Communication from the Commission to the Council and the European Parliament Implementing the Community Strategy to Reduce CO2 Emissions from Cars: Sixth annual Communication on the effectiveness of the strategy {SEC(2006) 1078}
Date: 2006-08-24
Institutions: European Commission
Subjects: EU policy, activity report, energy consumption, motor car, motor fuel, motor vehicle industry, motor vehicle pollution, reduction of gas emissions

COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 24.8.2006 
COM(2006) 463 final 

COMMUNICATION FROM THE COMMISSION TO THE COUNCIL 
AND THE EUROPEAN PARLIAMENT 

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

{SEC(2006) 1078} 

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1. 

INTRODUCTION 

The  Community’s  strategy  to  reduce  CO2  emissions  from  passenger  cars  and  improve  fuel 
economy1 is based on three pillars, namely the Commitments of the automobile industry on 
fuel  economy  improvements2,  the  fuel-economy  labelling  of  cars3  and  the  promotion  of  car 
fuel  efficiency  by  fiscal  measures.  Following  Article  9  of  Decision  1753/2000/EC4,  the 
Commission is required to submit to the European Parliament and Council annual reports on 
the effectiveness of the strategy based on the monitoring data submitted by Member States5. 

This  Communication  addresses  the  2004  monitoring  and  the  reviews  that  were  launched 
during  that  year:  in  compliance  with  its  Commitment,  KAMA  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”  (ACEA  and  JAMA  had  already  done  so  in  2003,  as  foreseen  in 
their  Commitments).  Besides,  following  Article  10  of  Decision  1753/2000/EC,  the  annual 
Communication,  for  KAMA’s  intermediate  target  year  (2004),  should  indicate  whether  the 
reductions  achieved  by  KAMA  are  due  to  technical  measures  taken  by  manufacturers  or  to 
other  measures  such  as  changes  in  consumer  behaviour  (not  linked  to  technical  measures 
taken  by  the  industry).  Finally,  KAMA’s  voluntary  Commitment  contains  the  obligation  to 
carry out, based on 2004  data,  a  joint “Major Review” with  the Commission services (joint 
Major Reviews with ACEA and JAMA were carried out on the basis of 2003 data, as foreseen 
in their Commitments). 

2. 

2.1. 

EVOLUTION  OF  THE  AVERAGE  NEW  CAR  FLEET  CO2  EMISSSIONS  IN  THE  EU25  IN 
2004 

Progress made by the car industry with regard to their respective commitments 
(EU15) 

As the first and foremost pillar of the strategy, the Commitments of the European, Japanese 
and Korean automobile manufacturers associations are designed to achieve total EU156 new 
passenger  car  fleet  average  CO2  emissions  of  140 g  CO2/km7  by  2008  (ACEA)  and  2009 
(JAMA  and  KAMA).  The  targets  of  the  Commitments  must  mainly  be  achieved  by 
technological developments affecting different car characteristics and market changes linked 
to these developments. 

1 
2 

3 

4 

5 

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COM(95) 689 final and 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 manufacturers 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, OJ L 12, 18.1.2000. 
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, OJ L 202, 10.8.2000. 
Information  concerning  the  Community  strategy  can  also  be  found  on  the  following  website: 
http://europa.eu.int/comm/environment/co2/co2_home.htm 
Since the Commitments as recognised by the European Commission in 1999/2000 were undertaken at a 
time where the EU only included 15 Member States, their geographical scope is limited to the EU15. 
Measured according to Directive 93/116/EC as modified. 

