Analysis of the Belgian Car Fleet 2013 - Ecoscoreecoscore.be/files/Analysis_CarFleet2013_Final_1.pdf · Analysis of the Belgian Car Fleet 2013 ... per ownership type 16 3.5. combined

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Final report

Analysis of the Belgian Car Fleet 2013 Carolien Beckx, Hans Michiels Study accomplished under the authority of the Flemish, the Walloon and the Brussels Capital Region 2014/TEM/R/ September 2014

All rights, amongst which the copyright, on the materials described in this document rest with the Flemish Institute for Technological Research NV (“VITO”), Boeretang 200, BE-2400 Mol, Register of Legal Entities VAT BE 0244.195.916. The information provided in this document is confidential information of VITO. This document may not be reproduced or brought into circulation without the prior written consent of VITO. Without prior permission in writing from VITO this document may not be used, in whole or in part, for the lodging of claims, for conducting proceedings, for publicity and/or for the benefit or acquisition in a more general sense.

Table of Contents

I

TABLE OF CONTENTS

Table of Contents ________________________________________________________________ I

List of Figures __________________________________________________________________ IV

List of Tables ___________________________________________________________________ VI

List of Acronyms ________________________________________________________________ VII

CHAPTER 1 Introduction ________________________________________________________ 1

1.1. objectives 1

1.2. data used 1 1.2.1. registration data _____________________________________________________ 1 1.2.2. emission and fuel data ________________________________________________ 3

CHAPTER 2 Number of vehicles ___________________________________________________ 4

2.1. total fleet 4

2.2. per region 4

2.3. per fuel type 5

2.4. per ownership type 6

2.5. combined analyses 8

CHAPTER 3 Ecoscore __________________________________________________________ 13

3.1. total fleet 13

3.2. per region 14




CHAPTER 4 Age ______________________________________________________________ 22

4.1. total fleet 22

4.2. per region 23




CHAPTER 5 Euro standard ______________________________________________________ 26

5.1. total fleet 26

5.2. per region 27


Table of Contents

II



CHAPTER 6 CO2 emissions ______________________________________________________ 39

6.1. total fleet 39

6.2. per region 39




CHAPTER 7 PM emissions ______________________________________________________ 48

7.1. total fleet 48

7.2. per region 50




CHAPTER 8 Vehicle Characteristics _______________________________________________ 54

8.1. Cylinder capacity 54 8.1.1. total fleet _________________________________________________________ 54 8.1.2. per region _________________________________________________________ 54 8.1.3. per fuel type _______________________________________________________ 55 8.1.4. per ownership type__________________________________________________ 56 8.1.5. combined analyses __________________________________________________ 57

8.2. Mass 58 8.2.1. total fleet _________________________________________________________ 58 8.2.2. per region _________________________________________________________ 59 8.2.3. per fuel type _______________________________________________________ 60 8.2.4. per ownership type__________________________________________________ 61 8.2.5. combined analyses __________________________________________________ 63

8.3. Engine power 64 8.3.1. total fleet _________________________________________________________ 64 8.3.2. per region _________________________________________________________ 66 8.3.3. per fuel type _______________________________________________________ 67 8.3.4. per ownership type__________________________________________________ 68 8.3.5. combined analyses __________________________________________________ 70

CHAPTER 9 Oldtimers _________________________________________________________ 72

9.1. total fleet and distribution per region 72


CHAPTER 10 Conclusions _____________________________________________________ 74

References ____________________________________________________________________ 76

