Communication from the Commission to the Council and the European Parliament - Implementing the community strategy to reduce co2 emissions from cars: fifth annual communication on the effectiveness of the strategy {SEC(2005) 826 }
Date: 2005-06-22
Institutions: European Commission
Subjects: EU policy, energy consumption, motor car, motor fuel, motor vehicle industry, motor vehicle pollution, reduction of gas emissions, report

COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 22.6.2005 
COM(2005) 269 final 

COMMUNICATION FROM THE COMMISSION TO THE COUNCIL AND 
THE EUROPEAN PARLIAMENT 

Implementing the Community Strategy to Reduce CO2 Emissions from Cars: 
Fifth annual Communication on the effectiveness of the strategy 

{SEC(2005) 826 } 

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1. 

INTRODUCTION 

The  Community’s  strategy  to  reduce  CO2  emissions  from  passenger  cars  and  improve  fuel 
economy1,2  is  based  on  three  pillars;  the  Commitments  of  the  automobile  industry  on  fuel 
economy  improvements3,  the  fuel-economy  labelling  of  cars4  and  the  promotion  of  car  fuel 
efficiency  by  fiscal  measures.  According  to  Article  9  of  Decision  1753/2000/EC5  the 
Commission has to inform Council and European Parliament annually on the effectiveness of 
the strategy6. 

The cornerstone of the strategy are the Commitments of the European, Japanese and Korean 
Automobile Manufacturers Associations to achieve total new passenger car fleet average CO2 
emissions of 140 g CO2/km by 2008/2009 (measured according to Directive 93/116/EC). The 
targets  of  the  Commitments  must  mainly  be  achieved  by  technological  developments 
affecting different car characteristics and market changes linked to these developments.  

Supported by the other two pillars of the strategy, the Council and the European Parliament 
specified as an objective for the Community strategy to meet by 2010 at the latest an average 
CO2 emission figure for new passenger cars of 120 g CO2/km. 

As required in the process the following reviews have been undertaken, or initiated, in 2003: 

In compliance with the Commitments, in 2003, ACEA and JAMA reviewed the potential for 
additional  CO2  reductions,  with  a  “…view  to  moving  further  towards  the  Community’s 
objective of 120 g CO2/km by 2012…”  

According to Article 10 of Decision 1753/2000/EC the annual Communications have to, for 
the  intermediate  target  year  2003,  indicate  whether  the  reductions  achieved  by  ACEA  and 
JAMA are due to technical measures taken by the manufacturers or to other measures such as 
changes  in  consumer  behaviour  (not  linked  to  technical  measures  by  industry).  Finally,  the 
voluntary  Commitments  of  ACEA  and  JAMA  contain  the  obligation  to  carry  out,  based  on 
2003 data, a joint “Major Review”. 

The above issues and some other related matters are addressed in this Communication.  

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COM(95) 689 final. 
Council conclusions of 25.6.1996. 
Commitments  have  been  made  by  the  European  (European  Automobile  Manufacturers  Association  - 
ACEA) 
the  Japanese  (Japan  Automobile  Manufacturers  Association  -  JAMA)  and  Korean 
(Korea Automobile Manufacturers Association - KAMA) automobile associations. 
Directive  1999/94/EC  relating  to  the  availability  of  consumer  information  on  fuel  economy  and  CO2 
emissions in respect of the marketing of new passenger cars. 
Decision  1753/2000/EC  of  the  European  Parliament  and  of  the  Council  establishing  a  scheme  to 
monitor the average specific emissions of CO2 from new passenger cars. 
Information  concerning 
the  Community  strategy  can  also  be 
http://europa.eu.int/comm/environment/co2/co2_home.htm 

the  web  site: 

found  on 

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2. 

PROGRESS  MADE  BY  THE  CAR  INDUSTRY  WITH  REGARD  TO  THEIR  RESPECTIVE 
COMMITMENT 

An annual “Joint Report”, one for each association, has been drafted and agreed between the 
parties.  They  are  published  and  annexed  with  this  Communication  as  SEC  papers  (see 
Annex).  

The main findings for the reporting period 1995 to 2003 are: 

–  Taking  official  Member  States’  data  in  2003,  the  average  specific  CO2  emissions  of  the 
fleets  are  163  g/km  for  ACEA,  172 g/km  for  JAMA  and  179  g/km  for  KAMA.  If  data 
collected  by  ACEA  were  taken,  its  average  specific  CO2  emissions  would  be  161  g/km. 
(see Table 1 in the Attachment). 

