REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT AND THE COUNCIL in accordance with Article 9 of Directive 98/70/EC relating to the quality of petrol and diesel fuels
Date: 2017-05-31
Institutions: Directorate-General for Climate Action, European Commission
Subjects: air quality, biofuel, diesel fuel, environmental standard, greenhouse gas, motor vehicle, motor vehicle pollution, petrol, quality standard, reduction of gas emissions

EN 

   EN 

   EUROPEAN COMMISSION  Brussels, 31.5.2017  COM(2017) 284 final   REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT AND THE COUNCIL in accordance with Article 9 of Directive 98/70/EC relating to the quality of petrol and diesel fuels  
 
 
REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT 
 AND THE COUNCIL 

 in accordance with Article 9 of Directive 98/70/EC 
relating to the quality of petrol and diesel fuels 

1.  Introduction 

The Fuel Quality Directive1 aims to improve and maintain the quality of transport fuel sold 
on  the  European  internal  market.  Its  objectives  are  to  secure  high  minimum  levels  of 
environmental and health protection in relation to transport fuel use and to ensure technical 
compatibility  with  internal  combustion  engines.  It  establishes  environmental  specifications 
for petrol and diesel (and the biofuels blended in them) used in road transport and in non-road 
mobile machinery. The Directive also includes an obligation on fuel suppliers to reduce the 
greenhouse gas intensity of the fuel mix they supply by 6% in 2020 compared to 2010.  

This  report  fulfils  the  requirement  under  which  the  Commission  must  report  on  a  range  of 
specific issues listed in Article 9 of the Fuel Quality Directive. 

The  Commission  has  also  conducted  an  evaluation  of  certain  parts2  of  the  Fuel  Quality 
Directive  as  part  of  its  Regulatory  Fitness  and  Performance  Programme  (REFIT).  The 
evaluation,  which  is  published  together  with  this  report3,  concluded  that  the  Fuel  Quality 
Directive  provides  EU  added  value  in  improving  and  maintaining  the  quality  of  transport 
fuels.  The  Directive  is  found  to  be  generally  fit  for  purpose  and,  based  on  the  evidence 
available,  it  is  considered  to  achieve  its  aims  in  an  effective  and  broadly  efficient  manner. 
However, closer monitoring of how the internal market for transport fuels develops would be 
useful. 

In  November  2016  the  Commission  adopted  the  Clean  Energy  for  All  Europeans  package, 
which included a proposal for a recast of the Renewable Energy Directive4 (COM(2016) 767 
final).  It  proposed  using  this  Directive  alone  to  regulate  the  uptake  of  low-emission  and 
renewable fuels for the period 2021-2030 and not extending the GHG reduction target under 
the Fuel Quality Directive beyond 2020. 

2. The quality of fuels and related greenhouse gas issues 

Progress in achieving the 6% greenhouse gas emission target 

1  
2  
3  
4  

Directive 98/70/EC relating to the quality of petrol and diesel fuels, OJ L 350, 28.12.1998. 
This evaluation was limited to Articles 1 to 7, 8, 8a, 9 and 9a of the Fuel Quality Directive.  
SWD(2017) 178 and SWD(2017) 179. 
Directive 2009/28/EC of the European Parliament and of the Council on the promotion of the use of 
energy from renewable sources, OJ L 140, 5.6.2009. 

2 

 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
Member  States  must  undertake  comprehensive  monitoring  and  reporting  of  the  GHG 
intensity of transport fuels in accordance with Council Directive (EU) 2015/6525, for which 
the transposition deadline is 21 April 2017. The first reports are expected in 2018.  

Preliminary conclusions can already be drawn from the reporting on renewable energy in the 
transport sector required under the Renewable Energy Directive. The 2017 progress report on 
renewable  energy6  shows  that  the  renewable  energy  share  in  transport  was  6  %  in  2015. 
Biofuels account for 88% of this share, while electricity still plays a more limited role7.  

Member  States  reported  net  savings  in  greenhouse  gas  emissions  resulting  from  the  use  of 
renewable  energy  in  transport  of  around  35  Mt  CO2-equivalent  in  2014.  Most  of  these 
savings  came  from  the  use  of  biofuels,  with  a  small  but  growing  role  for  renewable 
electricity.  These  savings  cover  only  direct  emissions  and  do  not  include  emissions  from 
indirect land use change (ILUC). 