Table of Contents

III

List of Figures

IV

LIST OF FIGURES

Figure 1. Size of the Belgian passenger car fleet ________________________________________ 4 Figure 2. Size of the Belgian passenger car fleet per region _______________________________ 5 Figure 3. Evolution of the fuel type distribution in Belgium _______________________________ 6 Figure 4. Size of the Belgian passenger car fleet per ownership type (company cars vs. private cars)7 Figure 5. Size of the Belgian passenger car fleet (leased vs. company-owned company cars) _____ 7 Figure 6. Number of company cars per region __________________________________________ 8 Figure 7. Number of private cars per region ___________________________________________ 9 Figure 8. Evolution of the fuel type distribution per ownership type (company vs. private) (absolute

numbers are presented in the data table) ________________________________________ 10 Figure 9. Evolution of the fuel type distribution per ownership type (company-owned vs. leased

company cars) (absolute number are presented in the data table) ____________________ 11 Figure 10. Evolution of the fuel type distribution per ownership type and region _____________ 12 Figure 11. Average Ecoscore evolution in the Belgian passenger car fleet ___________________ 13 Figure 12. Distribution of Ecoscores over the Belgian fleet _______________________________ 14 Figure 13. Average Ecoscore evolution in the Belgian passenger car fleet per region __________ 15 Figure 14. Average Ecoscore evolution in the Belgian passenger car fleet per fuel type ________ 16 Figure 15. Average Ecoscore evolution in the Belgian passenger car fleet per ownership type

(company vs. private cars) ____________________________________________________ 17 Figure 16. Average Ecoscore evolution in the Belgian passenger car fleet per ownership type

(company-owned vs. leased company cars) _______________________________________ 17 Figure 17. Average Ecoscore evolution in the Belgian passenger car fleet per region and per

ownership type _____________________________________________________________ 19 Figure 18. Average Ecoscore evolution per fuel type (Brussels fleet) _______________________ 20 Figure 19. Average Ecoscore evolution per fuel type (Flemish fleet) (used a.o. in VRIND, Pact 2020)

_________________________________________________________________________ 21 Figure 20. Average Ecoscore evolution per fuel type (Walloon fleet) _______________________ 21 Figure 21. Average vehicle age of the Belgian passenger car fleet _________________________ 22 Figure 22. Average vehicle age of the Belgian passenger car fleet per region ________________ 23 Figure 23. Average vehicle age of the Belgian passenger car fleet per fuel type ______________ 24 Figure 24. Average vehicle age of the Belgian passenger car fleet per ownership type (company vs.

private) ___________________________________________________________________ 24 Figure 25. Average vehicle age of the Belgian passenger car fleet per ownership type (company-

owned vs. leased company cars) _______________________________________________ 25 Figure 26. Average vehicle age of the Belgian passenger car fleet per ownership type and region 25 Figure 27. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) of the Belgian fleet

_________________________________________________________________________ 27 Figure 28. Evolution of the Euro Standard distribution of the BCR fleet _____________________ 28 Figure 29. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) of the Flemish fleet

(used a.o. in Pact 2020) ______________________________________________________ 29 Figure 30. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) of the Walloon fleet

_________________________________________________________________________ 30 Figure 31. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) per fuel type for

Belgium ___________________________________________________________________ 31 Figure 32. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) per ownership type

(company vs. private cars) ____________________________________________________ 32 Figure 33. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) per region for the

company cars ______________________________________________________________ 34

List of Figures

V

Figure 34. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) per region for the private cars ________________________________________________________________ 35

Figure 35. CO2 emission evolution for the Belgian passenger car fleet ______________________ 39 Figure 36. CO2 emission evolution per region __________________________________________ 40 Figure 37. CO2 emission evolution per fuel type ________________________________________ 41 Figure 38. Distribution of the diesel fleet per CO2 emission class/label ______________________ 42 Figure 39. Distribution of the petrol fleet per CO2 emission class/label _____________________ 43 Figure 40. CO2 emission evolution per ownership type (company vs. private cars) ____________ 44 Figure 41. CO2 emission evolution per ownership type (company-owned vs. leased company cars)