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2.1.1.  Overall progress made by the three automobile manufacturers associations in 2004 

Annual  joint  monitoring  reports  have  been  drafted  and  agreed  between  the  Commission 
services  and  the  three  automobile  manufacturers  associations,  and  are  annexed  to  this 
Communication.  The  main  findings  for  the  reporting  period  1995  to  2004  are  (see  also 
Table 1): 

–  In 2004, the average specific new car fleet CO2 emissions were 161 g CO2/km for ACEA, 
which  remains  the  frontrunner,  and  168  g  CO2/km  for  KAMA  and  170 g  CO2/km  for 
JAMA8  (see  table  1  in  the  Attachment).  Compared  to  1995,  the  average  specific  CO2 
emissions have been reduced by 24 g CO2/km or 13% for ACEA, 26 g CO2/km or 13.3% 
for JAMA, and 29 g CO2/km or 14.7 % for KAMA; 

–  Compared  to  2003  all  three  associations  reduced,  in  2004,  the  average  specific  CO2 
emissions  of  their  cars  registered  for  the  first  time  on  the  EU  market:  ACEA  by  about 
1.2 %,  JAMA  by  about  1.2  %  and  KAMA  by  about  6.1  %.  Since  1995,  fuel  efficiency 
improvements  in  diesel  passenger  cars  have  been  greater  than  in  gasoline  vehicles  and, 
along with the sustained increase in the share of diesel vehicles in the EU15 new passenger 
car market, this has made an important contribution to the overall progress achieved so far 
(see Table 3)9. This trend calls for further improving the performance of diesel passenger 
cars regarding the emissions of atmospheric pollutants, as proposed by the Commission in 
the recent EURO5 proposal10; 

–  ACEA  and  JAMA  have  pursued  in  2004  an  unbroken  trend  of  CO2  emissions  reduction 
although their recent performance is lower than annual reductions in the first years of their 
commitments. ACEA already reached in 2000 the intermediate target range envisaged for 
2003 and is since 2003 below the lower end of this range. JAMA is inside the intermediate 
target  range  since  2002.  KAMA  made  a  very  significant  progress  and  met  its  2004 
intermediate target range of 165-170 g CO2/km; 

–  In order to meet the final target of 140 g CO2/km major additional efforts are necessary, as 
the average annual reduction rates of all three associations need to be increased. Assuming 
a constant rate of improvement over the full period 1995-2008/9, the reduction would be 
some 3.5 CO2/km per year, or around 2 % per year. In the years remaining until 2008/9 the 
annual reduction rates must now reach an average of 3.3 % for ACEA, 3.5 % for JAMA 
and  3.3  %  for  KAMA.  It  was  anticipated  from  the  beginning  that  the  average  reduction 
rates  would  be  higher  in  the  later  years.  However,  it  is  noted  that  the  gaps  to  be  closed, 
expressed  in  required  annual  performance,  have  further  increased  in  2004  (see  Table  2). 
This  is  a  cause  of  concern.  The  Commission  will  pursue  its  close  monitoring  of  the 
Associations’ achievements under their Commitments. 

In 2004 the overall average CO2 emissions of new passenger cars registered was lower in all 
fifteen  Member  States  compared  to  1995  and  the  years  in  between  (see  Figure  1  in  the 
Attachment). However, the reduction rates differ somewhat from country to country11. 

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9 

10 
11 

Since 2001 included data are corrected by 0.7 % to take into account the change in the test cycle. 
The  impact  of  fiscal  incentives  for  diesel  fuel  in  most  Member  States  also  likely  contributed  to  the 
increased diesel vehicle share, and related reduction in average specific CO2 emissions 
COM(2005) 683 final. 
No figure can be given for Greece and Finland for 1995 since data are not available. 

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2.1.2.  KAMA’s “Major Review” and work on Article 10 of Decision 1753/2000/EC 

The  voluntary  Commitment  to  reduce  new  passenger  car  CO2  emissions  contain  the 
obligation to carry out, based on 2003 (ACEA and JAMA) and 2004 (KAMA) data, a “Major 
Review”. This Major Review should address the “…results of CO2 emission reductions up to 
and including calendar year 2003/4, 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 
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  the 
Associations.  The  previous  annual  Communication12  addressed  ACEA’s  and  JAMA’s  2003 
“Major  reviews”  and  the  related  evaluations  under  article  10.  The  present  Communication 
only addresses KAMA’s 2004 review exercise, focusing on the following crucial questions: 

(1) 

(2) 

Have  there  been  obstacles  in  place  which  hampered  KAMA  in  meeting  its 
Commitment, or that lead KAMA to under perform? 

