Table 3 Performance and score of fuel quality directive

Target achievement

 (1)

Reduction of NO_x, Pb, SO_x, PM and PAH emissions from transport vehicles significant

[15, 46]

 (2)

GHG reduction goal: 3.7% (62% of goal), respectively 2.1% (35% of goal) incl. ILUC

Upper limits for bioethanol (10%) and FAME (7%)

Lack of harmonization of biofuel mandates

Implementation of multiple counting of alternative fuels to promote certain fuels

[15, 22]

 (3)

Combination with other measures (e.g., Low-emission zones (LEZ), Euro-Norms)

Historical data shows significant air pollutant reduction

[69, 73]

 (4)

No reduction of total CO₂ emissions due to higher demand (see Additional file 1: 11)

Reduction of specific fuel GHG emissions by 3.7%

Reduction of harmful emissions (see target (1))

[15, 71]

 (5)

Proper function of engines ensured

[15]

 (6)

Overall quality is guaranteed according to CEN standards EN228 and EN590

Petrol: majority placed on the market in the EU is compliant with Annex I specifications (almost 100%)

Diesel: the majority is in accordance with Annex II

The introduction of Euro IV was only possible after the regulation came into force

[46]

 (7)

A single market was mostly ensured by defining minimum standards for the quality of fuels and the technical compatibility of these of these fuels with internal combustion engines and after-treatment equipment

But bioethanol regulations were uneven across EU

[15]

[46]

Cost-efficiency

 Desulphurization: 2001–2011 cumulative benefits of 197 Mil. € per refinery

[15, 22]

 Estimated avoided damage cost: 695 Mil. € for a reduction in SO_x, and 8,611 Mil. € (damage cost functions) for a reduction in NO_x for EU28 over the period 2009–2013

[15, 22]

 Member States: Monitoring and reporting costs 173,000–650,000 € per year—comparatively low administrative overhead

[15]

 Fuel suppliers: €202 million cumulative costs per refinery over 2001–2011 (51% corresponds to investment costs and 49% to operational costs)

[15]

 Many petrol vapor emission derogations

[32]

 The significant benefits of the FQD outweigh all these costs

[15]

 Engine and emissions reduction performance benefits due to improved fuel specifications compatible with advanced engine standards

[15]

Practical feasibility

 FQD is considered coherent with the rest of the environmental legislation

 Issues regarding biofuels, provisions within the FQD itself and in relation to the RED

 The flexibility provided in Article 4 is used only to a very limited extent

 FQD is still considered relevant overall, and no article is classified as not relevant

 Restrictions that the FQD places on gasoline and diesel fuels remain relevant to ensure the health and environmental benefits of the FQD and to promote a single market for fuels within its scope

 Member States agree that the internal market could not be achieved without the Directive and that the Directive, therefore, has EU added value

 Reduce barriers due to fuel specifications harmonization

 The strong intra-EU market for fuel suppliers and vehicle manufacturers created

[15]