Local view for "http://purl.org/linkedpolitics/eu/plenary/2006-05-16-Speech-2-314"

Predicate	Value (sorted: default)
rdf:type	lpv_eu:Speech⁶
dcterms:Date	"2006-05-16"^^xsd:date⁶
dcterms:Is Part Of	lp_eu:Infotund (küsimused Euroopa Komisjonile)⁶
dcterms:Language	"en"^^xsd:language⁶
lpv:document identification number	"en.20060516.36.2-314"⁶
lpv:hasSubsequent	lp_eu:2006-05-16-Speech-2-315⁶
lpv:speaker	lp:Andris Piebalgs⁶
lpv:spoken text	". Biofuels are needed for two main reasons. Firstly, our energy security depends on developing alternatives to oil. Among the solutions that can be put into practice today, there is none with the same potential as biofuels. Secondly, the transport sector is not contributing enough to the reduction of greenhouse gas emissions. Biofuels can significantly contribute to this aim. The EU has decided to achieve rapid development of biofuels use. The Biofuels Directive, adopted in 2003, set a reference value of a 2% market share for biofuels in 2005 and 5.75% in 2010, compared with a 0.2% share in 2000. In adopting national indicative targets under the Directive, Member States have been somewhat less ambitious, but, overall, the target is a share of about 1.4% in 2005. In the light of this, the review of the functioning of the Biofuels Directive, which the Commission is due to carry out this year, is particularly important. We have just launched the public consultation exercise for this review. The public consultation poses a number of questions. First of all, will the 5.75% objective for 2010 be achieved through the present policies and measures? If not, what can be done to ensure that the objective will be achieved? Should the Community set objectives for the share of biofuels in 2015 and 2020? The Commission has taken no position on these questions so far. Turning to the question of environmental impact, it is important to start from the basis that biofuels bring a number of environmental benefits. However, it is also true that their production can have some adverse effects on the environment. I believe that second-generation biofuels can have even greater environmental benefits and their introduction should be accelerated as much as possible. The Commission will make sure, therefore, that the promotion of biofuels continues to bring benefits in environmental terms, as well as the benefit of security of supply. For that reason, as part of the review of the Directive, the Commission is asking for views on the introduction of a certification system. This could ensure that only biofuels whose cultivation meets required environmental standards count towards objectives in the Directive. The initial reaction of environmental NGOs, fuel suppliers and other stakeholders has been encouragingly positive. As regards car manufacturers' obligations, carmakers have voluntarily agreed to limit average CO2 emissions from new cars to 140g per km by 2008/2009. The Commission does not consider that the use of biofuels should in any way reduce the objectives agreed upon with the car industry."@en⁴
lpv:translated text	"Biofuels are needed for two main reasons. Firstly, our energy security depends on developing alternatives to oil. Among the solutions that can be put into practice today, there is none with the same potential as biofuels. Secondly, the transport sector is not contributing enough to the reduction of greenhouse gas emissions. Biofuels can significantly contribute to this aim. The EU has decided to achieve rapid development of biofuels use. The Biofuels Directive, adopted in 2003, set a reference value of a 2% market share for biofuels in 2005 and 5.75% in 2010, compared with a 0.2% share in 2000. In adopting national indicative targets under the Directive, Member States have been somewhat less ambitious, but, overall, the target is a share of about 1.4% in 2005. In the light of this, the review of the functioning of the Biofuels Directive, which the Commission is due to carry out this year, is particularly important. We have just launched the public consultation exercise for this review. The public consultation poses a number of questions. First of all, will the 5.75% objective for 2010 be achieved through the present policies and measures? If not, what can be done to ensure that the objective will be achieved? Should the Community set objectives for the share of biofuels in 2015 and 2020? The Commission has taken no position on these questions so far. Turning to the question of environmental impact, it is important to start from the basis that biofuels bring a number of environmental benefits. However, it is also true that their production can have some adverse effects on the environment. I believe that second-generation biofuels can have even greater environmental benefits and their introduction should be accelerated as much as possible. The Commission will make sure, therefore, that the promotion of biofuels continues to bring benefits in environmental terms, as well as the benefit of security of supply. For that reason, as part of the review of the Directive, the Commission is asking for views on the introduction of a certification system. This could ensure that only biofuels whose cultivation meets required environmental standards count towards objectives in the Directive. The initial reaction of environmental NGOs, fuel suppliers and other stakeholders has been encouragingly positive. As regards car manufacturers' obligations, carmakers have voluntarily agreed to limit average CO2 emissions from new cars to 140g per km by 2008/2009. The Commission does not consider that the use of biofuels should in any way reduce the objectives agreed upon with the car industry."@cs¹ "Der er behov for biobrændstof af to årsager. For det første afhænger vores energisikkerhed af, at der udvikles alternativer til olie. Blandt de løsninger, som kan føres ud i livet i dag, er der ingen, der har det samme potentiale som biobrændstof. For det andet bidrager transportsektoren ikke nok til begrænsningen af drivhusgasemissioner. Biobrændstof kan bidrage væsentligt til det mål. EU har besluttet, at anvendelsen af biobrændstoffer skal øges hurtigt. I biobrændstofdirektivet, som blev vedtaget i 2003, fastsættes der en referenceværdi på en markedsandel på 2 % for biobrændstoffer i 2005 og 5,75 % i 2010 sammenlignet med en andel på 0,2 % i 2000. Medlemsstaterne har i deres fastsættelse af nationale vejledende mål i henhold til direktivet været noget mindre ambitiøse, men samlet er målet en andel på ca. 1,4 % i 2005. I lyset af dette er den revision af det gældende biobrændstofdirektiv, som Kommissionen gennemfører i år, særligt vigtig. Vi har netop iværksat den offentlige høringsprocedure i forbindelse med revisionen. Den offentlige høring er forbundet med en række spørgsmål. Vil målet om 5,75 % for 2010 kunne nås med de nuværende politikker og foranstaltninger? Hvis det ikke er tilfældet, hvad kan der gøres for at sikre, at målet nås? Bør Fællesskabet