EU Directives

'Alternative Fuels'

Article 2 of DIRECTIVE 2014/94/EU -

Definitions

For the purpose of this Directive, the following definitions apply:

(1) ‘alternative fuels’ means fuels or power sources which serve, at least partly, as a substitute for fossil oil sources in the energy supply to transport and which have the potential to contribute to its decarbonisation and enhance the environmental performance of the transport sector. They include, inter alia:

— electricity,

— hydrogen,

— biofuels as defined in point (i) of Article 2 of Directive 2009/28/EC,

— synthetic and paraffinic fuels

— natural gas, including biomethane, in gaseous form (compressed natural gas

(CNG)) and liquefied form (liquefied natural gas (LNG)), and

— liquefied petroleum gas (LPG);

In diesel engines, our system makes it possible to substitute a part of diesel by cleaner and cheaper LPG, CNG or LNG

The computerised injection system uses advanced electronics and software to combine the two fuels, and to create an optimal mix between diesel and the alternative fuel (LNG/LPG/CNG).

The result is lower green house gases and a more efficient burn of the diesel leading to a higher torque.

DIRECTIVE (EU) 2019/1161 - the promotion of clean and energy-efficient road transport vehicles

DIRECTIVE (EU) 2019/1161 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles

(2)….In its Communication of 20 July 2016 entitled ‘A European Strategy for Low-Emission Mobility’ the Commission announced that in order to meet the Union's commitments pledged at the 21st Conference of the Parties to the United Nations Framework Convention on Climate Change held in Paris in 2015, the decarbonisation of the transport sector must be accelerated and that therefore greenhouse gas emissions and air pollutant emissions from transport will need to be firmly on the path towards zero by mid-century. Moreover, emissions of air pollutants from transport that are harmful to health and the environment need to be significantly reduced without delay. That can be achieved by an array of policy initiatives, including measures that support a shift towards public transport and the use of public procurement to promote clean vehicles.

(5) Innovation in new technologies helps to lower vehicle CO2 emissions and to reduce air and noise pollution, while supporting the decarbonisation of the transport sector.

(11) The impact assessment carried out by the Commission on the revision of Directive 2009/33/EC underlines the benefits of changing the overall governance approach to clean vehicle procurement at Union level. Setting minimum procurement targets can effectively help to reach the objective of promoting and stimulating the market uptake of clean vehicles

“clean vehicle” means:

(a) a vehicle of category M1, M2 or N1 with a maximum tail-pipe emission expressed in CO2 g/km and real driving pollutant emissions below a percentage of the applicable emission limits as laid down in Table 2 of the Annex; or

(b) a vehicle of category M3, N2 or N3 using alternative fuels as defined in points (1) and (2) of Article 2 of Directive 2014/94/EUof the European Parliament and of the Council (*), excluding fuels produced from high indirect land-use change-risk feed stock for which a significant expansion of the production area into land with high-carbon stock is observed in accordance with Article 26 of Directive (EU) 2018/2001 of the European Parliament and of the Council (**). In the case of vehicles using liquid biofuels, synthetic and paraffinic fuels, those fuels shall not be blended with conventional fossil fuels;

DIRECTIVE 2014/94/EU - deployment of alternative fuels infrastructure

DIRECTIVE 2014/94/EU OF THE EUROPEAN PARLIAMENT AND OF THE COUNCILof 22 October 2014 on the deployment of alternative fuels infrastructure

1) In its Communication of 3 March 2010 entitled ‘Europe 2020: A strategy for smart, sustainable and inclusive growth’, the Commission aims at enhancing competitiveness and energy security by a more efficient use of resources and energy.

2) The Commission's White Paper of 28 March 2011 entitled ‘Roadmap to a Single European Transport Area — Towards a Competitive and Resource Efficient Transport System’ called for a reduction in the dependence of transport on oil.This needs to be achieved by means of an array of policy initiatives, including the development of a sustainable alternative fuels strategy as well as of the appropriate infrastructure. The Commission's White Paper also proposed a reduction of 60 % in greenhouse gas emissions from transport by 2050, as measured against the 1990 levels.

3) Directive 2009/28/EC of the European Parliament and of the Council (4) sets a market share target of 10 % of renewables in transport fuels.

4) Based on the consultation of stakeholders and national experts, as well as the expertise reflected in the Communication from the Commission of 24 January 2013 entitled ‘Clean Power for Transport: A European alternative fuels strategy’, electricity, hydrogen, biofuels, natural gas, and liquefied petroleum gas (LPG) were identified as currently the principal alternative fuels with a potential for long-term oil substitution, also in light of their possible simultaneous and combined use by means of, for instance, dual-fuel technology systems.

(7) LPG or autogas is an alternative fuel, derived from natural gas processing and oil refining, with a lower carbon footprint and significantly less pollutant emissions than conventional fuels. Bio-LPG derived from various biomass sources is expected to emerge as a viable technology in the medium to long term. LPG can be used for road transport (for cars and trucks) for all ranges of distances. It can also be used for inland navigation and short-sea shipping. LPG infrastructure is relatively well developed, with a significant number of filling stations already present in the Union (approximately 29 000). However, the distribution of those filling stations is uneven, with low penetration in a number of countries.

