par Messagie, Maarten;Sergeant, Nele;Rangaraju, Surendraprabu;San Felix Forner, Javier;Oliveira, Luis;Coosemans, Thierry 
;Macharis, Cathy ;Van Mierlo, Joeri
Référence Transportation planning and technology, 38, 3, page (335-346)
Publication Publié, 2015-04
;Macharis, Cathy ;Van Mierlo, JoeriRéférence Transportation planning and technology, 38, 3, page (335-346)
Publication Publié, 2015-04
Article révisé par les pairs
| Résumé : | The European Clean Vehicle Directive was introduced in 2009 to create an obligation on public authorities to take into account the impact of energy consumption, carbon dioxide (CO2) emissions and pollutant emissions into their purchasing decisions for road transport vehicles. This should stimulate the market for clean and energy-efficient vehicles and improve transport's impact on environment, climate change and energy use. Therefore the so-called ‘Operational Lifetime Cost’ of a vehicle is calculated, divided into the cost for energy consumption, CO2 and pollutant (nitrous oxide, particulate matter, non-methane hydrocarbons) emissions. In Belgium, a different methodology has been developed to calculate the environmental impact of a vehicle, called ‘Ecoscore’, based on a well-to-wheel approach. More pollutants are included compared to the Clean Vehicle methodology, but also indirect emissions are taken into account. In this paper, both methodologies are compared and used to analyze the environmental performance of passenger cars with different fuel types and from different vehicle segments. Similar rankings between both methodologies are obtained; however, the large impact of energy use (and CO2 emissions) in the Clean Vehicle methodology disadvantages compressed natural gas cars, as well as diesel cars equipped with particulate filters, compared to the Ecoscore methodology. |