fastsætte mål for andelen af biobrændstoffer i 2015 og 2020? Kommissionen har ikke taget stilling til disse spørgsmål endnu. Hvis vi ser på miljøvirkning, er det vigtigt at tage udgangspunkt i, at biobrændstoffer giver en række miljøfordele. Det er imidlertid også rigtigt, at produktionen af dem kan have visse skadelige indvirkninger på miljøet. Jeg mener, at andengenerationsbrændstoffer kan få endnu større miljøfordele, og at deres indførelse bør fremskyndes mest muligt. Kommissionen vil derfor sørge for, at fremme af biobrændstoffer fortsat giver miljøfordele ved siden af fordelen ved forsyningssikkerhed. Derfor anmoder Kommissionen som led i revisionen af direktivet om holdninger til indførelsen af en certificeringsordning. Den kunne sikre, at kun biobrændstoffer, hvis dyrkning overholder visse miljøstandarder, tæller med, når målene i direktivet skal nås. De første reaktioner fra ngo'er på miljøområdet, brændstofleverandører og andre interessenter har været opmuntrende positive. Hvad angår bilfabrikanters forpligtelser, har bilproducenter frivilligt accepteret at begrænse de gennemsnitlige CO2-emissioner fra nye biler til 140 g pr. km inden 2008/2009. Kommissionen mener ikke, at anvendelsen af biobrændstoffer på nogen måde må føre til en nedsættelse af de mål, som man er blevet enig med bilindustrien om."@da² ". Biokraftstoffe sind vor allem aus zwei Gründen wichtig. Erstens hängt unsere Energiesicherheit von der Erschließung von Alternativen zum Öl ab. Unter den Lösungen, die heute praktisch genutzt werden können, ist keine, die dasselbe Potenzial wie Biokraftstoffe hätte. Zweitens leistet der Verkehrssektor keinen ausreichenden Beitrag zu Senkung der Treibhausgasemissionen. Biokraftstoffe können maßgeblich zur Erreichung dieses Ziels beitragen. Die EU hat beschlossen, die Nutzung von Biokraftstoffen rasch auszubauen. Die 2003 verabschiedete Biokraftstoff-Richtlinie sieht für 2005 einen Referenzwert von 2 % für den Marktanteil von Biokraftstoffen vor, der sich bis 2010 auf 5,75 % erhöhen soll, während er im Jahr 2000 noch 0,2 % betrug. Bei der Festlegung der von der Richtlinie vorgesehenen nationalen Richtwerte waren die Mitgliedstaaten etwas weniger ehrgeizig, aber insgesamt betrug der anvisierte Anteil für 2005 ca. 1,4 %. Ausgehend davon kommt der für dieses Jahr vorgesehenen Überprüfung der Funktionsweise der Biokraftstoff-Richtlinie durch die Kommission besondere Bedeutung zu. Wir haben zu diesem Zweck gerade erst eine öffentliche Konsultation eingeleitet. Dabei werden eine Reihe von Fragen gestellt. Kann erstens der anvisierte Anteil von 5,75 % mit den derzeitigen Politiken und Maßnahmen bis 2010 erreicht werden? Wenn nicht, was kann getan werden, um das Ziel zu erreichen? Sollte die Kommission Ziele für den 2015 und 2020 zu erreichenden Biokraftstoff-Anteil setzen? Bisher hat die Kommission zu diesen Fragen noch keinen Standpunkt bezogen. Ich komme jetzt zur Frage der Umweltverträglichkeit. Grundsätzlich ist davon auszugehen, dass Biokraftstoffe mit Vorteilen für die Umwelt verbunden sind. Richtig ist aber auch, dass ihre Erzeugung gewisse negative Auswirkungen auf die Umwelt hat. Ich glaube, dass Biokraftstoffe der zweiten Generation noch mehr Vorteile für die Umwelt bringen können. Deshalb sollte ihre Einführung beschleunigt werden. Die Kommission wird daher dafür sorgen, dass die Förderung von Biokraftstoffen der Umwelt auch künftig zugute kommt und zur Sicherung der Energieversorgung beiträgt. Aus diesem Grund holt die Kommission im Rahmen der Überprüfung der Richtlinie Meinungen über die Einführung eines Zertifizierungssystems ein. Dadurch könnte sichergestellt werden, dass lediglich solche Biokraftstoffe für die Ziele der Richtlinie berücksichtigt werden, deren Kultivierung bestimmte Umweltauflagen erfüllt. Die anfängliche Reaktion von Umwelt-NRO, Kraftstoffanbietern und anderen Betroffenen war erfreulich positiv. Was die Verpflichtungen von Automobilherstellern betrifft, so haben sich diese freiwillig verpflichtet, die durchschnittlichen CO2-Emissionen bei Neufahrzeugen bis 2008/2009 auf 140g pro km zu begrenzen. Die Kommission ist nicht der Ansicht, dass die Verwendung von Biokraftstoffen zu irgendwelchen Abstrichen bei den mit der Automobilindustrie vereinbarten Zielen führen sollte."@de⁹ "Τα βιοκαύσιμα είναι απαραίτητα για δύο βασικούς λόγους. Πρώτον, η ενεργειακή μας ασφάλεια εξαρτάται από την ανάπτυξη εναλλακτικών του πετρελαίου. Από τις λύσεις που μπορούν να εφαρμοστούν σήμερα, καμία δεν έχει τη δυναμική των βιοκαυσίμων. Δεύτερον, ο τομέας των μεταφορών δεν συμβάλει αρκετά στη μείωση των εκπομπών αερίων του θερμοκηπίου. Τα βιοκαύσιμα μπορούν να συμβάλουν σημαντικά σε αυτόν τον στόχο. Η ΕΕ αποφάσισε να επιτύχει ραγδαία ανάπτυξη της χρήσης των βιοκαυσίμων. Η οδηγία για τα βιοκαύσιμα, η οποία εγκρίθηκε το 2003, καθόρισε μια τιμή αναφοράς 2% του μεριδίου αγοράς για τα βιοκαύσιμα το 2005 και 5,75% το 2010, σε σύγκριση με το ποσοστό 0,2% του 2000. Με την υιοθέτηση εθνικών ενδεικτικών στόχων στο πλαίσιο της οδηγίας, τα κράτη μέλη επέδειξαν μικρότερη φιλοδοξία, αλλά, συνολικά, ο στόχος είναι ένα μερίδιο της αγοράς σε ποσοστό περίπου 1,4% το 2005. Υπό το πρίσμα αυτό, η αναθεώρηση της λειτουργίας της οδηγίας για τα βιοκαύσιμα, την οποία πρόκειται να εκπονήσει η Επιτροπή φέτος, είναι ιδιαίτερα σημαντική. Μόλις ξεκινήσαμε την άσκηση δημόσιας διαβούλευσης για αυτή την αναθεώρηση. Η δημόσια διαβούλευση θέτει διάφορα ερωτήματα. Καταρχάς, θα επιτευχθεί ο στόχος του 5,75% για το 2010 μέσω των σημερινών πολιτικών και μέτρων; Αν όχι, τι μπορεί να γίνει προκειμένου να διασφαλιστεί η επίτευξη του στόχου; Θα πρέπει η Επιτροπή να καθορίσει στόχους για το μερίδιο των βιοκαυσίμων το 2015 και το 2020; Η Επιτροπή δεν έχει λάβει θέση σε κανένα από αυτά τα ερωτήματα μέχρι στιγμής. Όσον αφορά το θέμα των επιπτώσεων στο περιβάλλον, είναι σημαντικό να ξεκινήσουμε από τη βάση ότι τα βιοκαύσιμα έχουν πολλά οφέλη για το περιβάλλον. Εντούτοις, είναι επίσης αλήθεια ότι η παραγωγή τους μπορεί να έχει ορισμένες αρνητικές επιπτώσεις για το περιβάλλον. Πιστεύω ότι τα βιοκαύσιμα δεύτερης γενιάς μπορούν να φέρουν ακόμα μεγαλύτερα οφέλη για το περιβάλλον και η εισαγωγή τους θα πρέπει να επιταχυνθεί όσο το δυνατόν περισσότερο. Η Επιτροπή θα διασφαλίσει, επομένως, ότι η προώθηση των βιοκαυσίμων θα συνεχίσει να έχει οφέλη από περιβαλλοντικής άποψης, καθώς και το όφελος της ασφάλειας του εφοδιασμού. Για αυτόν τον λόγο, στο πλαίσιο της αναθεώρησης της οδηγίας, η Επιτροπή αναζητά απόψεις για την εισαγωγή ενός συστήματος πιστοποίησης. Αυτό θα μπορούσε να διασφαλίσει ότι μόνο τα βιοκαύσιμα των οποίων η καλλιέργεια πληροί τις απαιτούμενες περιβαλλοντικές προδιαγραφές θα λαμβάνονται υπόψη ως στόχοι στην οδηγία. Η αρχική αντίδραση των περιβαλλοντικών ΜΚΟ, των προμηθευτών καυσίμων και άλλων ενδιαφερομένων ήταν ενθαρρυντικά θετική. Όσον αφορά τις υποχρεώσεις των κατασκευαστών αυτοκινήτων, έχουν συμφωνήσει οικειοθελώς να περιορίσουν τις μέσες εκπομπές CO2 από τα νέα αυτοκίνητα σε 140g ανά χιλιόμετρο μέχρι το 2008-2009. Η Επιτροπή δεν πιστεύει ότι η χρήση βιοκαυσίμων θα πρέπει να μειώσει καθ’ οιονδήποτε τρόπο τους στόχους που συμφωνήθηκαν με την αυτοκινητοβιομηχανία."