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CO2 emission limits for LDV, cars, etc

FACT SHEET NO.: Cat-No.5 / Subcat-No.5.3-2


General Information

Title

FACT SHEET NO.: Cat-No.5 / Subcat-No.5.3-2

Category

5. Efficiency standards & Flanking measures

Subcategory

5.3 Standards: environment

Transport policy measure (TPM)

CO2 emission limits for LDV, cars, etc

Description of TPM

As part of the Community’s integrated approach to reducing CO2 emissions from transport activities CO2 emissions can be regulated to set emission performance standards for new vehicles registered in the European Union Community at different point of time. [1]

Implementation examples

Regulation (EC) 443/2009 already sets CO2 emissions standards for European car manufacturers in terms of average maximum CO2 emissions of new vehicles registered in the European Union in 2015 and 2020. For passenger cars average CO2 emissions of the new vehicle fleet should be 130 g/km in 2015 and 95 g/km in 2020. The regulation also takes into account the mass of vehicles by an equation calculating the specific CO2 emission target per manufacturer. [1]
Regulation (EC) 510/2011 is setting CO2 emission standards for new light duty vehicles (LDV). The CO2 emission target for 2017 is 175 g/km, for 2020 147 g/km. [2]

Objectives of TPM

- to reduce CO2 emissions and improve fuel efficiency of new registered vehicles
- to create incentives for the vehicle manufacturers to invest in new technologies [1]

Choice of transport mode / Multimodality

Decreasing costs for fuel per km evoke a rebound effect in terms of increasing modal share of the regulated road transport mode. As modal choice depends largely on out-of-pocket costs for fuel, higher investment costs for the vehicles are not relevant for the modal choice. [8]

Origin and/or destination of trip

Trip frequency

Choice of route

Timing (day, hour)

Occupancy rate / Loading factor

Energy efficiency / Energy usage

Reducing CO2 emissions of road vehicles can be achieved by inreasing energy efficiency of fossil fuel cars and by alternative fuel cars with less CO2 emissions [3]

Main source

[1] European Commission (2009): Regulation (EC) No 443/2009 of the European Parliament and of the Council of 23 April 2009 setting emission performance standards for new passenger cars as part of the Community’s integrated approach to reduce CO2 emissions from light-duty vehicles
[2] European Commission (2011): Regulation (EC) No 510/2011 of the European Parliament and of the Council of 11 May 2011 setting emission performance standards for new light commercial vehicles as part of the Union's integrated approach to reduce CO 2 emissions from LDV
[3] European Commission (2007): Possible regulatory approaches to reducing CO2 emissions from cars 070402/2006/452236/MAR/C3: Final Report
[4] European Commission (2007): Proposal from the Commission to the European Parliament and Council for a regulation to reduce CO2 emissions from passenger cars - Impact assessment.
[5] Robert M., Johnson D. (2006): Assessment of transport policies toward future emission targets - a back casting approach for Stockholm 2030. In: Journal of Environmental Assessment Policy and Management, Vol. 8, No. 4
[6] Schade W. et. al. (2010): The iTREN-2030 Integrated Scenario until 2030. Deliverable 5 of iTREN-2030 project cofounded by European Commission 6th RTD Programme. Fraunhofer-ISI, Karlsruhe, Germany.
[7] Schade W. et. al. (2012): Bottom-up quantifications of selected measures to reduce GHG emissions of transport for the time horizons 2020 and 2050: Cost assessment of GHG mitigation measures of transport. Deliverable D3.1 of GHG-TransPoRD. Project cofounded by European Commission 7th RTD Programme. Fraunhofer-ISI, Karlsruhe, Germany.
[8] Schade W., Rothengatter W. (2011): Economic Aspects of Sustainable Mobility. On behalf of the European Parliament, DG for Internal Policies.
[9] Nieuwenhuis P. (2007): Car CO2 Reduction Feasibility Assessment; is 130g/km Possible? Centre for Business Relationships, Accountability, Sustainability and Society, Cardiff, Wales.
[10] Smokers R. et.al. (2009): Review and analysis of the reduction potential and costs of technological and other measures to reduce CO2-emissions from passenger cars. Delft, The Netherlands.
[11] Fiorello et. al. (2012): Results of the technoeconomic analysis of the R&D and transport policy packages for the time horizons 2020 and 2050. Deliverable D4.1 of GHG-TransPoRD: Project co-funded by European Commission 7th RTD Programme. TRT Trasporti e Territorio SRL, Milan, Italy.
[12] Rothengatter W., Krail M. (2008): Sozialverträglichkeit der Nutzerfinanzierung für die Verkehrsinfrastruktur. Study on behalf of Friedrich Ebert-Stiftung, Karlsruhe, Germany.