ILUC emissions associated with biofuels consumed in the EU are estimated at 23 Mt CO2-
equivalent,  resulting  in  a  net  saving  of  12  Mt  CO2-equivalent.  Applying  the  associated 
sensitivity range in Annex VIII to the Renewable Energy Directive, ILUC emissions would 
range from 14 to 28 Mt CO2-equivalent, with corresponding net savings of between 7 and 21 
Mt CO2-equivalent. 

Recent modelling work8 on the ILUC impacts of individual biofuel feedstock confirms that 
ILUC emissions for biofuels produced from vegetable oils can be far higher than for biofuels 
produced from starch or sugar. Advanced biofuels from non-food crops have generally very 
low or no ILUC emissions. 

Meeting the 6% target requires a reduction of approximately 66 Mt CO2-equivalent by 2020 
compared to the 2010 fuel baseline. However, contributions to the 6% target can also come 
from non-renewable fuels (e.g. LPG, CNG, and LNG) and upstream emission reductions, on 
which  there  is  no  reporting  requirement  under  the  Renewable  Energy  Directive.  Therefore, 
overall  progress  towards  the  6%  GHG  reduction  target  under  Article  7a,  and  the  target's 
impact on the EU Emission Trading Scheme cannot be fully assessed at present. 

The  Commission  proposed  not  extending  the  GHG  emission  target  under  the  Fuel  Quality 
Directive  beyond  2020.  Instead,  the  Renewable  Energy  Directive  should  become  the  key 
instrument for driving the uptake of renewable and low-emission transport fuels up to 2030. 

It is therefore not considered appropriate to propose a changing the 6% target for 2020. This 
would  also  exclude  the  options  of  increasing  the  target  by  using  more  Clean  Development 
Mechanism  credits  or  using  carbon  capture  and  storage  technologies  (CCS)  and  electrical 

5  

6  
7  

8  

Council  Directive  (EU)  2015/652  laying  down  calculation  methods  and  reporting  requirements 
pursuant to Directive 98/70/EC, OJ L 107, 25.4.2015. 
COM(2017) 57 final. 
Biodiesel is the main biofuel used for transport in the EU. It accounted for 79% of all biofuel use in 
2015  (10.9  Mtoe).  Bioethanol  is  the  second  largest  contributor,  with  a  20%  share  (2.6  Mtoe).  Other 
renewable energy sources (including biogas) do not play a prominent role in the transport sector across 
the  EU-28,  but  are  used  in  some  Member  States  (including  Sweden  and  Finland).  The  proportion  of 
biofuels produced from waste, residues, and ligno-cellulosic and non-food cellulosic material in the EU 
biofuel mix increased from 1% in 2009 to 23% in 2015. Renewable electricity contributed 1.7 Mtoe to 
gross final energy consumption in transport in 2015. 
Ecofys, IIASA, E4Tech, 2015. 

3 

 
 
 
  
                                                 
energy  in  road  vehicles.  The  Commission  notes  the  limited  market  penetration  of  these 
technologies and therefore their limited potential for reducing the life-cycle GHG emissions 
from fuels and energy up to 2020.  

Biofuel blend limits  

The Fuel Quality Directive has dual implications for biofuel blending. On the one hand, the 
6 % reduction target for GHG emissions from fuels provides an incentive for using more low-
carbon  fuels,  such  as  biofuels,  in  the  transport  sector.  On  the  other  hand,  the  fuel 
specifications set out in the Directive define maximum levels for the biofuel content in petrol 
and diesel9 of freely marketed fuels to make these fuels compatible with engines and after-
treatments in vehicles operating across the EU. 

A study for  the Commission10 assessed the feasibility  and the economic and environmental 
implications of a hypothetical increase in the current blending levels for biofuels, including 
its  impact  on  the  fuel  sector  and  vehicle  fleet.  It  concluded  that  the  current  blending  limits 
still  allow  for  an  increase  in  biofuel  use.  The  main  fuels  currently  marketed  in  the  EU  are 
diesel  with  up  to  7  %  FAME11  (B7)  and  petrol  with  up  to  5  %  ethanol  (E5)12.  Biofuel  use 
could  be  further  increased  by  increasing  the  blending  rate  up  to  the  allowed  limits,  and  in 
particular by introducing E10 across all Member States. Further, 'drop-in' fuels such as HVO 
could be used, for which no limits apply.   