__________________________________________________________________________ 44 Figure 42. CO2 emission evolution per region and per ownership type ______________________ 45 Figure 43. CO2 emission evolution per region and per ownership type (company-owned vs leased

vs private) _________________________________________________________________ 45 Figure 44. CO2 emission evolution per region and per fuel type ___________________________ 47 Figure 45. Number of diesels with PM filter __________________________________________ 49 Figure 46. Number of diesels with PM filter per region __________________________________ 50 Figure 47. Share of diesels with PM filter per ownership type (company vs. private cars) _______ 51 Figure 48. Share of diesels with PM filter per ownership type (company-owned vs. leased company

cars) ______________________________________________________________________ 52 Figure 49. Share of diesels with PM filter (company cars) per region _______________________ 53 Figure 50. Share of diesels with PM filter (private cars) per region _________________________ 53 Figure 51. Evolution of the average cylinder capacity of the Belgian fleet ___________________ 54 Figure 52. Evolution of the average cylinder capacity per region __________________________ 55 Figure 53. Evolution of the average cylinder capacity per fuel type (electric vehicles = 0) _______ 56 Figure 54. Evolution of the average cylinder capacity per ownership type (company vs. private cars)

__________________________________________________________________________ 56 Figure 55. Evolution of the average cylinder capacity per ownership type (company-owned vs.

leased company cars) ________________________________________________________ 57 Figure 56. Evolution of the average cylinder capacity per region (company cars) ______________ 57 Figure 57. Evolution of the average cylinder capacity per region (private cars) _______________ 58 Figure 58. Evolution of the average vehicle mass in the Belgian fleet _______________________ 59 Figure 59. Evolution of the average vehicle mass per region ______________________________ 60 Figure 60. Evolution of the average vehicle mass per fuel type ____________________________ 61 Figure 61. Evolution of the average vehicle mass per ownership type (company vs. private cars) _ 62 Figure 62. Evolution of the average vehicle mass per ownership type (company-owned vs. leased

company cars) ______________________________________________________________ 62 Figure 63. Evolution of the average vehicle mass per region (company cars) _________________ 63 Figure 64. Evolution of the average vehicle mass per region (private cars) ___________________ 64 Figure 65. Average engine power of the Belgian passenger car fleet _______________________ 65 Figure 66. Distribution of the Belgian passenger car fleet per engine power class _____________ 66 Figure 67. Average engine power per region __________________________________________ 67 Figure 68. Average engine power per fuel type ________________________________________ 68 Figure 69. Average engine power per ownership type (company vs. private cars) _____________ 69 Figure 70. Average engine power per ownership type (company-owned vs. leased company cars) 69 Figure 71. Average engine power per region( company cars) _____________________________ 70 Figure 72. Average engine power per region (private cars) _______________________________ 71 Figure 73. Total number of oldtimers and distribution per region __________________________ 72 Figure 74. Distribution of the oldtimers over petrol and diesel (other fuel types not considered in

this figure) _________________________________________________________________ 73

List of Tables

VI

LIST OF TABLES

Table 1. Selection of CarKindCodes from DIV datasets. Highlighted records were considered for further analysis. _____________________________________________________________ 2

Table 2. Growth rate of the Belgian passenger car fleet per year ___________________________ 5 Table 3. Overview of the number of vehicles per fuel type ________________________________ 6 Table 4. Number of vehicles per fuel type and region ____________________________________ 9 Table 5. Age distribution of the total passenger car fleet ________________________________ 22 Table 6. Overview of number of cars per Euro standard in Belgium ________________________ 26 Table 7. Overview of number of cars per Euro standard in Brussels ________________________ 27 Table 8. Overview of number of cars per Euro standard in Flanders ________________________ 29 Table 9. Overview of number of cars per Euro standard in Wallonia _______________________ 30 Table 10. Absolute number of cars per Euro standard and per fuel type, for BCR _____________ 36 Table 11. Absolute number of cars per Euro standard and per fuel type, for Flemish Region ____ 37 Table 12. Absolute number of cars per Euro standard and per fuel type, for Walloon Region ____ 38 Table 13. Number of vehicles per CO2 emission label/class (diesel fleet) ____________________ 41 Table 14. Number of vehicles per CO2 emission label/class (petrol fleet) ___________________ 42 Table 15. Overview of number of vehicles with valid/invalid mass data _____________________ 59 Table 16. Percentage of vehicles with valid/invalid mass data ____________________________ 59 Table 17. Number of vehicles with valid/invalid engine power ____________________________ 64 Table 18. Percentage of the fleet with valid/invalid engine power _________________________ 65 Table 19. Comparison average values fleet 2008-2013 __________________________________ 74 Table 20. Average values for private and company cars for the 2013 fleet ___________________ 75 Table 21. Company-owned vs. leased cars in 2013 _____________________________________ 75