Traffic Impacts

Passengers 

         

Transport operators 

           

Unassigned 

         

Travel or transport time

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Risk of congestion

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Vehicle mileage

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Service and comfort

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Overall impacts on social groups

Mainly persons in medium to high income groups can benefit from more fuel efficient vehicles as lower income groups have a generally lower motorization rate and a higher share of small vehicles which are already comparably fuel efficient. [12] Higher investment costs mainly affect modal share of persons in low income groups.

Implementation phase

During the implementation phase, vehicle manufacturers have to widen their vehicle portfolio and offer more fuel efficient or alternative fuel vehicles. Vehicle prices for fuel efficient vehicles could be higher than in the operation phase as the level of learning is still on an initial level. [7]

Operation phase

Summary / comments concerning the main impacts

Fossil fuel based vehicles need to be equipped with additional technology to reduce fuel consumption. Hence, higherinvestment costs for vehicles could lead to an increased use of public transport especially for people in lower income groups [3]. Rebound effects can occur as the competitive position of cars improve against other modes which can result in an overall increasing vehicle mileage. [5]

Quantification of impacts

EU27 passenger-km by car are expected to increase due to a rebound effect initiated by significantly decreasing fuel costs by up to 7% until 2020. [11]

Economic Impacts

Passengers 

         

Transport operators 

           

Unassigned 

         

Transport costs

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Private income / commercial turn over

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Revenues in the transport sector

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Sectoral competitiveness

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Spatial competitiveness

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Housing expenditures

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Insurance costs

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Health service costs

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Public authorities & adm. burdens on businesses

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Public income (e.g.: taxes, charges)

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Third countries and international relations

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Overall impacts on social groups

Low income groups will be more affected if the cost impacts on small /medium size vehicles are higher. [3]

Implementation phase

Operation phase

Summary / comments concerning the main impacts

The research, development and implementation of technologies to reduce CO2 emissions will increase investment costs for vehicles. As opposed to, fuel efficient vehicles lead to decreasing fuel costs. Savings over lifetime by fuel efficiency overcompensate higher investment costs. Therefore, total cost of ownership (TCO) decrease. [3,7] Improving fuel efficiency leads to a decrease of fuel tax revenues for the European economies. [11]

Quantification of impacts

- The lifetime fuel savings are about twice the additional retail price [3]
- About 23 billion Euro less fuel tax revenues until 2030 [6]
- 6% higher investment costs for vehicles [4]
- For the German case, fuel cost savings between 2008 and 2020 account for 79 billion Euro while in parallel vehicle investment increases by 45 billion Euro [4]

Social Impacts
Environmental Impacts

Passengers 

         

Transport operators 

           

Unassigned 

         

Air pollutants

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Noise emissions

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Visual quality of the landscape

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Land use

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Climate

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Renewable or non-renewable resources

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Overall impacts on social groups

No specific impact

Implementation phase

Operation phase

Summary / comments concerning the main impacts

By reason of new technologies and more fuel efficient vehicles the CO2 emsission will decrease. An effect on the air polluntants is not expected, but if there is one, it will be small [3,4]. Improved aerodynamics and rolling resistance of vehicles result in less noise emissions. [4] Fuel efficient cars and a higher share of alternative fuel cars lead to decreasing consumption of renewable energy. [6]

Quantification of impacts


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