–  Compared to 1995 the average specific CO2 emissions have been reduced by 22 g/km or 
11.9  %  for  ACEA  (24  g/km  or  13.0  %  if  using  ACEA  figures),  24  g/km  or  12.2  %  for 
JAMA and 18 g/km or 9.1 % for KAMA. 

–  Compared  to  2002  all  three  associations  reduced,  in  2003,  the  average  specific  CO2 
emissions of their cars registered for the first time on the EU market, ACEA by about 1.2 
%7,  JAMA  by  about  1.0  %  and  KAMA  around  2.2  %8.  Since  1995  the  fuel  efficiency 
improvements  for  diesel  passenger  cars  are  clearly  better  if  compared  with  gasoline 
vehicles, and the sustained increase of the share of diesel vehicles in the EU new passenger 
cars market has been an important contribution to the overall progress achieved so far. 

–  JAMA  and  ACEA  show  good  progress,  although  ACEA's  and  JAMA’s  performance  in 
2003  is  less  when  compared  with  the  initial  years.  However,  already  in  2000,  ACEA 
reached the intermediate target range envisaged for 2003, and is now below the lower end 
of this range. JAMA is, since 2002, inside the intermediate target range. Both associations 
can be considered to be on track. 

–  KAMA’s  progress  is  still  unsatisfactory,  although  it  has  been  catching  up  in  the  last  3 
years. There is a real risk that KAMA will not meet its 2004 intermediate target range of 
165 to 170 g/km, seeing that only one year is left to close the gap of 9 g/km. This could 
9. However, KAMA has reconfirmed its commitment to 
affect the whole approach on CO2
meet  its  targets.  That  KAMA  made  the  biggest  progress  in  2003  and  also  launched  a 
passenger car with an emission value less than 120 g/km are good news in this context. 

–  In order to meet the final target of 140 g CO2/km additional efforts are necessary, as the 
average annual reduction rate of all three associations needs to be increased. If seen as an 

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9 

This  reduction  figure  is  based  on  ACEA  data  for  2002  and  2003.  If  ACEA's  data  for  2002  and  the 
official EU data for 2003 were taken there would be no reduction. However, it can be assumed that this 
is  mainly  caused  by  the  change  in  the  database.  If  official  2002  and  2003  EU  data  are  compared  the 
reduction percentage is about the same as identified when using ACEA's figures. 
All  2001,  2002  and  2003  data  are  corrected  by  0.7  %  in  order  to  take  into  account  the  change  in 
the test cycle. 
It  should  be  recalled  that  the  Council  invited  the  Commission  ”…to  present  immediately  proposals, 
including legislative proposals, for consideration, should it become clear, on the basis of the monitoring 
and after consultation with the associations, that one or more of the associations would not honour the 
commitments made” (Council conclusions of October 1999). 

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average, over the full period 1995-2008/9 the reduction rate shall be around 2 %, or about 
3.5 g/km per year. In the years remaining until 2008/9 the reduction rates must now reach 
an average of 2.8 % for ACEA, 3.1 % for JAMA and 3.6 % for KAMA. It was anticipated 
from  the  beginning  that  the  average  reduction  rate  would  be  higher  in  the  later  years. 
However, it is noted that the gaps to be closed, expressed in required annual performance, 
are increasing (see Table 2 in the Attachment). 

In 2003 the overall average CO2 emissions of new passenger cars registered was lower in all 
Member  States  compared  with  1995  and  the  years  in  between  (see  Figure  1  in  the 
Attachment). However, the reduction rates differ somewhat from country to country10. 

All three associations increased the share of diesel cars in the reporting period (see Table 3). 
This  causes  some  concern  regarding  regulated  pollutants.  In  2003  an  increasing  number  of 
manufacturers  have  declared  that  they  intend  to  equip  their  diesel  passenger  cars  with  a 
particle filter. Moreover, the Commission started work on EURO 5 emission limit values to 
be applicable around the year 2010. It can be expected that, inter alia, the limits for particle 
emissions of diesel passenger cars will be tightened. These developments must be considered 
when looking at a further "dieselisation" of the EU passenger car fleet.  

3. 