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

The  answer  to  these  questions  are  decisive  for  answering  whether  or  not  the  observed  CO2 
reductions  up  to  and  including  2004  shall  be  counted  to  their  full  extent,  towards  the 
achievement of the Commitment. 

The joint assessment came to the following conclusion (detailed conclusions are annexed to 
the  Joint  Report  with  KAMA):  the  reduction  in  specific  CO2  emissions  has  been 
overwhelmingly  achieved  by  technological  developments,  all  applicable  undertakings  and 
assumptions  specified  in  KAMA’s  CO2  Commitment  have  been  met,  and  the  environment 
under  which  its  members  are  operating  has  not  prevented  KAMA  from  meeting  its 
Commitment. In summary, KAMA and the Commission conclude that KAMA has, during the 
period 1995 to 2004, met all the obligations stated in its Commitment. Despite having gone 
through a hard economic situation during the first years of the commitment period, the Korean 
car industry has contributed to the EU strategy for reducing CO2 emissions and to its Kyoto 
reduction objectives, as foreseen in its Commitment. 

These findings also highlight another aspect of the implementation of the strategy: the limited 
impact so far of measures taken under the other two pillars, labelling and fiscal measures (see 
paragraphs 3 and 4 respectively). 

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COM(2005) 269 final. 

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2.1.3.  KAMA’s  Review  on  the  potential  to  move  further  towards  the  Community  target  of 

120 g CO2/km 

As foreseen in its Commitment, KAMA presented in December 2004 the results of its “review 
on  the  potential  for  additional  CO2  reduction,  with  a  view  to  moving  further  towards  the 
Community’s objective of 120 g CO2/km by 2012". In its position paper, KAMA states that the 
technological potential to achieve the Community target of 120 g CO2/km in 2012 is available 
by combining further progress in conventional technologies with a substantial share of hybrid 
vehicles (25.3%), but stresses that, in its view, this will lead to “an excessive financial burden 
on  KAMA  and  consumers  alike”.  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  oil/fuel  suppliers,  public  authorities, 
drivers etc.  

In fact, in addition to the three pillars of the strategy, several other options could contribute to 
the  Community’s  strategy  to  reduce  CO2  emission  reductions  from  passenger  cars  and  light 
commercial  vehicles.  Taking  into  account  this  position  paper,  and  the  position  papers 
provided  in  2003  by  ACEA  and  JAMA,  the  Commission  has  decided  to  carry  out  in  2005-
2006 a review of the Community’s strategy to reduce CO2 emissions from passenger cars and 
light  commercial  vehicles.  In  view  of  the  existing  Community  objective  of  a  new  car  fleet 
average  emission  of  120  g  CO2/km,  the  Commission  will  review  the  options  available  to 
further reduce CO2 emissions from passenger cars and light commercial vehicles, subject to 
an impact assessment and taking into account the work of the CARS21 high-level group. This 
review will be carried out under the framework of the European Climate Change Programme. 
The Commission intends to present a Communication on a revised strategy to the European 
Parliament and Council in the second half of 2006.  

2.2. 

Average new car fleet CO2 emissions in the EU25 in 2004 

Separate from the 2004 joint monitoring exercise and further to the EU enlargement, average 
new  car  fleet  CO2  emission  data  became  available  for  the  first  time  in  2004  for  most  new 
Member  States  (Slovakia  and  Malta  did  not  deliver  data  in  2004).  The  following  table 
presents the EU15, EU10 and EU 25 situation: 

2004 Monitoring data 
of EU 15 

2004 Monitoring data 
of EU 1013 

2004 Monitoring data 
of EU 2513 

Fuel 

Registrations 

g 
CO2/km

Registrations

g 
CO2/km

Registrations 

g 
CO2/km

Petrol 

Diesel 

7.001.245 

6.787.834 

170 

155 

533.665 

168.284 

158 

151 

7 534 910 

6 956 118 

169 

155 

Petrol+Diesel 

13.789.079 

163 

701.949 

156 

14 491 028 

162 

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COM(2005) 269 final. 