@el¹⁰ ". Los biocarburantes son necesarios por dos razones principales. En primer lugar, nuestra seguridad energética depende del desarrollo de alternativas al petróleo. Entre las soluciones que pueden ponerse en práctica en estos momentos, ninguna presenta el potencial que ofrecen los biocarburantes. En segundo lugar, el sector del transporte no contribuye suficientemente a reducir las emisiones de gases de efecto invernadero. Los biocarburantes pueden hacer una importante contribución a este objetivo. La UE ha decidido desarrollar rápidamente el uso de los biocarburantes. La Directiva sobre biocarburantes, que fue adoptada en 2003, fija una cuota de mercado de referencia del 2 % para los biocarburantes en 2005 y del 5,75 % en 2010; dicha cuota era del 0,2 % en 2000. A la hora de adoptar los objetivos nacionales indicativos contemplados en esta Directiva, los Estados miembros se han mostrado menos ambiciosos, pero a escala global el objetivo es una cuota de alrededor del 1,4 % en 2005. En vista de ello, el examen del funcionamiento de la Directiva sobre biocarburantes, que la Comisión llevará a cabo este año, reviste una especial importancia. Acabamos de iniciar un ejercicio de consulta pública para dicho examen. Esta consulta plantea varias preguntas. En primer lugar, ¿se alcanzará en 2010 el objetivo del 5,75 % con las políticas y medidas actuales? Y de no ser así, ¿que podemos hacer para alcanzar este objetivo? ¿Debe la Comunidad fijar objetivos para la cuota de los biocarburantes en 2015 y 2020? La Comisión aún no se ha pronunciado al respecto. En cuanto a la cuestión del impacto ambiental, es importante tener en cuenta que los biocarburantes brindan una serie de beneficios para el medio ambiente. Sin embargo, también es cierto que su producción puede tener algunos efectos negativos sobre este. Creo que los biocarburantes de segunda generación pueden tener incluso mayores ventajas ambientales y que su introducción debería acelerarse en la medida de lo posible. Por ello, la Comisión hará lo necesario para que la promoción de los biocarburantes ofrezcan ventajas ambientales, así como en materia de seguridad de suministro. Por ese motivo, la Comisión está llevando a cabo una consulta sobre la introducción de un sistema de certificación en el marco de la revisión de la Directiva. De este modo se garantizaría que únicamente los biocarburantes cuyo cultivo cumpla las normas ambientales exigidas se tengan en cuenta de cara a los objetivos de la Directiva. La primera reacción de las ONG defensoras del medio ambiente, de los proveedores de carburantes y otras partes interesadas ha sido sumamente positiva. En cuanto a las obligaciones de los fabricantes de automóviles, estos han acordado voluntariamente limitar las emisiones medidas de CO2 de los automóviles nuevos a 140 g por km para 2008-2009. La Comisión no considera que el empleo de biocarburantes deba reducir en modo alguno los objetivos acordados con el sector del automóvil."@es²⁰ "Biofuels are needed for two main reasons. Firstly, our energy security depends on developing alternatives to oil. Among the solutions that can be put into practice today, there is none with the same potential as biofuels. Secondly, the transport sector is not contributing enough to the reduction of greenhouse gas emissions. Biofuels can significantly contribute to this aim. The EU has decided to achieve rapid development of biofuels use. The Biofuels Directive, adopted in 2003, set a reference value of a 2% market share for biofuels in 2005 and 5.75% in 2010, compared with a 0.2% share in 2000. In adopting national indicative targets under the Directive, Member States have been somewhat less ambitious, but, overall, the target is a share of about 1.4% in 2005. In the light of this, the review of the functioning of the Biofuels Directive, which the Commission is due to carry out this year, is particularly important. We have just launched the public consultation exercise for this review. The public consultation poses a number of questions. First of all, will the 5.75% objective for 2010 be achieved through the present policies and measures? If not, what can be done to ensure that the objective will be achieved? Should the Community set objectives for the share of biofuels in 2015 and 2020? The Commission has taken no position on these questions so far. Turning to the question of environmental impact, it is important to start from the basis that biofuels bring a number of environmental benefits. However, it is also true that their production can have some adverse effects on the environment. I believe that second-generation biofuels can have even greater environmental benefits and their introduction should be accelerated as much as possible. The Commission will make sure, therefore, that the promotion of biofuels continues to bring benefits in environmental terms, as well as the benefit of security of supply. For that reason, as part of the review of the Directive, the Commission is asking for views on the introduction of a certification system. This could ensure that only biofuels whose cultivation meets required environmental standards count towards objectives in the Directive. The initial reaction of environmental NGOs, fuel suppliers and other stakeholders has been encouragingly positive. As regards car manufacturers' obligations, carmakers have voluntarily agreed to limit average CO2 emissions from new cars to 140g per km by 2008/2009. The Commission does not consider that the use of biofuels should in any way reduce the objectives agreed upon with the car industry."@et⁵ "Biopolttoaineita tarvitaan kahdesta syystä. Ensinnäkin energian toimitusvarmuutemme riippuu vaihtoehtojen kehittämisestä öljylle. Tällä hetkellä toteuttamiskelpoisista ratkaisuista biopolttoaineet ovat lupaavin. Toiseksi kuljetusala ei ole riittävästi osallistunut kasvihuonekaasupäästöjen vähentämiseen. Biopolttoaineilla voidaan merkittävästi edistää tämän tavoitteen saavuttamista. EU on päättänyt kehittyä nopeasti biopolttoaineiden käytössä. Vuonna 2003 annetulla biopolttoainedirektiivillä biopolttoaineiden markkinaosuutta koskevaksi viitearvoksi asetettiin 2 prosenttia vuodeksi 2005 ja 5,57 prosenttia vuodeksi 2010, kun niiden markkinaosuus vuonna 2000 oli 0,2 prosenttia. Jäsenvaltiot ovat asettaneet direktiivin nojalla hieman vaatimattomammat kansalliset ohjeelliset tavoitteet, mutta kaiken kaikkiaan tavoitteena on noin 1,4 prosentin markkinaosuus vuonna 2005. Tämän perusteella biopolttoainedirektiivin toimivuuden arviointi on erityisen tärkeää, ja komission onkin tarkoitus arvioida sitä kuluvan vuoden aikana. Olemme juuri käynnistäneet julkisen kuulemisen tästä arvioinnista. Kuuleminen herättää useita kysymyksiä. Ensinnäkin, saavutetaanko vuoden 2010 