IMPLEMENTATION OF DECISION 1753/2000/EC 

The so-called “Monitoring” Decision came into force on 30 August 2000. Since 2002 the data 
collected  under  this  Decision  are  used  as  official  data  for  the  monitoring  of  the  voluntary 
commitments. Earlier, data supplied by the associations were used for the monitoring. 

However, with official EU data becoming available, a discontinuity from the past data series 
exists.  The  change  of  data  source  has  brought  to  light  some  small  discrepancies  between 
them. In 2003 further efforts were made to identify the reasons for the observed differences. 
Overall the differences between the official data and the data delivered by the associations is 
very small, e.g. in the range of about 1% or less. Nevertheless, the work on data quality will 
be continued and it is expected that over the long-term data differences should diminish. 

4. 

“MAJOR REVIEW” AND WORK ON ARTICLE 10 OF DECISION 1753/2000/EC 

The  voluntary  Commitments  to  reduce  new  passenger  car  CO2  emissions  contain  the 
obligation to carry out, based on 2003 data (2004 data for KAMA), a “Major Review”. This 
Major Review should address the “…results of CO2 emission reductions up to and including 
calendar year 2003, including comparison of that year’s fleet average to the estimated target 
range.” Moreover, it should take into account the initial expectation that “…The reduction in 
CO2 emissions will not be linear; the pace will notably depend on the timing of availability of 
the  enabling  fuels  on  the  market  as  well  as  on  the  lead-times  for  new  technologies  and 
products  and  their  market  penetration.  The  reduction  profile  is  therefore  expected  to  be 
relatively slow initially and to gather pace later.” 

Addressing  some  of  these  questions  is  also  the  subject  of  Article  10  of  Decision 
1753/2000/EC which requires that: “…The reports for intermediate target years and the final 

10 

No figure can be given for Greece and Finland for 1995 since data are not available. 

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target year will  indicate  whether the reductions are  due  to technical  measures taken by  the 
manufacturers or to other measures such as changes in consumer behaviour.” 

Since  the  evaluations  to  be  carried  out  under  the  “Major  Review”  and  under  Article  10  are 
partly  overlapping,  joint  assessments  have  been  carried  by  the  Commission  and  ACEA  and 
JAMA respectively. This work was supported by a service contract11. Two crucial questions 
were addressed in the assessment: 

(1) 

(2) 

Have  there  been  obstacles  in  place  which  hampered  ACEA  or  JAMA  in  meeting  its 
respective Commitment, or that caused them to underperform?  

Have there been other factors apart from technological developments which resulted in 
reductions of the specific CO2 emissions of new passenger cars?  

The answers to these questions are decisive for answering whether or not the observed CO2 
reductions  up  to  and  including  2003  shall  be  counted  to  their  full  extent,  towards  the 
achievement of the Commitments.  

The joint assessments came to the following conclusions: 

(a) 

(b) 

(c) 

(d) 

The reduction in specific CO2 emissions has been overwhelmingly achieved by 
technological  developments.  Observed  market  changes  did  not  influence  the 
CO2  emissions  significantly.  In  any  case  it  is  very  difficult  to  distinguish 
between market changes caused by technology and market changes caused by 
other factors, e.g. general consumer behaviour, economic situation, fuel prices, 
fiscal measures, availability of consumer information, mainly for two reasons: 
the  market  changes  observed  in  the  period  1995  to  2003  are  relatively  small 
and CO2 relevant technological developments penetrated practically all vehicle 
categories.  

All  applicable  undertakings  specified 
Commitment have been met, and in some cases over-achieved. 

in  ACEA’s  and  JAMA’s  CO2 

The assumptions listed by ACEA and JAMA in their respective Commitments 
have been met and the environment under which their members are operating 
has not prevented ACEA and JAMA from meeting their Commitments. 

ACEA  and  JAMA  draw  attention  to  a  number  of  points  which  are  of 
importance for the delivery of the 140 g CO2/km target.  

In  summary,  ACEA,  JAMA  and  the  Commission  conclude  that  the  two  associations  have, 
during the period 1998 to 2003, met all the obligations stated in their Commitments. 

It is important to stress that these findings highlight also another aspect of the implementation 
of the strategy: the negligible impact of measures taken under the other two pillars: labelling 
and fiscal measures. 