The evaluation of the Fuel Quality Directive also showed that there is no evidence that the 
blending limits constitute a barrier to achieving the 10 % renewables target in transport. This 
is because other means than those mentioned above are available to help meet the target, such 
as  double-counted  advanced  biofuels  and  renewable  electricity13.  The  evaluation  did  not 
cover  potential  impacts  of  blending  limits  for  the  fulfilment  of  the  proposed  incorporation 
obligation in the Renewable  Energy Directive for the period after 2020 where  the blending 
limits for ethanol might be of relevance. 

A limited proportion of the fleet, however still representing a significant number of vehicles 
unable to take higher biofuels blends is expected to remain in the fleet in 2020 and beyond14. 
Under  the  Alternative  Fuels  Infrastructure  Directive15,  since  18  November  2016  consumers 
must be informed of fuel and car compatibility to help them avoid non-compatible fuels. In 
this respect, the European Committee for Standardization (CEN) adopted standard EN 16942 
"Fuels-Identification  of  vehicle  compatibility-Graphical  expression 
for  consumer 
information" in October 2016. This standard will provide consumers with information on the 

9  

10  

11  
12  

13  
14  

15  

The maximum content of ethanol in petrol is 10%. There are further limits for other oxygenates such as 
ethers. The maximum content of fatty acid methyl ester (FAME) in diesel is generally limited to 7%.  
Impact  of  higher  levels  of  bio  components  in  transport  fuels  in  the  context  of  the  Fuel  Quality 
Directive, ICF International, 2015.   
Fatty acid methyl ester. 
Up to 2015, petrol with a maximum ethanol content of 10 % by volume (E10) had been introduced in 
six  Member  States  (Bulgaria,  Finland,  France,  Germany,  Lithuania,  and  Slovenia),  while  E5  petrol 
continued to dominate the market even in most Member States where E10 was available. 
SWD(2017) 178 and SWD(2017) 179. 
Between 1.3% and 6.8 % of the EU light-duty fleet – roughly 1.6 to 9 million vehicles - is expected to 
be  E10-intolerant  in  2020.  Also,  higher  FAME  blends  (e.g.  B10  and  B30)  could  cause  technical 
problems such as oil dilution, especially at low ambient temperatures. 
Directive 2014/94/EU of the European Parliament and of the Council on the deployment of alternative 
fuels infrastructure, OJ L 307/1, 28.10.2014 

4 

 
 
 
 
 
 
 
                                                 
compatibility  between  their  vehicles  and  the  fuels  available  in  filling  stations.  At  present, 
CEN is  also carrying out  research work on behalf of the Commission16 on various  biofuels 
blends and in particular E20/25. Some car manufacturers claim that their engines can already 
operate with a E20 or E25 blend. The results from the CEN contract are expected in 2019.  

Introducing higher biofuel blends, in particular of bioethanol and FAME, in some cases may 
also have technical implications and related costs for the fuel distribution infrastructure (e.g. 
service stations, pipelines, storage tanks, pumps) and logistics in the fuel supply chain. These 
effects  are  not  specific  to  biofuels  and  would  also  result  from  the  use  of  other  alternative 
fuels,  unless  these  are  drop-in  fuels such  as  HVO.  Some  pump  price  increases17  and  issues 
with the compatibility of older cars have to be considered, notably where a ‘protection grade’ 
would become unavailable.  

The  hypothetical  scenarios  of  higher  biofuel  blending  limits  for  general  market  fuels 
modelled in the study10 suggest that there will be no significant negative effects on pollutant 
emissions in cars or in refineries and a positive but relatively small increase in GHG savings 
if  all  impacts  on  life-cycle  emissions,  including  ILUC,  are  taken  into  account.  A  more 
significant  positive  effect  on  GHG  emissions  would  be  possible  through  broader  use  of 
advanced biofuels, e.g. from waste and residues.  

The  most  recent  monitoring  report18  on  EU  fuel  quality,  for  2014  and  2015,  shows  overall 
compliance  with  the  specifications  for  petrol  and  diesel  in  the  Fuel  Quality  Directive,  with 
very few deviations from the relevant provisions. The Commission has not been made aware 
of any negative repercussions on vehicle emissions or engine functioning. This suggests that 
so far the trend towards greater bio-blend diversification has been accommodated within the 
current fuel specifications. 