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It is noteworthy that the EU10 average CO2 value is circa 4% lower than that in EU15, and 
that  the  total  number  of  registrations  in  EU  10  represents  only  circa  5%  of  the  EU15 
registrations.  Besides,  while  diesel  vehicles  represent  now  around  50%  of  the  new 
registrations in EU 15, they represent less than 25 % in the EU1013. 

2.3. 

Data quality 

The  “Monitoring”  Decision  1753/2000/EC  was  adopted  by  the  European  Parliament  and 
Council on 30 August 2000. Data collected under this Decision for the year 2002 onwards are 
used as official data for the monitoring of the voluntary commitments. For earlier years, data 
supplied by the associations were used for the monitoring. 

This  transition  in  the  datasets,  reflected  in  a  discontinuity  between  the  associations’  data 
series and the official EU data series, also brought to light minor discrepancies. Over the past 
years, efforts were made to identify the reasons for the observed differences and improve data 
quality. Overall, EU15 official data are considered satisfactory by the three associations, and 
the  gap  with  the  data  provided  by  the  industry  is  very  limited.  Work  on  data  quality  with 
Member States will be pursued, so as to further increase their accuracy and representativity of 
the EU15 and EU25 situation. 

IMPLEMENTATION OF DIRECTIVE 1999/94/EC 

3. 
All Member States have notified the measures transposing Directive 1999/94/EC14 relating to 
the availability of consumer information on fuel economy and CO2 emissions in respect of the 
marketing  of  new  passenger  cars.  As  regards  the  implementing  Commission  Directive 
2003/73/CE, Austria and Greece have not yet notified the related measures. On the basis of 
Member States’ reports on the implementation of Directive 1999/94/EC, a study15 was carried 
out  for  the  Commission  in  2004  in  order  to  assess  the  effectiveness  of  this  legislation,  and 
possible options for improvement. The results of this study, presented to stakeholders in early 
2005, show that in general the effectiveness of the Directive seems to be low, as a significant 
impact  on  consumers’  decisions  could  not  be  noticed.  The  most  promising  options  for 
improving the current legislation with the aim of enhancing consumers’ awareness about fuel 
efficiency  and  CO2  emissions  lie  with  the  introduction  of  energy  efficiency  classes  on  the 
label, and a further harmonisation of its design. 

Building  on  this  evaluation  and  as  part  of  the  overall  review  of  the  strategy  to  reduce  CO2 
emissions from passenger cars and light commercial vehicles, the Commission will assess in 
2006  the  need  to  put  forward  an  amending  proposal  in  order  to  improve  the  Directive’s 
effectiveness. 

14 
15 

OJ L 12, 18.1.2000, p. 16. 
“Study on the effectiveness of 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”, ADAC for the 
European Commission, Final report, March 2005, downloadable at 
http://europa.eu.int/comm/environment/co2/co2_directive.htm 

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4. 

WORK ON FISCAL MEASURES 

In 2002 the Commission adopted a Communication16 on the taxation of passenger cars in the 
European Union. The Communication contained a number of policy options for future action 
and was followed by a wide consultation of Member States, the European Parliament, the car 
industry  and  other  important  stakeholders.  Further  to  this  consultation,  the  Commission 
adopted in July 2005 a proposal for a Directive17 on passenger car related taxes aimed inter 
alia  at  requiring  Member  States  that  have  such  taxes  to  include  a  CO2  element  in  their 
calculation, so as to promote the purchase of fuel efficient cars. 

5. 

OTHER RELATED MEASURES  

The Environment Council in its conclusions of 10 October 2000 requested the Commission to 
study greenhouse gas emission reduction measures on light commercial vehicles (also referred 
to as “N1” vehicles18) and air conditioning systems used in passenger cars19. 