tavoite eli 5,57 prosenttia nykyisellä politiikalla ja toimenpiteillä? Jos ei, kuinka tavoitteen saavuttaminen voitaisiin varmistaa? Olisiko yhteisön asetettava biopolttoaineiden markkinaosuutta koskevat tavoitteet vuosiksi 2015 ja 2020? Komissio ei ole vielä tähän mennessä vahvistanut kantaansa näihin kysymyksiin. Ympäristövaikutusten osalta on tärkeää ottaa lähtökohdaksi se, että biopolttoaineista saadaan useita ympäristöllisiä etuja. On kuitenkin myös totta, että niiden tuotannolla voi olla joitakin kielteisiä vaikutuksia ympäristöön. Mielestäni toisen sukupolven biopolttoaineilla voi olla vielä merkittävämpiä ympäristöetuja, joten niiden käyttöönottoa olisi edistettävä kaikin tavoin. Komissio varmistaakin, että biopolttoaineiden edistämisestä saadaan edelleen ympäristöllistä etua sen lisäksi, että niillä voidaan parantaa toimitusvarmuutta. Tämän vuoksi komissio pyytää direktiivin tarkistamisen yhteydessä kannanottoja sertifiointijärjestelmän käyttöönotosta. Sen avulla voitaisiin varmistaa, että direktiivin tavoitteiden saavuttamisessa otetaan huomioon ainoastaan sellaiset biopolttoaineet, joiden viljelyssä on noudatettu vaadittuja ympäristönormeja. Ympäristöalan kansalaisjärjestöjen, polttoainetoimittajien ja muiden sidosryhmien alustava suhtautuminen on ollut rohkaisevan myönteistä. Autonvalmistajat ovat suostuneet vapaaehtoisesti velvoitteisiinsa eli rajoittamaan uusien autojen hiilidioksidipäästöjä keskimäärin 140 grammaan kilometriltä markkinointivuoteen 2008/2009 mennessä. Komissio katsoo, ettei biopolttoaineiden käytön pidä vaikuttaa millään tavoin kielteisesti autoteollisuuden kanssa sovittuihin tavoitteisiin."@fi⁷ ". Les biocarburants sont nécessaires pour deux raisons principalement. Premièrement, notre sécurité énergétique dépend d’alternatives au pétrole. Parmi les solutions susceptibles d’être mises en pratique aujourd’hui, aucune n’a un potentiel identique à celui des biocarburants. Deuxièmement, le secteur des transports ne contribue pas suffisamment à la diminution des émissions de gaz à effet de serre. Les biocarburants peuvent apporter une contribution considérable à cet égard. L’Union a décidé de développer rapidement la consommation des biocarburants. La directive sur les biocarburants, adoptée en 2003, fixe une valeur de référence de 2% de part de marché pour les biocarburants en 2005 et de 5,75% en 2010, contre 0,2% en 2000. En adoptant des objectifs indicatifs nationaux dans le cadre de la directive, les États membres ont quelque peu revu leurs ambitions à la baisse, mais dans l’ensemble, l’objectif est d’atteindre une part de marché d’environ 1,4% en 2005. Dans ce contexte, la révision du fonctionnement de la directive sur les biocarburants, que la Commission doit effectuer cette année, est particulièrement importante. Nous venons de lancer les consultations publiques en vue de cette révision. Celles-ci posent plusieurs questions. Premièrement, les politiques et les mesures actuelles permettront-elles d’atteindre l’objectif de 5,75% à l’horizon 2010? Dans le cas contraire, que faire pour y parvenir? La Commission doit-elle fixer des objectifs relatifs à la part des biocarburants en 2015 et en 2020? La Commission ne s’est pas prononcée sur ces questions à ce jour. En ce qui concerne la question de l’impact environnemental, convenons que les biocarburants présentent un certain nombre d’avantages environnementaux. Toutefois, il est également vrai que leur production peut avoir des effets négatifs sur l’environnement. Je crois que les bienfaits environnementaux des biocarburants de la seconde génération pourraient être encore supérieurs et que leur exploitation doit être accélérée dans la mesure du possible. Par conséquent, la Commission veillera à ce que la promotion des biocarburants continue à produire des effets bénéfiques pour l’environnement, ainsi que pour la sécurité de l’approvisionnement. C’est pour cette raison que la Commission demande, dans le cadre de la révision de la directive, les points de vue concernant la mise en place d’un système de certification. Cette démarche pourrait permettre aux seuls biocarburants dont la culture satisfait à des normes environnementales de compter dans le cadre des objectifs de la directive. La réaction initiale de ONG de défense de l’environnement, des fournisseurs de carburant et des autres parties prenantes est encourageante. Pour ce qui est des obligations des constructeurs automobiles, ceux-ci se sont volontairement engagés à limiter les rejets moyens de CO2 des nouvelles voitures à 140g par km d’ici 2008/2009. La Commission estime que l’utilisation des biocarburants ne doit, en aucune manière, affecter les objectifs convenus avec le secteur automobile."@fr⁸ "Biofuels are needed for two main reasons. Firstly, our energy security depends on developing alternatives to oil. Among the solutions that can be put into practice today, there is none with the same potential as biofuels. Secondly, the transport sector is not contributing enough to the reduction of greenhouse gas emissions. Biofuels can significantly contribute to this aim. The EU has decided to achieve rapid development of biofuels use. The Biofuels Directive, adopted in 2003, set a reference value of a 2% market share for biofuels in 2005 and 5.75% in 2010, compared with a 0.2% share in 2000. In adopting national indicative targets under the Directive, Member States have been somewhat less ambitious, but, overall, the target is a share of about 1.4% in 2005. In the light of this, the review of the functioning of the Biofuels Directive, which the Commission is due to carry out this year, is particularly important. We have just launched the public consultation exercise for this review. The public consultation poses a number of questions. First of all, will the 5.75% objective for 2010 be achieved through the present policies and measures? If not, what can be done to ensure that the objective will be achieved? Should the Community set objectives for the share of biofuels in 2015 and 2020? The Commission has taken no position on these questions so far. Turning to the question of environmental impact, it is important to start from the basis that biofuels bring a number of environmental benefits. However, it is also true that their production can have some adverse effects on the environment. I believe that second-generation biofuels can have even greater environmental benefits and their introduction should be accelerated as much as possible. The Commission will make sure, therefore, that the promotion of biofuels continues to bring benefits in environmental terms, as well as the benefit of security of supply. For that reason, as part of the review of the Directive, the Commission is asking for views on the introduction of a certification system. This could ensure that only biofuels whose cultivation meets required environmental standards count towards objectives in the Directive. The initial reaction of environmental NGOs, fuel suppliers and other stakeholders has been encouragingly positive. As regards car manufacturers' obligations, carmakers have voluntarily agreed to limit average CO2 emissions from new cars to 140g per km by 2008/2009. The Commission does not consider that the use of biofuels should in any way reduce the objectives agreed upon with the car industry."