In view of this there does, at present, not appear to be a case for changing the specifications 
for  general  market  fuels  with  regard  to  maximum  EU  bio-blend  levels.  The  Commission 
should revisit this question in light of the development of CEN standards for higher blends 
and the need to ensure the long-term decarbonisation of transport. 

Linkages with CO2 emission standards 

The decarbonisation of road transport is promoted by policies to cut CO2 emissions from road 
vehicles.  Regulations  (EC)  443/200919  and  (EU)  510/201120  set  CO2  targets  for  new 
passenger cars and new light commercial vehicles, respectively. Vehicle manufacturers must 
reduce CO2 emissions from vehicles to reach EU fleet-wide average targets of 95 g CO2/km 

16  
17  

18  
19  

20  

Contract SA/CEN/RESEARCH/EFTA/000/2014-13. 
Depending  on  the  different  assumptions  on  underlying  crude  prices,  the  scenarios  analysed  for 
increased levels of biofuels use suggest increases in pump prices in the range of 1 to 2.3 euro cents per 
litre 2020 and 2 to 7.5 euro cents per litre in 2030. 
COM(2017) 49 final  
Regulation  (EC)  No  443/2009  of  the  European  Parliament  and  of  the  Council  setting  emission 
performance  standards  for  new  passenger  cars  as  part  of  the  Community's  integrated  approach  to 
reduce CO 2 emissions from light-duty vehicles, OJ L 140, 5.6.2009.  
Regulation  (EU)  No  510/2011  of  the  European  Parliament  and  of  the  Council  setting  emission 
performance standards for new light commercial vehicles as part of the Union's integrated approach to 
reduce CO 2 emissions from light-duty vehicles, OJ L 145, 31.5.2011. 

5 

 
 
 
 
 
 
 
 
                                                 
for new passenger cars by 2021 and of 147 g CO2/km for new light commercial vehicles by 
2020.  

A  2015  report21  assessing  these  Regulations  concluded  that  they  had  been  effective  in 
reducing  CO2  emissions  from  new  cars  and  light  commercial  vehicles.  Moreover  they  had 
generated  net  economic  benefits  and  they  continued  to  be  relevant,  effective, and  coherent, 
and to generate EU added value. While some weaknesses were identified, especially with test 
procedures, no concerns were raised in relation to fuel. 

The Commission is currently drawing up future emission standards for heavy-duty vehicles 
and  has  conducted  a  public  consultation  on  legislation  for  monitoring  and  reporting  fuel 
consumption data and CO2 emissions from heavy-duty vehicles. 

In principle, better fuel quality can positively affect exhaust emissions from road vehicles. It 
may be possible to  enhance engine design for use  with  gasoline with an increased research 
octane  number (RON)  to allow for higher compression ratios  leading  to a  reduction in  fuel 
consumption  and  CO2  emissions.  A  higher  RON  grade  (e.g.  RON  100)  would,  however, 
increase  refining  emissions  (by  1  Mt  CO2  overall)  and  production  costs  (by  1  to  2%  of  the 
product  value)22.  Fuels  with  a  higher  RON  than  the  minimum  threshold  are  already  on  the 
market. These fuels have no benefits for engines not specifically adapted to them.  

As  the  current  fuel  specifications  already  permit  the  marketing  of  gasoline  with  enhanced 
RON, at present there does not seem to be a case for amending them in this regard.  

3. The quality of fuels and related environmental issues 

One of the aims of the Fuel Quality Directive is to reduce atmospheric pollution caused by 
vehicles. Its fuel specifications control primary air pollutants (such as lead, sulphur oxides, 
nitrogen oxides, unburnt hydrocarbons, particulate matter, carbon monoxide, and benzenes) 
and other toxic emissions which contribute to the formation of secondary pollutants (such as 
ozone)  and  which  are  emitted  through  the  exhaust  and  evaporative  fumes  from  motor 
vehicles and non-road mobile machinery.  

Over the period 1995-2013 transport emissions of SOx declined by -98%, emissions of lead 
declined  by  -95%,  emissions  of  NOx  declined  by  -51%,  emissions  of  PM10  declined 
by -42%, ad emissions of PAH declined by -62%. 