List of Acronyms

VII

LIST OF ACRONYMS

BCR Brussels Capital Region BEL BEV

Belgium Battery Electric Vehicle

BXL Brussels Capital Region. In text also referred to as Brussels. cc Cylinder capacity cm³ Cubic centimeters CNG Compressed Natural Gas CO2 Carbon dioxide DIV Dienst Inschrijvingen Voertuigen (= Belgian Vehicle Registration Administration) E85 FEBIAC

Mixture of 85% (bio)ethanol and 15% petrol The Belgian Federation of Car and Motorbike Manufacturers

kg Kilogramme kW Kilowatt LPG MRO PHEV

Liquefied Petroleum Gas Mass in Running Order Plug-In Hybrid Electric Vehicle

PM RDW TTW

Particulate Matter Rijksdienst voor Wegverkeer (Dutch counterpart of DIV) Tank-to-wheel

ULB VL VUB

Université Libre de Bruxelles Flemish Region Vrije Universiteit Brussel

WAL WTT

Walloon Region Well-to-tank

WTW Well-to-wheel

List of Acronyms

VIII

CHAPTER 1 Introduction

1

CHAPTER 1 INTRODUCTION

1.1. OBJECTIVES

This report deals with the total Belgian passenger car fleet of the year 2013. The purpose is to provide a follow-up on the status of the car fleet, in particular concerning the environmental performance of the fleet. One of the important environmental indicators analyzed in this report is the Ecoscore. The Ecoscore is a comprehensive well-to-wheel (WTW1) emission indicator developed by VITO, VUB and ULB on behalf of the Flemish government. Since a few years the Brussels and Walloon government support Ecoscore as well. The Ecoscore both takes into account direct and indirect emissions of passenger cars. These emissions include greenhouse gases, air pollutants and noise. The output of Ecoscore is a number between 0 and 100 for each car. The higher the Ecoscore, the lower the impact of the vehicle. In addition to the Ecoscore, a set of other car parameters are evaluated. These parameters are compared to the fleet parameters from the previous years (2008-2009-2010-2011-2012) with a view to identify the most remarkable evolutions. In order to provide more detail on a regional level, most of the indicators are disaggregated over the three Belgian Regions (Flanders, Wallonia and the Brussels Capital Region). Furthermore, analyses are performed to compare the composition of the private fleet versus company cars. Oldtimers (vehicles older than 25 years) are not included in the analyses, except when explicitly mentioned (see CHAPTER 2 and CHAPTER 9 for some statistics on these oldtimers). The reason for this is that, due to their lower activities in traffic, incorporating these oldtimers could lead to incorrect conclusions about the ‘active’ vehicle fleet.

1.2. DATA USED

1.2.1. REGISTRATION DATA

The initial data for this analysis were collected from DIV (Vehicle Registration Service Belgium). The datasets used reflect the composition of the Belgian car fleet for the years concerned (2008, 2009, 2010, 2011, 2012, 2013). All vehicles registered on the 31st of December of each year were considered as being ‘the fleet’. For each car registered, a separate database record exists which contains information about the exact type of car, the technical specifications, the fuel type and the registration data (incl. region). As from 2012, the dataset was delivered in a new format, derived from the Mobility Information System ‘Mobivis’. The DIV datasets contain additional information related to whether the car owner is a private person or a legal body. Concerning the legal bodies, the dataset further indicates whether or not it

1 A well-to-wheel analysis includes all emissions resulting from producing and distributing the fuel (well-to-

tank or WTT), combined with the emissions resulting from actually making use of the fuel by driving a vehicle (tank-to-wheel or TTW).


