vehicle fuel efficiency on a brand-by-brand basis.

Documento de posición: Vehículos de baja emisión de carbono: beneficios para los conductores, la economía y el medio ambiente

Los vehículos generan una octava parte de las emisiones de dióxido de carbono (CO2) de Europa. La cantidad de CO2 generada está directamente relacionada con la cantidad de consumo de combustible de los vehículos. Por lo tanto, los vehículos con una emisión de carbono inferior son más eficientes y económicos por lo que respecta al consumo de combustible.

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Vehículos de emisiones ultra bajas y supercréditos

En el año 2009, la Unión Europea estableció una serie de objetivos de obligado cumplimiento para reducir las emisiones de los vehículos nuevos a 130 gramos de CO2 por kilómetro (g/km) para 2015 y a 95 g/km en 2020.

En este documento se expone por qué y cómo se debe fomentar el mercado de vehículos hipocarbónicos sin reducir los considerables beneficios que se derivan del aumento de la eficiencia de los vehículos convencionales.

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A critical assessment of the Aachen study on the CO2 reduction potential for light commercial vehicles

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In 2010 the EU reached an agreement on CO2 emission standards for light commercial vehicles (vans). The final outcome was a significant weakening of the initial Commission proposal of 135g CO2/km. Misinformation about technological potential and inflated cost estimates convinced policy makers that the proposed target levels had to be weakened. A study which was instrumental in influencing policy makers was the 2010 Aachen (IKA) study. It had been commissioned by the German ministry of economy to inform its position and concluded that CO2 emission reductions from vans are extremely difficult and very expensive. Despite the availability of new and more up-to-date studies, today the same study continues to be used to assert that 147g is an “over-ambitious” target.This briefing analyses how the IKA study came to its results and assesses the credibility of these results. 

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