11 

German  Aerospace  Centre  -  Institute  of  Transport  Research:  ”Preparation  of  the  2003  review  of  the 
commitment of car manufacturers to reduce CO2 emissions from M1 vehicles”. 

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The joint  conclusions of  the  “Major Review”/Article 10 work are attached to the respective 
Joint Reports of ACEA and JAMA.  

5. 

ACEA’S  AND  JAMA’S  REVIEWS  TO  MOVE  FURTHER  TOWARDS  THE  COMMUNITY 
TARGET OF 120 G/KM 

According  to  the  text  of  the  Commitments,  and  to  the  Commission's  Recommendations 
endorsing  the  Commitments12,  ACEA  and JAMA  shall in  2003  "…  review the potential  for 
additional CO2 reduction, with a view to moving further towards the Community’s objective 
of  120  g  CO2/km  by  2012".  Both  ACEA  and  JAMA  presented  the  result  of  their  respective 
review in December 2003 (KAMA’s review took place, as planned, in 2004). In their position 
papers  ACEA  and  JAMA  claim  that  -  although  the  technological  potential  to  achieve  the 
Community  target  of  120  g  CO2/km  by  2012  is  available,  the  associated  costs  would  be 
prohibitive. Market distortions and negative effects on the European economy would also be 
substantial. They believe that CO2 reductions equivalent to the Community objective could be 
achieved  in  a  more  cost-efficient  manner  by  using  an  integrated  approach  involving  the 
automotive  industry  and  other  actors,  including  public  authorities,  oil/fuel  suppliers,  the 
agriculture  sector,  customers  etc.  ACEA  nevertheless  gave  a  first  indication  that  a  further 
reduction of 5 % of the average CO2 emission of the new vehicle fleet between 2008 and 2012 
(equal  to  a  target  of  about  133  g  CO2/km)  could  be  feasible  by  means  of  improvements  in 
vehicle technologies. 

In  fact,  in  addition  to  the  three  pillars  of  the  strategy,  several  other  options  are  feasible  in 
support  of  the  Community  strategy  that  would  contribute  to  CO2  emission  reductions  from 
passenger cars. Overall, the aim of the Commission is to achieve the Community goal of 120 
g  CO2/km  in  a  “sustainable  way”,  taking  into  account  the  three  pillars  of  the  Gothenburg 
Council (environmental, social, economic aspects). 

In the light of these position papers the Commission has decided that a joint evaluation shall 
be carried out, involving the Commission, the stakeholders, national experts and consultants 
in order to address the two key issues: 

(1) 

(2) 

The  costs  and  reduction  potential  of  technologies  and  other  measures  to  reduce  CO2 
emissions 

An  impact  assessment  of  policy  scenarios  to  reduce  CO2  emissions  from  passenger 
cars in the EU 

For  this  purpose  technical  and  economical  assessments  will  be  carried  out,  supported  by 
computer modelling. The results of this work will be incorporated into an impact assessment 
by  the  Commission  to  be  launched  by  mid  2005.  Based  on  the  results  of  this  impact 
assessment it is the intention of the Commission to put forward to Council and the European 
Parliament a proposal concerning the achievement of the 120 g CO2/km target around the end 
of 2005.  

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Commission Recommendations 1999/125/EC, 2000/303/EC and 2000/304/EC. 

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6. 

IMPLEMENTATION OF DIRECTIVE 1999/94/EC 

All Member States have implemented Directive 1999/94/EC13 on the availability of consumer 
information on fuel efficiency and CO2 emissions. According to Article 9 Member States had 
to  report  by  31 December  2003  on  the  effectiveness  of  the  Directive.  The  Commission 
received 14 reports which are currently being evaluated. Preliminary results show that: 

–  In  general  the  effectiveness  of  the  Directive  seems  to  be  low;  a  significant  impact  on 

consumer’s decisions could not yet be noticed. 

–  An  exception  to  this  general  picture  seems  to  be  the  refund  systems  applied  in  the 
Netherlands  in  2002,  which  were  well  accepted  by  consumers  and  showed  a  remarkable 
impact on vehicle purchase decisions. 

It can be expected that amendments to the Directive will be tabled by the Commission on the 
basis  of  this  evaluation  with  the  overall  objective  to  improve  the  effectiveness  of  the 
Directive. 

7. 