Environmental specifications for fuels for non-road mobile machinery 

The  environmental  specifications  for  diesel  fuels  to  be  used  for  road  vehicles  do  not  fully 
apply to gas-oils used in non-road mobile machinery23. The possibility of further extending 
these requirements to non-road mobile machinery fuel and its related implications has been 

21  
22  
23  

https://ec.europa.eu/clima/sites/clima/files/transport/vehicles/docs/evaluation_ldv_co2_regs_en.pdf 
Oil refining in the EU in 2020, with perspectives to 2030, report 1/13R by CONCAWE, April 2013  
The 10 ppm limit on sulphur content to already applies to both non-road mobile machinery gas-oils and 
on-road diesel. 

6 

 
 
 
 
 
 
 
 
 
 
 
                                                 
analysed for the Commission24. The analysis concluded that such an extension is unlikely to 
have significant impact for most Member States. There could be some limited benefits for air 
pollution. Non-road mobile machinery manufacturers would also see limited benefits, notably 
fewer  maintenance  requirements  and  lower  engine  development  costs  resulting  from  joint 
development  with  engines  for  heavy-duty  road  use.  The  overall  impact  on  European 
refineries is expected to be relatively small. No outstanding issues were identified that would 
currently necessitate aligning the requirements for non-road mobile machinery gas-oils with 
those for on-road diesel.  

Fuel additives 

Fuel  additives  are  substances  intentionally  added  to  fuel  to  improve  running  conditions  for 
engines. Fuel additives that act as detergents prevent the build-up of internal deposits and can 
thus  help  lower  fuel  consumption,  emissions  and  maintenance  needs.  Deposit  control 
additives are used in about 75% of the road fuel sold in the EU. They are handled as part of 
the fuel in closed systems and are completely combusted before entering the environment.  

The Commission recognised earlier that there is currently no satisfactory way of testing fuel 
samples  for  their  detergency  properties  and  suggested  that  the  responsibility  for  informing 
their customers of the benefits of detergents and their use should rest with suppliers of fuel 
and vehicles25. Detergents also provide a means for fuel marketers to distinguish themselves 
from their competitors and advertise this fact to consumers.  

European  standards  for  fuel  quality  (EN228  for  petrol  and  EN590  for  automotive  diesel) 
allow  the use  of  fuel  additives  to  improve  performance  quality.  The  Commission  considers 
that  the  current  practice  of  voluntary  standard-setting  has  led  to  an  appropriate  level  of 
detergent use and related benefits. No further action is required in this regard. 

Metallic additives 

Metallic fuel additives are potentially more problematic, since their metallic components are 
not degraded during fuel use and eventually enter the environment. This is the basis for the 
ban on lead and the limits on MMT26 set out in the Fuel Quality Directive.  

The  Commission  has  developed  a  test  methodology  to  assess  the  health  and  environmental 
risks  of  using  metallic  fuel  additives27.  The  report  shows  that  these  additives'  intrinsic 
reactivity, toxicity and possible capacity to accumulate within living organisms could have an 
impact on humans and the environment. This potential impact is affected by several factors: 
the  type  of  metallic  fuel  additive,  the  level  of  concentration,  the  level  and  duration  of 
exposure and the exposure pathway.  

The  legal  requirements for  fuel  quality  monitoring  and  measurement  by  Member  States  for 
metallic fuel additives are limited to lead and MMT. The Commission is not aware of the use 

24  

25  
26  
27   

Support for report drafting under Article 9(1)(c) and (j) of Directive 98/70/EC relating to the quality of 
petrol and diesel fuels from AMEC Environment & Infrastructure UK Limited with the Laboratory of 
Applied Thermodynamics, Aristotle University, Greece. 
COM(2007) 18 final. 
Methylcyclopentadienyl manganese tricarbonyl. 
COM(2013) 456 final.  

7 

 
 
 
 
 
 
 
 
 
 
                                                 
of  other  metallic  fuel  additives  sold  through  the  fuel  distribution  network.  While  there  are 
reports that other metallic additives (Cerium and Ferrocene) have been used in some captive 
fleets in the past, there is no information to show that these additives are still in use. 

Components regulated under environmental legislation 

The  Commission  must  report  on  components  used  in  petrol  and  diesel  having  regard  to 
Community  environmental  legislation,  including  the  objectives  of  the  Water  Framework 
Directive28.  However,  legal  requirements  for  fuel  quality  monitoring  and  measurement  for 
Member  States  are  limited  to  regulated  parameters  only29.  The  fuel  industry  considers  total 
fuel composition to be proprietary information.  