(22)The lack of harmonised development of alternative fuels infrastructure across the Union prevents the development of economies of scale on the supply side and Union-wide mobility on the demand side. New infrastructure networks need to be built up, such as for electricity, natural gas (liquefied natural gas (LNG) and compressed natural gas (CNG)) and, where appropriate, hydrogen. It is important to acknowledge the different stages of development of each fuel technology and related infrastructures, including the maturity of business models for private investors and the availability and user acceptance of alternative fuels. Technological neutrality should be ensured and national policy frameworks should take due account of the requirement to support the commercial development of alternative fuels. Moreover, population density and geographical characteristics should be taken into account in the elaboration of national policy frameworks.

(41)Member States should ensure, by means of their national policy frameworks, that an appropriate number of refuelling points accessible to the public for the supply of CNG or compressed biomethane to motor vehicles is built up, in order to ensure that CNG motor vehicles can circulate in urban/suburban agglomerations and other densely populated areas as well as throughout the Union, at least along the existing TEN-T Core Network. When establishing their networks for the supply of CNG to motor vehicles, Member States should ensure that refuelling points accessible to the public are put in place, taking into account the minimum range of CNG motor vehicles. As an indication, the necessary average distance between refuelling points should be approximately 150 km. To ensure market functioning and interoperability, all CNG refuelling points for motor vehicles should provide gas of the quality required for use in current and advanced technology CNG vehicles.

Alternative Fuels - Expert group report

Alternative Fuels - Expert group report

Directorate-General for Research and Innovation

Smart, Green and Integrated Transport

EUR KI-02-17-940-EN-N

EU Road transport depended on oil products for 94% of its energy use in 2014. Alternatives include biofuels, electricity, and fossil fuels such as CNG, LNG, LPG and GTL, only some of which have some decarbonisation potential.

Around 400,000 premature deaths every year can be attributed to pollution, where road transport is one the main contributors (40%).

4 - Potential benefits of alternative fuel use in different transport modes and engines

TTW noxious (pollutant emissions) contribute to the urban air quality issues

experienced in cities across the world. It is however worthwhile noting that correctly regulated and implemented after treatment control systems such as found on EURO VI trucks, can address this issue. Certain alternative fuels and combustion systems have inherently lower engine-out emissions that might enable cost-effective after treatment systems for potential future pollution limits.

There are then two other factors that are potentially important in prioritising different options: EU competitive position and energy diversification.

EU competitive position relates to the extent that any fuel and technology option could provide a competitive advantage to the EU industry. Energy diversification relates to the potential of the option to contribute to the diversification of energy supply to different modes.

4.1 Alternative fuels effect on GHG and noxious emissions

Alternative fuels can have a positive impact on both TTW GHG and pollutant emissions due to their chemical composition and properties.

There are two main mechanisms by which the fuel can reduce tailpipe GHG emissions. Firstly, fuels with a higher H/C ratio per unit of energy will automatically have lower exhaust CO2 emissions.

Secondly, increasing the engine efficiency through utilising specific properties of the alternative fuel can bring about further CO2 reductions.

Clean Power for Transport: A European alternative fuels strategy

COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS Clean Power for Transport: A European alternative fuels strategy /* COM/2013/017 final */

Member States would have the flexibility to develop policy frameworks for the market development of alternative fuels in their national context.

Security of energy supply to transport is warranted by the wide diversification of sources for the different alternative fuels, in particular through the use of the universal energy carriers of electricity and hydrogen, and the close link to renewable energy sources, one of which is:

2.1. LPG (Liquefied Petroleum Gas)

LPG (Liquefied Petroleum Gas) is a by-product of the hydrocarbon fuel chain. Its use in transport increases resource efficiency. Currently, it derives from crude oil and natural gas; and in the future possibly also from biomass.

Currently, gas (natural gas as well as LPG) is being flared of in huge quantity [16] (140 billion cubic meter in 2011).

LPG is widely used in Europe, accounting for 3% of motor fuels and powering 9 million cars. LPG infrastructure is well established, with some 28,000 dispensing sites in the EU but with a very uneven distribution across the Member States. Its advantage consisting in producing low pollutant emissions, however, has been diminishing as the EURO standards have progressed to lower general emission limits. There remains, however, a clear advantage in particulate emissions

CO2 EMISSIONS FROM CARS - The facts

2018 European Federation for Transport and Environment AISBL

Transport is Europe’s biggest source of CO2, responsible for the emission of over a quarter of

all greenhouse gases. Transport emissions have increased by a quarter since 1990 and are

continuing to rise with 2017 oil consumption in the EU increasing at its fastest pace since

2001.

Unless transport emissions are brought under control national 2030 climate goals will

be missed. To meet the 2050 Paris climate commitments cars and vans must be entirely

decarbonised.