@hu¹¹ "I biocarburanti sono necessari principalmente per due ragioni. In primo luogo, la nostra sicurezza energetica dipende dallo sviluppo di fonti alternative al petrolio. Tra le soluzioni attualmente praticabili, nessuna ha lo stesso potenziale dei biocarburanti. In secondo luogo, il settore dei trasporti non sta contribuendo a sufficienza alla riduzione delle emissioni di gas a effetto serra. I biocarburanti possono contribuire in misura significativa a raggiungere tale scopo. L’Unione ha deciso di pervenire a un rapido sviluppo nell’impiego dei biocarburanti. La direttiva sui biocarburanti, adottata nel 2003, ha fissato un valore di riferimento pari al 2 per cento della quota di mercato per i biocarburanti nel 2005 e pari al 5,75 per cento nel 2010, in confronto allo 0,2 per cento del 2000. Gli Stati membri, nell’adottare gli obiettivi indicativi nazionali previsti dalla direttiva, sono stati un po’ meno ambiziosi ma, nel complesso, l’obiettivo per il 2005 è costituito da una quota pari a circa l’1,4 per cento. Alla luce di questo, la revisione del funzionamento della direttiva sui biocarburanti – che dovrebbe essere effettuata quest’anno dalla Commissione – è particolarmente importante. Abbiamo appena avviato la consultazione pubblica per questa revisione. La consultazione pubblica pone una serie di domande. Innanzi tutto l’obiettivo del 5,75 per cento per l’anno 2010 verrà raggiunto mediante le politiche e le misure attuali? In caso contrario, cosa si può fare per garantire il conseguimento dell’obiettivo? La Comunità deve fissarne altri per quanto riguarda la quota dei biocarburanti nel 2015 e nel 2020? Finora la Commissione non ha preso alcuna posizione su tali punti. Passando alla questione dell’impatto ambientale, è importante partire dalla constatazione che i biocarburanti apportano una serie di benefici sotto il profilo ecologico. Tuttavia, è anche vero che la loro produzione può avere effetti negativi sull’ambiente. Penso che i biocarburanti di seconda generazione potranno produrre vantaggi ambientali ancora maggiori e che si debba affrettare il più possibile la loro introduzione. La Commissione accerterà, pertanto, che la promozione dei biocarburanti continui ad arrecare vantaggi in termini ecologici e di sicurezza dell’approvvigionamento. Per questo motivo, nell’ambito della revisione della direttiva, la Commissione sta raccogliendo pareri sull’introduzione di un sistema di certificazione, onde garantire che per la realizzazione degli obiettivi della direttiva vengano presi in considerazione solo i biocarburanti prodotti in conformità degli ambientali previsti. La reazione iniziale delle ONG ambientali, dei fornitori di carburanti e degli altri operatori è stata positiva e incoraggiante. Per quanto riguarda gli obblighi dei produttori di auto, i fabbricanti hanno volontariamente accondisceso a limitare a 140 grammi per chilometro la media delle emissioni di anidride carbonica dalle auto nuove a partire dal 2008/2009. La Commissione non ritiene che l’uso dei biocarburanti debba ridurre in alcun modo gli obiettivi concordati con l’industria automobilistica."@it¹² "Biofuels are needed for two main reasons. Firstly, our energy security depends on developing alternatives to oil. Among the solutions that can be put into practice today, there is none with the same potential as biofuels. Secondly, the transport sector is not contributing enough to the reduction of greenhouse gas emissions. Biofuels can significantly contribute to this aim. The EU has decided to achieve rapid development of biofuels use. The Biofuels Directive, adopted in 2003, set a reference value of a 2% market share for biofuels in 2005 and 5.75% in 2010, compared with a 0.2% share in 2000. In adopting national indicative targets under the Directive, Member States have been somewhat less ambitious, but, overall, the target is a share of about 1.4% in 2005. In the light of this, the review of the functioning of the Biofuels Directive, which the Commission is due to carry out this year, is particularly important. We have just launched the public consultation exercise for this review. The public consultation poses a number of questions. First of all, will the 5.75% objective for 2010 be achieved through the present policies and measures? If not, what can be done to ensure that the objective will be achieved? Should the Community set objectives for the share of biofuels in 2015 and 2020? The Commission has taken no position on these questions so far. Turning to the question of environmental impact, it is important to start from the basis that biofuels bring a number of environmental benefits. However, it is also true that their production can have some adverse effects on the environment. I believe that second-generation biofuels can have even greater environmental benefits and their introduction should be accelerated as much as possible. The Commission will make sure, therefore, that the promotion of biofuels continues to bring benefits in environmental terms, as well as the benefit of security of supply. For that reason, as part of the review of the Directive, the Commission is asking for views on the introduction of a certification system. This could ensure that only biofuels whose cultivation meets required environmental standards count towards objectives in the Directive. The initial reaction of environmental NGOs, fuel suppliers and other stakeholders has been encouragingly positive. As regards car manufacturers' obligations, carmakers have voluntarily agreed to limit average CO2 emissions from new cars to 140g per km by 2008/2009. The Commission does not consider that the use of biofuels should in any way reduce the objectives agreed upon with the car industry."