WORK ON FISCAL MEASURES 

In 2002 the Commission published a Communication on fiscal measures and particularly on 
the taxation of passenger cars in the EU14. The Communication contained a number of policy 
options for future action and was aimed at opening a consultation with the Member States, the 
European  Parliament,  the  car  industry  and  all  other  important  stakeholders.  Further  to  these 
consultations, the Commission is at the final stage of preparing a legislative proposal which is 
due to be presented in June 2005. 

8. 

OTHER RELATED MEASURES  

The Environment Council conclusions of 10 October 2000 requested the Commission to study 
emission reduction measures on Light Commercial Vehicles (LCV, in technical terms equal to 
category N1 vehicles15) and mobile air conditioning systems used in passenger cars16.  
With regard to LCV, Council and Parliament adopted Directive 2004/3/EC amending Council 
Directives  70/156/EEC  and  80/1268/EEC  as  regards  the  measurement  of  carbon  dioxide 
emissions and fuel consumption of N1 vehicles17. This Directive will provide information on 
CO2  emissions  from  this  vehicle  category.  The  Commission  is  continuing  its  work  in  this 

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17 

OJ L 12, 18.1.2000, p. 16. 
COM(2002) 431 final. 
N1 vehicles are defined as vehicles used for the carriage of goods and having a mass not exceeding 3.5 
tonnes. 
The Environment Council of 10 October 2000 concluded, that 
“In the field of transport policy, the Council requests the Commission to study and prepare measures in 
the following areas, taking into account the rate of increase in emissions from the transport sector, as 
well  as  the  need  to  reflect  the  social  and  environmental  costs  for  each  mode  of  transport,  as  also 
outlined in the report to the European Council of Helsinki: 
-  reduction  of  CO2  emissions  from  vehicles,  in  particular  to  reduce  CO2  emissions  from  light  duty 
vehicles 
- reduction of all greenhouse gas (GHG) from air conditioning in vehicles" 
Official Journal L 49 , 19.2.2004 , p. 36 – 41, Directive 2004/3/EC. 

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field. It has launched a contract for improvement to the measurement protocol of the amended 
Directive 80/1268/EEC, and to develop further the evaluation of policy options for reducing 
emissions from the N1 category.  

With  regard  to  mobile  air  conditioning  the  Commission  has  launched  a  contract  in  order  to 
develop  a  cost-effective  measurement  procedure 
into  Directive 
80/1268/EEC or any other appropriate official document. The Commission will evaluate the 
matter in detail after conclusion of the contract. 

incorporated 

to  be 

9. 

CONCLUSIONS 

The  Community’s  strategy  to  reduce  CO2  emissions  from  passenger  cars  and  improve  fuel 
economy aims at achieving an average specific CO2 emission figure for passenger cars newly 
registered  in  the  Community  of  120  g  CO2/km  by  2010  at  the  latest.  The  specific  CO2/km 
value achieved in the calendar year 2003 was 164 g CO2/km18, compared to 186 g CO2/km in 
1995,  the  reference  year  of  the  Community  strategy  –  a  reduction  of  about  12  %.  The 
assessments  carried  out  under  the  “Major  Review”  and  under  Article  10  of  Decision 
1753/2000/EC show that ACEA and JAMA have, during the period 1998 to 2003, met all the 
obligations  stated  in  their  respective  Commitments.  The  car  industry  has,  in  doing  so, 
delivered a sizeable contribution to the EU’s strategy for reducing greenhouse gas emissions 
and to its Kyoto reduction objectives. 

In  order  to  meet  the  final  target  of  the  Commitments  (140  g  CO2/km)  all three  associations 
have to increase their efforts. Based on the Joint Reports, the Commission has no reason to 
believe that JAMA would not live up to its commitment. ACEA has met its interim target for 
2003 in 2000 and expressed its firm determination to make the best possible efforts to live up 
to its CO2 Commitment, but could no  longer confirm the  concluding statement given in the 
previous reports. The Commission underlines the importance of meeting the target, which is 
achievable.  With  regard  to  KAMA  there  is  a  real  concern.  This  has  been  emphasised  to 
KAMA which, however, has reiterated its determination to achieve the targets to which it has 
committed. 

While  the  legal  transposition  of  Directive  1999/94  is  now  completed,  work  on  its 
effectiveness signals significant shortcomings. It is obvious that measures have to be taken in 
order to strengthen this pillar, as well as the pillar on fiscal measures, if the Community target 
of 120 g/km is to be met in 2010. 