With  regard  to  N1  vehicles,  Directive  2004/3/EC20  will  require  the  measurement  of  CO2 
emissions and the provision of related information for this vehicle category. The Commission 
has  furthermore  launched  a  contract  on  the  preparation  of  reduction  measures  for  CO2 
emissions  from  N1  vehicles21.  With  regard  to  mobile  air  conditioning,  the  Commission 
similarly  launched  a  contract  in  order  to  develop  a  measurement  procedure  to  evaluate  the 
impact of air conditioning use on fuel consumption22. 

Potential  greenhouse  gas  reductions  from  N1  vehicles  and  mobile  air  conditioning  systems 
will be considered by the Commission as part of the integrated approach in the review of the 
strategy on CO2 emissions from passenger cars and light commercial vehicles (see 2.1.3). 

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18 

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20 

21 

22 

COM(2002) 431 final. 
COM(2005) 261 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". 
Directive  2004/3/EC  amending  Council  Directives  70/156/EEC  and  80/1268/EEC  as  regards  the 
measurement of CO2 emissions and fuel consumption of N1 vehicles, OJ L 49, 19.2.2004, p. 36. 
“Measuring and preparing reduction measures for CO2 emissions from N1 vehicles”, TNO for the 
European Commission, December 2004, available at: 
http://europa.eu.int/comm/environment/co2/pdf/a_9482_final%20report.pdf  
“Development of a procedure for the determination of the additional fuel consumption of passenger 
cars (M1 vehicles) due to the use of mobile air conditioning equipment”, TNO for the European 
Commission, July 2005, available at: http://europa.eu.int/comm/environment/co2/pdf/a_16174.pdf 

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6. 

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. The EU 15 average value achieved in 2004 
was  163  g  CO2/km23,  compared  to  186 g CO2/km  in  1995,  the  reference  year  of  the 
Community  strategy  –  a  reduction  of  about  12.4  %.  The  assessments  carried  out  under  the 
“Major  Review”  and  under  Article  10  of  Decision  1753/2000/EC  show  that  ACEA,  JAMA 
and  KAMA  have,  during  the  period  1998  to  2004,  met  all  the  obligations  stated  in  their 
Commitments. The car industry has, in doing so, delivered a sizeable contribution to the EU 
strategy for reducing greenhouse gas emissions and to its Kyoto reduction objectives. 

that  all 

three  associations  have  reconfirmed 

In  order  to  meet  the  final  target  of  the  Commitments  (140  g  CO2/km)  all three  associations 
have  to  substantially  increase  their  efforts.  Based  on  the  annexed  Joint  Reports,  the 
Commission  acknowledges 
their  firm 
determination  to  make  the  best  possible  efforts  to  live  up  to  their  commitments.  However, 
ACEA and JAMA were not able to provide firmer assurances than in the previous years that 
they  will  meet  the  140  g  CO2/km  by  2008  (ACEA)  and  2009  (JAMA),  despite  the 
commitment period drawing to an end; KAMA has achieved a very substantial reduction in 
2004,  and  confirmed  that  it  had  no  reason  to  believe  that  it  would  not  live  up  to  its 
commitment24. The Commission underlines the importance for the car industry of meeting the 
140 g CO2/km target which the Commission considers achievable and to which the industry 
has  committed.  It  also  stresses  the  need  for  continued  efforts  towards  technical  research, 
development and demonstration on more efficient propulsion and auxiliary systems (including 
mobile  air  conditioning)  for  passenger  cars  and  light  commercial  vehicles,  with  a  view  to 
achieving lower costs and improved performance, including overall efficiency and durability. 
The  position  papers  presented  by  ACEA,  JAMA  and  KAMA25  on  their  reviews  on  the 
potential  to  moving  further  towards  the  Community's  objective  of  120  g  CO2/km  by  2012 
indicate  that  the  associations  consider  that  an  integrated  approach,  as  opposed  to  focusing 
only  on  car  technology,  is  necessary.  To  focus  on  car  technology  would,  according  to  the 
associations,  “seriously  damage  the  future  competitiveness  and  financial  viability  of  the 
European car manufacturing industry, and weaken the EU economy” (ACEA).  