@lt¹⁴ "Biofuels are needed for two main reasons. Firstly, our energy security depends on developing alternatives to oil. Among the solutions that can be put into practice today, there is none with the same potential as biofuels. Secondly, the transport sector is not contributing enough to the reduction of greenhouse gas emissions. Biofuels can significantly contribute to this aim. The EU has decided to achieve rapid development of biofuels use. The Biofuels Directive, adopted in 2003, set a reference value of a 2% market share for biofuels in 2005 and 5.75% in 2010, compared with a 0.2% share in 2000. In adopting national indicative targets under the Directive, Member States have been somewhat less ambitious, but, overall, the target is a share of about 1.4% in 2005. In the light of this, the review of the functioning of the Biofuels Directive, which the Commission is due to carry out this year, is particularly important. We have just launched the public consultation exercise for this review. The public consultation poses a number of questions. First of all, will the 5.75% objective for 2010 be achieved through the present policies and measures? If not, what can be done to ensure that the objective will be achieved? Should the Community set objectives for the share of biofuels in 2015 and 2020? The Commission has taken no position on these questions so far. Turning to the question of environmental impact, it is important to start from the basis that biofuels bring a number of environmental benefits. However, it is also true that their production can have some adverse effects on the environment. I believe that second-generation biofuels can have even greater environmental benefits and their introduction should be accelerated as much as possible. The Commission will make sure, therefore, that the promotion of biofuels continues to bring benefits in environmental terms, as well as the benefit of security of supply. For that reason, as part of the review of the Directive, the Commission is asking for views on the introduction of a certification system. This could ensure that only biofuels whose cultivation meets required environmental standards count towards objectives in the Directive. The initial reaction of environmental NGOs, fuel suppliers and other stakeholders has been encouragingly positive. As regards car manufacturers' obligations, carmakers have voluntarily agreed to limit average CO2 emissions from new cars to 140g per km by 2008/2009. The Commission does not consider that the use of biofuels should in any way reduce the objectives agreed upon with the car industry."@lv¹³ "Biofuels are needed for two main reasons. Firstly, our energy security depends on developing alternatives to oil. Among the solutions that can be put into practice today, there is none with the same potential as biofuels. Secondly, the transport sector is not contributing enough to the reduction of greenhouse gas emissions. Biofuels can significantly contribute to this aim. The EU has decided to achieve rapid development of biofuels use. The Biofuels Directive, adopted in 2003, set a reference value of a 2% market share for biofuels in 2005 and 5.75% in 2010, compared with a 0.2% share in 2000. In adopting national indicative targets under the Directive, Member States have been somewhat less ambitious, but, overall, the target is a share of about 1.4% in 2005. In the light of this, the review of the functioning of the Biofuels Directive, which the Commission is due to carry out this year, is particularly important. We have just launched the public consultation exercise for this review. The public consultation poses a number of questions. First of all, will the 5.75% objective for 2010 be achieved through the present policies and measures? If not, what can be done to ensure that the objective will be achieved? Should the Community set objectives for the share of biofuels in 2015 and 2020? The Commission has taken no position on these questions so far. Turning to the question of environmental impact, it is important to start from the basis that biofuels bring a number of environmental benefits. However, it is also true that their production can have some adverse effects on the environment. I believe that second-generation biofuels can have even greater environmental benefits and their introduction should be accelerated as much as possible. The Commission will make sure, therefore, that the promotion of biofuels continues to bring benefits in environmental terms, as well as the benefit of security of supply. For that reason, as part of the review of the Directive, the Commission is asking for views on the introduction of a certification system. This could ensure that only biofuels whose cultivation meets required environmental standards count towards objectives in the Directive. The initial reaction of environmental NGOs, fuel suppliers and other stakeholders has been encouragingly positive. As regards car manufacturers' obligations, carmakers have voluntarily agreed to limit average CO2 emissions from new cars to 140g per km by 2008/2009. The Commission does not consider that the use of biofuels should in any way reduce the objectives agreed upon with the car industry."@mt¹⁵ "Biobrandstoffen zijn om twee redenen nodig. Ten eerste kunnen we alleen de continuïteit van onze energievoorziening waarborgen als we alternatieven voor het gebruik van olie ontwikkelen. Er zijn vandaag de dag meerdere mogelijkheden, maar biobrandstoffen hebben het grootste potentieel. Ten tweede draagt de vervoerssector onvoldoende bij aan het terugdringen van de uitstoot van broeikasgassen. Biobrandstoffen kunnen een belangrijk instrument vormen om de beoogde reductie te verwezenlijken. De EU heeft besloten de toepassing van biobrandstoffen snel te ontwikkelen. In de biobrandstoffenrichtlijn, die in 2003 werd aangenomen, wordt een referentiewaarde vastgesteld: een marktaandeel van 2 procent voor biobrandstoffen in 2005 en van 5,75 procent in 2010, vergeleken met een aandeel van 0,2 procent in 2000. De lidstaten hebben bij de vaststelling van de in de richtlijn genoemde nationale indicatieve streefcijfers iets minder ambitie getoond. Toch bedroeg over de hele linie het streefcijfer voor 2005 1,4 procent. In het licht hiervan is de evaluatie van de werking van de biobrandstoffenrichtlijn, die de Commissie dit jaar moet verrichten, van bijzonder belang. We zijn zojuist begonnen met de openbare raadpleging voor deze evaluatie. Daarbij worden een aantal vragen gesteld. Ten eerste: zal de doelstelling van 5,75 procent voor 2010 met de huidige beleidsvormen en maatregelen worden bereikt? Zo niet, wat kan er dan worden gedaan om de doelstelling te halen? Moet de Gemeenschap doelen stellen voor het aandeel biobrandstoffen in 2015 en 2020? Tot dusver heeft de Commissie over deze vragen geen standpunt ingenomen. Wat betreft de vraag naar de milieueffecten is het belangrijk bij de basis te beginnen: biobrandstoffen zijn in een aantal opzichten gunstig voor het milieu. De productie ervan kan echter ook enkele nadelige gevolgen voor het milieu hebben. Ik geloof dat de biobrandstoffen van de tweede generatie nog meer voordelen voor het milieu kunnen opleveren en dat deze zo snel mogelijk moeten worden toegepast. De Commissie zal er dus op toezien dat de bevordering van het gebruik van biobrandstoffen gunstig blijft uitpakken voor het milieu en voor de continuïteit van de energievoorziening. Daarom vraagt de Commissie, als onderdeel van de evaluatie van de richtlijn, naar standpunten over de invoering van een certificeringssysteem. Hierdoor kan worden gegarandeerd dat alleen biobrandstoffen die volgens de vereiste milieunormen worden verbouwd, meetellen bij het behalen van de in de richtlijn genoemde doelstellingen. De eerste reactie van NGO’s op milieugebied, brandstofleveranciers en andere belanghebbenden was erg bemoedigend. Wat betreft de verplichtingen van automobielproducenten geldt dat autofabrikanten vrijwillig hebben afgesproken om de gemiddelde CO2-uitstoot van nieuwe auto’s in 2008/2009 te beperken tot 140 g per km. De Commissie is van mening dat het gebruik van biobrandstoffen geen enkele afbreuk mag doen aan de doelstellingen die met de auto-industrie zijn overeengekomen."