2

concerns a leased car. In previous years (before the implementation of Mobivis), this distinction was defined by being a RENTA member or not. RENTA is the Belgian federation of car rental companies, and its members consist of lease companies and short-term vehicle rental agencies. It is clear that the definition of so-called lease cars has changed since 2012, which might be the reason behind some trend changes that can be observed between 2011 and 2012 company car data. Concerning the fleet of 2013 however, information on the classification between leased and company-owned cars was not included in the DIV database. In order to retrieve this information, fleet data from the 2012 fleet was consulted, together with data on the new registrations for 2013 and the second-hand vehicles for 2013 in order to match vehicle records based on chassis number and last registration date. Vehicles without an exact match were assumed to be ‘no lease’ vehicles (< 3500 vehicles). Moreover, the vast majority of these cars were built in the late 90s or early 00s, so the number of possible ‘false assignments’ will be negligibly small. The ‘CarKindCode’ field in the DIV database indicates to which bodywork type a car belongs. In Table 1, an overview is given of these CarKindCodes. In what follows, our analysis is constrained to the records with a CarKindCode AA, AB, AC, AD, AE, AF, VP or SW (highlighted): these are all passenger cars.

Table 1. Selection of CarKindCodes from DIV datasets. Highlighted records were considered for further analysis.

CarKindCode Description

AA Sedan

AB Hatchback

AC Stationwagon

AD Coupé

AE Cabriolet

AF MPV

AZ Ambulance

BP Light armor

CL Articulated double deck

LV Slow people carrier

OM Trailor

SA Camper

SB Armored vehicle

SC Ambulance

SD Hearse

SW Vehicle double use

VC ???

VP People carrier


3

Furthermore, compared to previous reports, some differences in the number of vehicles per region are present for the 2010 vehicle fleet. These differences are the result of an improved assignment of the vehicles to a region based on more accurate NIS code2 information.

1.2.2. EMISSION AND FUEL DATA

Emission and fuel data are also provided in the DIV data, but these were not used for this report. Previous analyses proved that emission data are not complete, and when provided, not always correct. Therefore, another source of emission and fuel data was used: Rijksdienst voor Wegverkeer (RDW), which is the Dutch counterpart of the Belgian DIV. This proved to be a more reliable source of emission and fuel-related data. Part of the DIV data set, with mainly unique identification fields of the vehicles, was sent to RDW. RDW on its turn completed the data set with all the data needed to calculate the Ecoscore. This way, RDW provided us with official emission (CO2, NOx, PM, CO, HC and noise) and fuel consumption data. Regarding LPG vehicles, the official emission data are for the petrol vehicle which is retrofitted for LPG. The reason being that at this moment, all LPG vehicles are retrofitted petrol vehicles. There are no LPG vehicles available that are type approved for this fuel which implies that no official emission data are available. However, in the DIV database these vehicles are labeled as ‘LPG vehicles’ although all DIV data refer to the original petrol vehicle. The same is true for the RDW data. We calculate the Ecoscore of an LPG vehicle by using 12% lower CO2 emissions than those of the corresponding petrol vehicle, but with the same value for the other pollutant emissions (Denys et al., 2008). No emission data are available for vehicles complying with euro standard 2 or lower. For these vehicles, but also for more recent vehicles where RDW was not able to provide data, default values are used to complete the vehicle database. More information on these default values can be found on http://www.ecoscore.be/en/how-calculate-ecoscore-when-some-data-are-missing.

2 The NIS code is an alphanumeric coding system for indicating geographical areas, and was developed by the

Belgian National Institute for Statistics (NIS) in the mid-60s.