The position papers presented by ACEA and JAMA in 200319 as the results of their respective 
reviews  on  the  potential  to  moving  further  towards  the  Community's  objective  of  120  g 
CO2/km by 2012 signals that the associations see no possibility to achieve this target in a cost-
efficient  manner  by  technical  measures.  The  Commission  will  carry  out  its  own  assessment 
and present to Council and Parliament a proposal in the second half of 2005. 

The  Commission  is  continuing  its  work  concerning  CO2  emissions  from  light  commercial 
vehicles and on CO2 emissions due to the use of mobile air conditioning. 

18 
19 

Figure based on official EU data. 
2003 for ACEA and JAMA, 2004 for KAMA. 

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Attachment 

Table 1: Average specific CO2 emissions of new passenger cars per fuel type, for each 
association and the European Union 

CO2 (g/km) 

1995 

1996 

1997  1998

1999 

2000  2001(3)

2002(3) 

2003(3) 

Change 
95/03 [%](4) 

Petrol 

Diesel 
All fuels(1) 

Petrol 

Diesel  
All fuels(1) 

Petrol 

Diesel  
All fuels(1) 

Petrol 

Diesel  
All fuels(1) 

188 

176 

185 

191 

239 

196 

195 

309 

197 

189 

179 

186 

186 

174 

183 

187 

235 

193 

197 

274 

199 

186 

178 

184 

183 

172 

180 

184 

222 

188 

201 

246 

203 

184 

175 

182 

182

167

178

184

221

189

198

248

202

182

171

180

ACEA

177

157

169

JAMA

177

213

183

KAMA

185

245

191
EU-15(2)

178

163

172

180

161

174

181

221

187

189

253

194

180

165

176

172

153

165

174

198

178

179

234

187

173

156

167

172/171 (5) 171/170(5) 
-9.0 / -9.6 % (6)
155/152 (5) 154/152(5)  -12.5 / -13.6 %(6)
-11.9 / -13 %(6)
165/163 (5) 163/161(5) 

172

180

174

178

203

183

172

157

166

170 

177 

172 

171 

201 

179 

171 

157 

164 

-11.0 %

-25.9 %

-12.2 %

-12.3 %

-35.0 %

-9.1 %

-9.5 %

-12.3 %

-11.8 %

(1) 

(2) 

(3) 

(4) 

(5) 

(6) 

(7) 

Petrol  and  diesel-fuelled  vehicles  only,  other  fuels  and  statistically  not  identified  vehicles  are  not 
expected to affect these averages significantly. 

New passenger cars put on the EU market by manufacturers not covered by the Commitments would 
not influence the EU average significantly. 

The  figures  for  2001,  2002  and  2003  are  corrected  by  0.7  %  for  the  change  in  driving  cycle. 
For 2002 and 2003 the data provided by Member States is taken. 

Percentages are calculated from unrounded CO2 figures. 

The first figure is based on data from Member States; the second figure is based on data from ACEA. 

The  first  figure  is  based  on  2003  data  from  Member  States  and  1995  data  from  ACEA;  the  second 
figure is based solely on data from ACEA. 

The ACEA figures given in this Communication include Rover/MG. However, since Rover/MG - which 
was initially covered by the Commitment as part of BMW- is no longer an ACEA member, ACEA has 
stated that the association cannot take any responsibility for Rovers CO2 achievements up to 2008.  

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Table 2: Meeting the 140g/km target in 2008/2009 

140g/km Target: gap 

Total 

Per annum 

  1995 

2003  % from 2003 to 

ACEA all fuels*  
JAMA all fuels** 
KAMA all fuels** 

185  163/161 
196 
197 

172 
179 

2008/9 
14.1/ 13 
18.6 
21.8 

g/km from 
2003 to 2008/9
23 / 21 
32 
39 

% from 2003 to 
2008/9 
2.8 / 2.6 
3.1 
3.6 

g/km from 
2003 to 2008/9
4.6 / 4.2 
5.3 
6.5 

* First figure is based on Member States’ data; second figure is based on ACEA’s figure 
**Based on Member States’ data 

Figure 1: Average Specific CO2 emissions of new passenger cars in the EU and in 
Member States in 1995 and 2003 (weighted averages based on the data for diesel and 
gasoline vehicles)20 

1995 data as delivered by the associations; for 2003 the official EU data are displayed 

2003 data are corrected by 0.7 % for cycle change adjustment 

20 

EU  1995  does  not  include  data  for  Greece  or  Finland  because  of  insufficiency  of  available  data.  For 
2003 these two Member States are included. 