@nl³ "Biofuels are needed for two main reasons. Firstly, our energy security depends on developing alternatives to oil. Among the solutions that can be put into practice today, there is none with the same potential as biofuels. Secondly, the transport sector is not contributing enough to the reduction of greenhouse gas emissions. Biofuels can significantly contribute to this aim. The EU has decided to achieve rapid development of biofuels use. The Biofuels Directive, adopted in 2003, set a reference value of a 2% market share for biofuels in 2005 and 5.75% in 2010, compared with a 0.2% share in 2000. In adopting national indicative targets under the Directive, Member States have been somewhat less ambitious, but, overall, the target is a share of about 1.4% in 2005. In the light of this, the review of the functioning of the Biofuels Directive, which the Commission is due to carry out this year, is particularly important. We have just launched the public consultation exercise for this review. The public consultation poses a number of questions. First of all, will the 5.75% objective for 2010 be achieved through the present policies and measures? If not, what can be done to ensure that the objective will be achieved? Should the Community set objectives for the share of biofuels in 2015 and 2020? The Commission has taken no position on these questions so far. Turning to the question of environmental impact, it is important to start from the basis that biofuels bring a number of environmental benefits. However, it is also true that their production can have some adverse effects on the environment. I believe that second-generation biofuels can have even greater environmental benefits and their introduction should be accelerated as much as possible. The Commission will make sure, therefore, that the promotion of biofuels continues to bring benefits in environmental terms, as well as the benefit of security of supply. For that reason, as part of the review of the Directive, the Commission is asking for views on the introduction of a certification system. This could ensure that only biofuels whose cultivation meets required environmental standards count towards objectives in the Directive. The initial reaction of environmental NGOs, fuel suppliers and other stakeholders has been encouragingly positive. As regards car manufacturers' obligations, carmakers have voluntarily agreed to limit average CO2 emissions from new cars to 140g per km by 2008/2009. The Commission does not consider that the use of biofuels should in any way reduce the objectives agreed upon with the car industry."@pl¹⁶ "Os biocombustíveis são necessários por duas razões principais. Em primeiro lugar, a nossa segurança energética depende do desenvolvimento de alternativas ao petróleo. Entre as soluções que podem ser postas em prática actualmente, não há nenhuma com o mesmo potencial dos biocombustíveis. Em segundo lugar, o sector dos transportes não contribui de forma suficiente para a redução das emissões de gases com efeito de estufa. Os biocombustíveis podem contribuir de forma significativa para este objectivo. A União Europeia decidiu levar a cabo um desenvolvimento rápido da utilização dos biocombustíveis. A Directiva “Biocombustíveis”, adoptada em 2003, fixou um valor de referência de uma quota de mercado de 2% para os biocombustíveis em 2005 e de 5,75% em 2010, comparada com uma quota de 0,2% em 2000. Ao adoptar metas indicativas nacionais no âmbito da Directiva, os Estados-Membros foram, de certa forma, menos ambiciosos, mas, no geral, a meta é uma quota de cerca de 1,4% em 2005. Neste contexto é particularmente importante a revisão do funcionamento da Directiva “Biocombustíveis”, que está previsto que a Comissão efectue este ano. Acabámos de dar início ao exercício de consulta pública para desta revisão. A consulta pública coloca diversas questões. A primeira de todas é se o objectivo de 5,75% para 2010 será atingido com as políticas e medidas actuais? Se não for, o que se poderá fazer para assegurar que este objectivo será alcançado? Deverá a Comunidade fixar objectivos para a quota de combustíveis em 2015 e 2020? Até agora, a Comissão não tomou qualquer posição sobre estas questões. Passando à questão do impacto ambiental, é importante partir do princípio de que os biocombustíveis trazem diversos benefícios ambientais. No entanto, também é verdade que a sua produção pode ter alguns efeitos nocivos no ambiente. Acredito que os biocombustíveis de segunda geração podem ser ainda mais benéficos para o ambiente e deverá acelerar-se o mais possível a sua introdução. A Comissão garantirá, portanto, que a promoção dos biocombustíveis continue a trazer benefícios em termos ambientais, para além do benefício da segurança no abastecimento. Por essa razão, como parte da revisão da Directiva, a Comissão pede opiniões acerca da introdução de um sistema de certificação. Tal poderia assegurar que só os biocombustíveis cujo cultivo cumpra as normas ambientais exigidas contem para os objectivos que constam da Directiva. A reacção inicial das ONG que se ocupam do ambiente, dos fornecedores de combustíveis e de outras entidades interessadas tem sido muito positiva. No que diz respeito às obrigações dos construtores de automóveis, estes concordaram voluntariamente em limitar as emissões médias de CO2 dos carros novos para 140g por km até 2008/2009. A Comissão não considera que o uso de biocombustíveis deva reduzir de alguma forma os objectivos acordados com a indústria automóvel."