Traduction de «carburant supplémentaire » (Français → Anglais) :

In the case of a dispute caused by the non-compliance of gas fuelled engines, including dual-fuel engines, when using a market fuel, the tests shall be performed with each reference fuel on which the parent engine has been tested, and with the possible additional third fuel as referred to in points 1.1.4.1 and 1.2.1.1 on which the parent engine may have been tested.

The Commission shall adopt a separate delegated act in respect of each feedstock to be added to the list in part A of Annex IX. Each delegated act shall be based on an analysis of the latest scientific and technical progress, taking due account of the principles of the waste hierarchy established in Directive 2008/98/EC, and supporting the conclusion that the feedstock in question does not create an additional demand for land or cause significant distortive effects on markets for (by-)products, wastes or residues, that it delivers substantial greenhouse gas emission savings compared to fossil fuels, and that it does not risk creating ne ...[+++]gative impacts on the environment and biodiversity’.

Full success in this field is still to come and costs of gate-to gate insufficiencies due to additional fuel and flying times are estimated at €3.8 billion in 2011.

Biofuels are relatively expensive although the additional costs are justified by benefits across several policy fields. In particular, they would provide additional and alternative supplies for fuelling the transport sector, which is almost completely dependent on one fuel - oil - and accounts for more than 30% of final energy consumption in the Community.

(9) The widespread availability of fuels with a maximum sulphur content of 10 mg/kg will provide a basis for automobile manufacturers to make significant additional progress towards improving the fuel efficiency of new vehicles.

(8) Whereas the Commission has implemented a European programme on air quality, road traffic emissions, fuels and engines technologies (the Auto/Oil Programme) with a view to fulfilling the requirements of Article 4 of Directive 94/12/EC; whereas the Commission has implemented the APHEA Project which estimates the external costs of air pollution by motor vehicles at 0,4 % of EU GNP, and further assessments conclude that the external costs amount to 3 % of EU GNP, whereas the Commission has implemented the 'Car of Tomorrow` Action Plan which strives to contribute to the promotion of the 'Car of Tomorrow` which will be clean, safe, energy ...[+++] efficient and 'intelligent`; whereas this action plan enforces Community action promoting R D leading to clean cars and whereas neither the R D efforts undertaken in the framework of the 'Car of Tomorrow` Action Plan nor EU competitiveness in automobile R D should be jeopardised; whereas the European motor vehicle and oil industries have carried out the European Programme on Emissions, fuels and Engine Technologies (EPEFE) to determine the contribution which can be made both by future vehicles and the fuels which propel them; whereas the Auto/Oil and EPEFE programmes strive to ensure that proposals for Directives on polluting emissions seek the best solutions for both the citizen and for the economy; whereas the need for Community action for the forthcoming Steps 2000 and 2005 has become urgent; whereas it has become apparent that a further improvement of car emission technology is necessary with a view to achieving air quality in the year 2010 as described in the Commission communication on the Auto/Oil Programme;