Local view for "http://purl.org/linkedpolitics/eu/plenary/2008-12-16-Speech-2-419"
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"en.20081216.39.2-419"2
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Mr President, Commissioner, ladies and gentlemen, tomorrow marks the end of a long process. I extend warm thanks to the shadow rapporteurs, all members of staff, the Commission and the French Presidency for their efforts, their work and their willingness to cooperate.
All in all, I take the view that this directive will make a considerable contribution towards reducing CO
generated by road transport. It is good to know that this is in line with the choices that are now being made in the United States. California’s Low-Carbon Fuel Standard is being copied throughout the United States.
I should once again like to thank the shadow rapporteurs for their contribution and for the excellent group effort, and I look forward to the debate.
Tomorrow we will be able to approve a deal at first reading and in doing so give the green light to a special directive. For the first time, CO
requirements will be linked to a product and to a production process. Parliament has committed to further improving the directive.
The directive will positively encourage the use of green and non-reprehensible biofuels and the use of electricity in road transport – something which can lead to enormous efficiency savings – and it will discourage the practice of burning off methane gases. These are wonderful results, proving that Europe is taking the sustainable route.
Let us go back to the beginning, though. The fuel quality directive has two objectives: air quality and a reduction in CO
emissions. In terms of air quality, there are three improvements on the original proposal. First of all, cleaner fuels will be introduced sooner in shipping. As for the second point, the exemption for ethanol, the Commission suggested increasing the maximum vapour pressure when ethanol is admixed. This has been the subject of much debate. The southern countries in particular would like to see exemptions for the admixture of ethanol, but it is precisely these southern countries that suffer from the problem of harmful ozone. The compromise that was struck is that an exception will only be allowed if the air quality requirements are met.
A third point concerns methylcyclopentadienyl manganese tricarbonyl (MMT), a fuel additive that is harmful to health and to cars alike. It should therefore be banned, one would be inclined to think. Unfortunately, that is not a simple thing to do on account of World Trade Organization rules. That is why a limit value has now been laid down, which clearly benefits health and helps reduce neurotoxic substances.
I should now like to move on to the second key objective, namely the reduction of greenhouse gas emissions. As I said a moment ago, this is where this legislation has been greatly improved. For the first time, the specific CO
requirement will be linked to the production process. In the next few years, the oil industry will be required to report on the level of greenhouse gas emissions caused by oil extraction, transport, distribution, refining and the use of diesel or petrol. A standard value is then established on the basis of this well-to-wheel analysis. Moreover, the entire chain will have to emit 10% less by 2020.
Needless to say, we have discussed this 10% objective in great detail. Six per cent of it is binding, and part of it can be achieved by improving efficiency in the entire chain, with less burning off, more efficient refineries and repairing leaks. Another part can be achieved by using biofuels, provided the most efficient kind is used. The cultivation of biofuels which, on balance, are only slightly better is of no value to us. We would be taking an enormous step backwards if we felled tropical forests in order to cultivate biofuels.
We need to have strict sustainability requirements in place, therefore. These requirements have now been included in the directive. They cover CO
efficiency, biodiversity, but also social criteria. The remaining 4% of the 10% reduction is not binding in the first instance. This 4% is, in turn, made up of two components. Part 1 concerns the Clean Development Mechanism (CDM) projects in the chain. Burning off less gas is one of the most efficient ways of reducing greenhouse gases, but is not always traceable to the petrol or diesel that is placed on the European market. That is why CDM projects are allowed, subject to verification.
The other 2% relates to new technologies, for example carbon capture and storage (CCS) and also electricity in road transport. Electricity is promising, but the technology must prove its worth before it can be applied commercially on a large scale. This should be clear by 2014, which is when the indicative objectives can become binding."@en1
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