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This annual report provides a summary of the information on the quality of fuels in the European Union (EU) in 2021, as reported in 2022 by EU Member States, Iceland and Norway under Directive 98/70/EC relating to the quality of petrol and diesel fuels (the Fuel Quality Directive, FQD) as amended by Directive 2009/30/EC. Each year, under the requirements of FQD Article 8, EU Member States must report information relating to the volume and the quality of petrol and diesel fuels sold for road transport in their territories. More specifically, Member States must sample fuels each year and analyse their technical characteristics to ensure that they are consistent with the requirements of the FQD. The limiting values set out by the FQD concern parameters such as, for petrol fuels, octane number, content of lead, manganese, oxygen and sulphur, etc. and, for diesel fuels, content of fatty acid methyl esters (FAME), manganese and sulphur, etc. Member States assess the quality of fuels through a Fuel Quality Monitoring System (FQMS). European Standard EN 14274 provides information on how to set up an FQMS, depending on the country size and statistical model used, as well as guidance on determining the minimum number of samples to be taken. Since 2015, the EEA has supported the European Commission’s Directorate-General for Climate Action in the compilation, quality checking and dissemination of information reported under the FQD.

This annual reportprovides a summary of the information on the quality of fuels in the European Union (EU) in 2020, as reported in 2021 by EU Member States, Iceland and Norway under Directive 98/70/EC relating to the quality of petrol and diesel fuels (the Fuel Quality Directive, FQD) as amended by Directive 2009/30/EC. Each year, under the requirements of FQD Article 8, EU Member States must report information relating to the volume and the quality of petrol and diesel fuels sold for road transport in their territories. More specifically, Member States must sample fuels each year and analyse their technical characteristics to ensure that they are consistent with the requirements of the FQD. The limiting values set out by the FQD concern parameters such as, for petrol fuels, octane number, content of lead, manganese, oxygen and sulphur, etc. and, for diesel fuels, content of fatty acid methyl esters (FAME), manganese and sulphur, etc. Member States assess the quality of fuels through a Fuel Quality Monitoring System (FQMS). European Standard EN 14274 provides information on how to set up an FQMS, depending on the country size and statistical model used, as well as guidance on determining the minimum number of samples to be taken. Since 2015, the EEA has supported the European Commission’s Directorate-General for Climate Action in the compilation, quality checking and dissemination of information reported under the FQD.

Monitoring under Art. 7a of the Fuel Quality Directive (FQD, EC) 98/70 provides information on life cycle greenhouse gas (GHG) emission reductions regarding road transport fuels (fossil, non-biofuel, biofuel and electrical). The FQD sets a 6% reduction from 2010 to 2020 and this report shows the progress towards this reduction. Data is provided for 2019 by EU Member States, Norway and Iceland.

This annual report of the European Environment Agency (EEA) provides a summary of the information on the quality of fuels in the European Union (EU) in 2019, as reported in 2020 by EU Member States, Iceland and Norway under Directive 98/70/EC relating to the quality of petrol and diesel fuels (the Fuel Quality Directive, FQD) as amended by Directive 2009/30/EC. Each year, under the requirements of FQD Article 8, EU Member States must report information relating to the volume and the quality of petrol and diesel fuels sold for road transport in their territories. More specifically, Member States must sample fuels each year and analyse their technical characteristics to ensure that they are consistent with the requirements of the FQD. The limiting values set out by the FQD concern parameters such as, for petrol fuels, octane number, content of lead, manganese, oxygen and sulphur, etc. and, for diesel fuels, content of fatty acid methyl esters (FAME), manganese and sulphur, etc. Member States assess the quality of fuels through a Fuel Quality Monitoring System (FQMS). European Standard EN 14274 provides information on how to set up an FQMS, depending on the country size and statistical model used, as well as guidance on determining the minimum number of samples to be taken. Since 2015, the EEA has supported the European Commission’s Directorate-General for Climate Action in the compilation, quality checking and dissemination of information reported under the FQD.

The scope of this study is to find the real-world savings achieved in total CO2, NOx and PM10 emissions from the adoption of national policies and European legislation for the period 2010- 2017 for the new registered fleet based on appropriate scenarios developed for this study. In addition, a forecast of the relevant benefits until 2020 was also made., OCP/EEA/ACC/18/001-ETC/ATNI

Evaporative emissions of non-methane volatile organic compounds (NMVOCs) arise from the vehicle’s fuel system under changes in ambient and vehicle temperature. NMVOCs contribute to ground-level ozone and urban smog and pose a threat to human health. A revised test procedure for evaporative emissions and its possible implementation is currently under discussion by the European Commission. This study undertakes a cost-benefit analysis of four possible scenarios for the implementation of a revised test procedure for the period 2015-2040. In the base case scenario and scenarios 1, 2, 2+, 3 it is assumed that the share of vehicles equipped with monolayer tanks will progressively decrease. Indirect cost multipliers (ICM) were used to estimate short- and long-run costs to the manufacturer. The COPERT model used to estimate EU evaporative emissions from the Euro 6 petrol vehicle population over time. Low and high marginal damage costs from the CAFE Programme were used to calculate the economic value of the damage avoided. The study concludes that the most beneficial strategy is the implementation of a more aggressive purging strategy over 48 hours and greater canister durability (scenario 2+). The average net benefit of implementing scenario 2+ is €146,709,441 at a 6% discount rate is considerably higher than the other scenarios considered. Under scenario 2+, the per vehicle benefits range from €6-9 but when fuel savings benefits are added, total benefits range from €13-18. This is compared to average additional cost per vehicle of €9, JRC.F.8-Sustainable Transport