The Commission has decided to carry out in 2005-2006 a review of the Community’s strategy 
to reduce CO2 emissions from passenger cars and light commercial vehicles. In view of the 
120  g  CO2/km  Community  objective,  the  Commission  will  review  the  options  available, 
including  legislative  ones,  to  further  reduce  CO2  emissions  from  passenger  cars  and  light 
commercial vehicles, subject to an impact assessment and taking into account the work of the 
CARS21  high-level  group.  It  will  be  carried  out  under  the  framework  of  the  European 
Climate  Change  and  the  Commission  intends  to  present  a  Communication  on  a  revised 
strategy to the European Parliament and Council in the second half of 2006. 

23 
24 

25 

Figure based on official EU data 
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). 
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 EU 15 

CO2 (g/km) 

1995 

1996 

1997  1998  1999 

2000 

2001(3) 

2002(3) 

2003(3) 

2004(3) 

Change 
95/04 [%] 

ACEA 

Petrol 

188 

186 

183 

182 

180 

177 

172 

Diesel 

176 

174 

172 

167 

161 

157 

153 

All fuels(1) 

185 

183 

180 

178 

174 

169 

165 

JAMA 

Petrol 

191 

187 

184 

184 

181 

177 

174 

Diesel 

239 

235 

222 

221 

221 

213 

198 

All fuels(1) 

196 

193 

188 

189 

187 

183 

178 

KAMA 

Petrol 

195 

197 

201 

198 

189 

185 

179 

Diesel 

309 

274 

246 

248 

253 

245 

234 

All fuels(1) 

197 

199 

203 

202 

194 

191 

187 

EU-15(2) 

Petrol 

189 

186 

184 

182 

180 

178 

173 

Diesel 

179 

178 

175 

171 

165 

163 

156 

All fuels(1) 

186 

184 

182 

180 

176 

172 

167 

172 

155 

165 

172 

180 

174 

178 

203 

183 

172 

157 

166 

171 

154 

170 

153 

-9.6 % 

-13.1 % 

163 

161 

-13 % 

170 

177 

172 

171 

201 

179 

171 

157 

164 

171 

170 

170 

160 

189 

168 

170 

155 

163 

-10.5 % 

-28.9 % 

-13.3 % 

-17.9 % 

-38.8 % 

-14.7 % 

-10.1 % 

-13.4 % 

-12.4 % 

(1) Petrol and diesel-fuelled vehicles only, other fuels and statistically not identified vehicles are not expected to affect these 
averages significantly. 
(2) New passenger cars placed on the EU15 market by manufacturers not covered by the Commitments would not influence 
the EU15 average significantly. 
(3) Figures for 2001-2004 are corrected by 0.7 % for the change in driving cycle. For 2002-2004 official EU15 data are 
taken. 

N.B.: 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 140 g CO2/km target in 2008/2009 

EU15 

Gap to the 140 g CO2/km target 

Total 

Per annum 

1995* 
CO2 
(g/km) 

2004** 
CO2 
(g/km)  % from 2004 

to 2008/9 

g CO2/km from 
2004 to 2008/9 

% from 2004 to 
2008/9 

g CO2/km from 
2004 to 2008/9 

ACEA all fuels  

185 

161 

JAMA all fuels 

196 

170 

KAMA all fuels 

197 

168 

13 

17.6 

16.6 

21 

30 

28 

3.3 

3.5 

3.3 

5.3 

6 

5.6 

*1995 figure based on Associations’ data; **2004 figure based on EU15 official data 

Figure 1: Average Specific CO2 emissions of new passenger cars in the EU15, EU 10 and 
in Member States in 1995 and 2004 (weighted averages based on the data for diesel and 
gasoline  vehicles;  for  1995,  data  as  delivered  by  the  associations;  for  2004,  official  EU 
data  are  displayed  and  are  corrected  by  0.7  %  for  cycle  change  adjustment;  no  data 
available in 1995 for Greece, Finland and EU 10; no data available in 2004 for Slovakia 
and Malta.) 