The Water Framework Directive sets environmental quality standards for priority substances 
and  certain  other  pollutants  in  water  bodies,  which  would  include  certain  substances 
regulated  under  the  Fuel  Quality  Directive  (e.g.  polycyclic  aromatic  hydrocarbons  and 
benzenes).  While  monitoring  and  reporting  under  the  Water  Framework  Directive  does  not 
focus  on  fuel  components,  the  most  recent  report  on  the  Water  Framework  Directive's 
implementation30  is  relevant  as  regards  regulated  chemical  substances.  It  indicates  that  the 
information  provided  by  Member  States  in  the  River  Basin  Management  Plans  on  the 
chemical  status  of  surface  waters  is  not  clear  enough.  Not  all  priority  substances  are 
monitored and the number of water bodies where monitoring takes place is limited.  

From  the  information  available  the quantity  of  fuel  components  addressed  under  the  Water 
Framework  Directive  cannot  be  stated.  Consequently,  there  is  at  present  no  case  for 
amending the fuel specifications in this regard. 

Vapour pressure 

The Fuel Quality Directive helps lower the emissions of volatile organic compounds and thus 
complements  the  VOC-I  and  VOC-II  Directives31.  Relevant  fuel  quality  parameters  in  this 
regard  include  the  content  of  benzene  and  oxygenates  and,  in  particular,  the  petrol  vapour 
pressure.  The  maximum  permitted  vapour  pressure  is  set  at  a  level  of  60  kPa  for  summer 
grade  petrol  to  reduce  non-methane  volatile  organic  compound  (NMVOC)  emissions  from 
road vehicles. Derogations from this value can be granted in cases of bioethanol blending and 
low ambient temperature. 

A report for the Commission32 has assessed the costs and benefits and the impact of a further 
reduction  in  this  maximum  permitted  vapour  pressure.  It  indicates  that  this  would  result  in 
fewer evaporative emissions, particularly from older vehicles. On the other hand, there would 
be  technical,  commercial,  environmental  and  operational  implications  for  the  fuel  industry 
resulting  in  increased  capital  and  operating  costs.  These  would  include  higher  energy 
intensity of refineries, and the need to restructure or replace existing facilities. Based on this 

28  

29  
30  
31  
32  

Directive  2000/60/EC  of  the  European  Parliament  and  of  the  Council  establishing  a  framework  for 
Community action in the field of water policy, OJ  L 327,  22.12.2000  
Annexes I and II, and CEN standards EN 590 for diesel and EN 228 for petrol. 
COM(2015) 120 final. 
Directives 1994/63/EC and 2009/126/EC. 
Support for report drafting under Article 9(1)(c) and (j) of  Directive 98/70/EC relating to the quality of 
petrol and diesel fuels from AMEC Environment & Infrastructure  UK Limited with the Laboratory of 
Applied Thermodynamics, Aristotle University, Greece.   

8 

 
 
 
 
 
 
 
 
 
                                                 
analysis,  the  associated  costs33  are  very  high  compared  to  the  expected  environmental  and 
monetary benefits. 

4. Conclusion 

This report complements the findings of the Fuel Quality Directive evaluation report34. In line 
with  the  latter's  findings,  the  available  evidence  as  set  out  above  on  the  items  listed  in 
Article 9 shows that there is currently no case for legislative amendments to the Fuel Quality 
Directive.  

The Commission will continue to monitor compliance with the environmental specifications 
for fuels laid down in the Fuel Quality Directive along with its impact on the protection of the 
environment  and  human  health  and  on  the  internal  market  for  transport  fuels,  vehicles  and 
non-road mobile machinery. It will also monitor the transposition of the provisions related to 
the greenhouse gas reduction target in the Fuel Quality Directive, due in April 2017. 

33  

34  

Under various scenarios for lowering vapour pressure by 10 kPa the cost per mass of NMVOC abated 
is estimated at EUR 22 to EUR 175 per kg, depending on the fuel composition and scenario considered. 
On  the  other  hand,  the  estimated  monetary  benefits  from  the  reduction  in  NMVOC  emissions  seem 
rather low, at between EUR 0.95 to EUR 2.8 per kg NMVOC abated. 
SWD(2017) 178 and SWD(2017) 179. 

9