@pt¹⁷ "Biofuels are needed for two main reasons. Firstly, our energy security depends on developing alternatives to oil. Among the solutions that can be put into practice today, there is none with the same potential as biofuels. Secondly, the transport sector is not contributing enough to the reduction of greenhouse gas emissions. Biofuels can significantly contribute to this aim. The EU has decided to achieve rapid development of biofuels use. The Biofuels Directive, adopted in 2003, set a reference value of a 2% market share for biofuels in 2005 and 5.75% in 2010, compared with a 0.2% share in 2000. In adopting national indicative targets under the Directive, Member States have been somewhat less ambitious, but, overall, the target is a share of about 1.4% in 2005. In the light of this, the review of the functioning of the Biofuels Directive, which the Commission is due to carry out this year, is particularly important. We have just launched the public consultation exercise for this review. The public consultation poses a number of questions. First of all, will the 5.75% objective for 2010 be achieved through the present policies and measures? If not, what can be done to ensure that the objective will be achieved? Should the Community set objectives for the share of biofuels in 2015 and 2020? The Commission has taken no position on these questions so far. Turning to the question of environmental impact, it is important to start from the basis that biofuels bring a number of environmental benefits. However, it is also true that their production can have some adverse effects on the environment. I believe that second-generation biofuels can have even greater environmental benefits and their introduction should be accelerated as much as possible. The Commission will make sure, therefore, that the promotion of biofuels continues to bring benefits in environmental terms, as well as the benefit of security of supply. For that reason, as part of the review of the Directive, the Commission is asking for views on the introduction of a certification system. This could ensure that only biofuels whose cultivation meets required environmental standards count towards objectives in the Directive. The initial reaction of environmental NGOs, fuel suppliers and other stakeholders has been encouragingly positive. As regards car manufacturers' obligations, carmakers have voluntarily agreed to limit average CO2 emissions from new cars to 140g per km by 2008/2009. The Commission does not consider that the use of biofuels should in any way reduce the objectives agreed upon with the car industry."@sk¹⁸ "Biofuels are needed for two main reasons. Firstly, our energy security depends on developing alternatives to oil. Among the solutions that can be put into practice today, there is none with the same potential as biofuels. Secondly, the transport sector is not contributing enough to the reduction of greenhouse gas emissions. Biofuels can significantly contribute to this aim. The EU has decided to achieve rapid development of biofuels use. The Biofuels Directive, adopted in 2003, set a reference value of a 2% market share for biofuels in 2005 and 5.75% in 2010, compared with a 0.2% share in 2000. In adopting national indicative targets under the Directive, Member States have been somewhat less ambitious, but, overall, the target is a share of about 1.4% in 2005. In the light of this, the review of the functioning of the Biofuels Directive, which the Commission is due to carry out this year, is particularly important. We have just launched the public consultation exercise for this review. The public consultation poses a number of questions. First of all, will the 5.75% objective for 2010 be achieved through the present policies and measures? If not, what can be done to ensure that the objective will be achieved? Should the Community set objectives for the share of biofuels in 2015 and 2020? The Commission has taken no position on these questions so far. Turning to the question of environmental impact, it is important to start from the basis that biofuels bring a number of environmental benefits. However, it is also true that their production can have some adverse effects on the environment. I believe that second-generation biofuels can have even greater environmental benefits and their introduction should be accelerated as much as possible. The Commission will make sure, therefore, that the promotion of biofuels continues to bring benefits in environmental terms, as well as the benefit of security of supply. For that reason, as part of the review of the Directive, the Commission is asking for views on the introduction of a certification system. This could ensure that only biofuels whose cultivation meets required environmental standards count towards objectives in the Directive. The initial reaction of environmental NGOs, fuel suppliers and other stakeholders has been encouragingly positive. As regards car manufacturers' obligations, carmakers have voluntarily agreed to limit average CO2 emissions from new cars to 140g per km by 2008/2009. The Commission does not consider that the use of biofuels should in any way reduce the objectives agreed upon with the car industry."@sl¹⁹ ". Biodrivmedel behövs av två huvudsakliga anledningar. För det första beror vår energiförsörjningstrygghet på utvecklingen av alternativ till olja. Bland de lösningar som kan sättas i bruk i dag finns det ingen med samma potential som biodrivmedel. För det andra bidrar transportsektorn inte tillräckligt till att minska utsläppet av växthusgaser. Biodrivmedel kan bidra avsevärt till detta mål. EU har beslutat att uppnå en snabb utveckling av biodrivmedelsanvändningen. Direktivet om biodrivmedel som antogs 2003 hade en uppskattad nivå på 2 procent marknadsandelar för biodrivmedel 2005 och 5,75 procent 2010, jämfört med en 0,2-procentig andel 2000. När det gäller att anta nationella vägledande mål i direktivet har medlemsstaterna varit lite mindre ambitiösa, men på det stora hela är målet en andel på cirka 1,4 procent 2005. Mot bakgrund av detta är den översyn av direktivet om biodrivmedel, som kommissionen ska utföra i år, särskilt viktig. Vi har precis startat ett offentligt samråd för denna översyn. Inom ramen för det offentliga samrådet ställs en rad frågor. För det första, kommer 5,75-procentsmålet för 2010 att uppnås med de nuvarande strategierna och åtgärderna? Om inte, vad kan man göra för att se till att målet uppnås? Bör EU sätta upp mål för andelen biodrivmedel för 2015 och 2020? Kommissionen har ännu inte tagit ställning till dessa frågor. När det gäller frågan om miljöeffekterna är det viktigt att utgå från principen att biodrivmedel har en rad miljömässiga fördelar. Men det är också sant att produktionen kan ha vissa skadliga effekter på miljön. Jag anser att andra generationens biodrivmedel kan få ännu större miljömässiga fördelar, och deras införande bör påskyndas så mycket som möjligt. Kommissionen kommer därför att se till att främjandet av biodrivmedel fortsätter att medföra miljömässiga fördelar och fördelar för försörjningstryggheten. Som en del av översynen av direktivet ber därför kommissionen om synpunkter på införandet av ett certifieringssystem. Detta skulle kunna säkerställa att endast de biodrivmedel vars odling uppfyller miljökraven ska räknas med i direktivets mål. De första reaktionerna från icke-statliga organisationer med verksamhet på miljöområdet, bränsleleverantörer och andra aktörer har varit uppmuntrande positiva. När det gäller biltillverkarnas skyldigheter har dessa frivilligt gått med på att begränsa koldioxidutsläppen från nya bilar till 140 g per km före 2008/2009. Kommissionen anser inte att användandet av biodrivmedel på något sätt sänker de mål som det finns en överenskommelse med bilindustrin om."@sv²¹
lpv:unclassifiedMetadata	"Andris Piebalgs,"^{5,19,15,1,18,14,16,11,13,4} "Member of the Commission"^{5,19,15,1,18,14,16,11,11,13,4} "standard"¹²