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Table 3: Trends in composition of new cars registered on the market, for each 
association and the EU 

ACEA 

1995 

1996 

1997 

1998 

1999 

2000 

2001 

2002 (4)  2003 (4) 

Petrol 

Diesel 

73.4% 

72.9% 

73.1% 

70.3% 

65.8% 

60.9% 

58.2% 

56.3% 

52.4% 

24.0% 

24.3% 

24.3% 

27.0% 

31.0% 

35.8% 

39.4% 

43.6% 

47.5% 

Change
'95-03' 
(2) 

-21.0 

23.5 

All fuels  10241651  10811011  11226009  11935533 12518260 12217744 12552498 11649782  11533323  12.6% 

JAMA 

1995 

1996 

1997 

1998 

1999 

2000 

2001 

2002 (4)  2003 (4) 

Petrol 

Diesel  

82.1% 

82.1% 

83.2% 

81.6% 

80.4% 

80.8% 

79.1% 

77.3% 

71.8% 

9.5% 

10.4% 

11.2% 

13.1% 

14.9% 

16.5% 

17.4% 

22.6% 

28.2% 

Change
'95-03' 
(2) 

-10.3 

18.7 

All fuels  1233975  1342144  1510818  1666816  1716048  1667987  1520643  1501937  1703960 

38.1% 

KAMA 

1995 

1996 

1997 

1998 

1999 

2000 

2001 

2002 (4)  2003 (4) 

Petrol 

87.9% 

87.6% 

89.2% 

85.9% 

81.9% 

80.9% 

85.2% 

77.8% 

73.9% 

Diesel  

1.6% 

1.8% 

2.3% 

6.1% 

7.4% 

8.3% 

13.9% 

22.0% 

26.1% 

All fuels  169060 

236454 

275453 

373230 

463724 

491244 

396792 

325436 

427341 

EU-15 
(1) 

Petrol 

1995 

1996 

1997 

1998 

1999 

2000 

2001 

2002 (4)  2003 (4) 

74.5% 

74.2% 

74.6% 

72.1% 

68.0% 

63.9% 

61.2% 

59.2% 

55.4% 

Diesel  

22.2% 

22.4% 

22.3% 

24.7% 

28.4% 

32.6% 

36.4% 

40.7% 

44.4% 

Change
'95-03' 
(2) 

-14.0 

24.5 

152.8% 

Change
'95-03' 
(2) 

-19.1 

22.2 

All fuels 
(3) 

11644686  12389609  13012280  13975579 14698032 14376975 14469933 13477155  13664624  17.3% 

(1) New passenger cars put on the EU market by manufacturers that are not covered by the commitments do not effect the 
numbers significantly. 

(2)  The  change  over  the  period  1995  to  2003  for  gasoline  and  diesel  driven  cars  represents  the  change  in  the  absolute 
share  of  each  fuel  type  of  total  registrations.  The  change  for  the  total  cars  is  the  growth  or  drop  in  absolute  new 
registrations. The change in total cars represents the growth in the EU-15 new registrations over the period. 

(3) Totals include statistically unidentified vehicles and vehicles using 'other fuel' types. 

(4) For 2002 and 2003 the data provided by Member States is taken 

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ANNEX (SEC(2005) 826) 

(1)  Monitoring  of  ACEA’s  Commitment  on  CO2  Emission  Reduction  from  Passenger 
Cars (2003), Joint Report of the European Automobile Manufacturers Association and 
the Commission Services, Final version of 5.10.2004 

(2)  Monitoring  of  JAMA’s  Commitment  on  CO2  Emission  Reduction  from  Passenger 
Cars (2003), Joint Report of the Japan Automobile Manufacturers Association and the 
Commission Services, Final version of 5.10.2004 

(3)  Monitoring  of  KAMA’s  Commitment  on  CO2  Emission  Reduction  from  Passenger 
Cars (2003), Joint Report of the Korea Automobile Manufacturers Association and the 
Commission Services, Final version of 5.10.2004. 

The annexes are available only in English 

EN 

12 

   EN