m
k
/
2
O
C
g

230

210

190

170

150

130

110

90

70

50

1995
2004

EU15

EU10

PORITSL FCZPOSPBHUADK

IREGR

LUXNLUKCYDEES

FINLI

LV

SW

EN 

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Table 3: Trends in composition of new cars registered on the market, for each 
association and the EU15 

ACEA 

1995 

1996 

1997 

1998 

1999 

2000 

2001 

2002 (4) 

2003 (4) 

2004 (4) 

Change'95-
04' (2) 

Petrol 

73.4% 

72.9% 

73.1% 

70.3% 

65.8% 

60.9% 

58.2% 

56.3% 

52.4% 

45.4% 

-28 

Diesel 

24.0% 

24.3% 

24.3% 

27.0% 

31.0% 

35.8% 

39.4% 

43.6% 

47.5% 

51.9% 

27.9 

Totals 
(3) 

10,241,651 10,811,011 11,226,009 11,935,533 12,518,260 12,217,744 12,552,498 11,649,782 11,533,323 11,668,101

13.9% 

JAMA 

1995 

1996 

1997 

1998 

1999 

2000 

2001 

2002 (4) 

2003 (4) 

2004 (4) 

Change'95-
04' (2) 

Petrol 

82.1% 

82.1% 

83.2% 

81.6% 

80.4% 

80.8% 

79.1% 

77.3% 

71.8% 

65.6% 

-16.5 

Diesel 

9.5% 

10.4% 

11.2% 

13.1% 

14.9% 

16.5% 

17.4% 

22.6% 

28.2% 

30.9% 

21.4 

Totals 
(3) 

1,233,975  1,342,144  1,510,818  1,666,816 1,716,048 1,667,987 1,520,643 1,501,937  1,703,960  1,843,728

49.4% 

KAMA 

1995 

1996 

1997 

1998 

1999 

2000 

2001 

2002 (4) 

2003 (4) 

2004 (4) 

Change'95-
04' (2) 

Petrol 

87.9% 

87.6% 

89.2% 

85.9% 

81.9% 

80.9% 

85.2% 

77.8% 

73.9% 

69.5% 

-18.4 

Diesel 

1.6% 

1.8% 

2.3% 

6.1% 

7.4% 

8.3% 

13.9% 

22.0% 

26.1% 

26.4% 

24.8 

Totals 
(3) 

EU-15 
(1) 

169,060 

236,454 

275,453 

373,230 

463,724 

491,244 

396,792 

325,436 

427,341 

589,542 

249% 

1995 

1996 

1997 

1998 

1999 

2000 

2001 

2002 (4) 

2003 (4) 

2004 (4) 

Change'95-
04' (2) 

Petrol 

74.5% 

74.2% 

74.6% 

72.1% 

68.0% 

63.9% 

61.2% 

59.2% 

55.4% 

49.6% 

-24.9 

Diesel 

22.2% 

22.4% 

22.3% 

24.7% 

28.4% 

32.6% 

36.4% 

40.7% 

44.4% 

48.1% 

25.9 

Totals 
(3) 

11,644,686 12,389,609 13,012,280 13,975,579 14,698,032 14,376,975 14,469,933 13,477,155 13,664,624 14,101,371

21.1% 

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

(2)  The  change  over  the  period  1995  to  2004  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- 2004 the official EU15 data is taken 

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ANNEX (SEC(2006) 1078) 

(1)  Monitoring  of  ACEA’s  Commitment  on  CO2  Emission  Reduction  from  Passenger 
Cars (2004), Joint Report of the European Automobile Manufacturers Association and 
the Commission Services, Final version of 25.11.2005 

(2)  Monitoring  of  JAMA’s  Commitment  on  CO2  Emission  Reduction  from  Passenger 
Cars (2004), Joint Report of the Japan Automobile Manufacturers Association and the 
Commission Services, Final version of 25.11.2005 

(3)  Monitoring  of  KAMA’s  Commitment  on  CO2  Emission  Reduction  from  Passenger 
Cars (2004), Joint Report of the Korea Automobile Manufacturers Association and the 
Commission Services, Final version of 25.11.2005. 

The annexes are available only in English 

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