CHAPTER 2 Number of vehicles

4

CHAPTER 2 NUMBER OF VEHICLES

This chapter provides an overview of the evolution in fleet size over the past few years.

2.1. TOTAL FLEET

Figure 1 provides an overview of the total number of cars registered in Belgium on the 31st of December each year. Total fleet size still increased over the years. The oldtimers are presented separately from the rest of the fleet (and are not included in the analyses, except when explicitly mentioned). In total, oldtimers represent approximately 3 percent of the total fleet in Belgium.

Figure 1. Size of the Belgian passenger car fleet

2.2. PER REGION

Figure 2 provides an overview of the total numbers of cars registered in the different regions. Table 2 presents the annual growth rates for the 3 regions, together with the growth rate for the entire Belgian fleet. The total Belgian car fleet has grown around 0,8% in 2013 compared to the year before. In Brussels, the fleet size slightly decreased. In Flanders and Wallonia, the fleet size is still increasing, but the growth rate is smaller than the years before. As already mentioned in the Introduction, an improved assignment of vehicle records to the 3 regions was performed. This renewed assignment had a small impact on the presented numbers for the 2010 fleet3.

3 The total number of vehicles in the 2010 fleet remains unaffected. The regional distribution of these cars,

however, has slightly changed compared to previous reports: -6,1% for BXL, +0,6% for VL and +0,7% for WAL.

2008 2009 2010 2011 2012 2013

fleet (< 26 y) 4 890 108 4 961 310 5 082 269 5 154 144 5 218 710 5 257 962

oldtimers (> 25 y) 161 341 161 749 161 827 181 405 181 154 190 767

0

1 000 000

2 000 000

3 000 000

4 000 000

5 000 000

6 000 000

Total number of vehicles


5

Figure 2. Size of the Belgian passenger car fleet per region

Table 2. Growth rate of the Belgian passenger car fleet per year

2009 2010 2011 2012 2013

BXL 2,0% -2,4% 0,8% 2,1% -0,1%

VL 1,1% 3,0% 1,5% 1,2% 0,9%

WAL 1,9% 2,8% 1,5% 1,0% 0,7%

BEL 1,5% 2,4% 1,4% 1,3% 0,8%

2.3. PER FUEL TYPE

The number of vehicles per fuel type is presented in Table 3. Vehicles with an ‘unknown’ fuel type were not included for analyses including fuel type information. Figure 3 presents the evolution in fuel type distribution in Belgium over the last 6 years. As presented in this figure, there is a slight increase in the share of diesel cars over the years (64,3% in 2013). However, the fuel type distribution in 2013 is quite similar to the distribution in the 2012 fleet. Vehicles on alternative fuels like CNG and electricity are entering the market very slowly, with respectively 356 and 1202 vehicles registered at the end of 2013. The distribution of the fuel type numbers over the three regions is discussed in section 2.5.

BXL VL WAL

2008 459 214 2 937 501 1 493 393

2009 468 235 2 970 925 1 522 150

2010 457 189 3 060 122 1 564 235

2011 460 877 3 106 205 1 587 062

2012 470 688 3 144 476 1 603 546

2013 470 161 3 173 630 1 614 171

0

500 000

1 000 000

1 500 000

2 000 000

2 500 000

3 000 000

3 500 000

Number of vehicles


6

Table 3. Overview of the number of vehicles per fuel type

CNG diesel electric LPG petrol unknown

2008 37 2871537 8 42163 1976358 5

2009 61 3011487 12 37695 1912050 5

2010 77 3179026 59 33147 1869925 35

2011 137 3292948 320 29068 1831627 5

2012 226 3356062 823 25439 1836143 17

2013 356 3382791 1202 21114 1852464 35

Figure 3. Evolution of the fuel type distribution in Belgium

2.4. PER OWNERSHIP TYPE

The vehicle fleet can be classified into cars owned by a private person (i.e. private cars) and cars owned by a legal body (i.e. company cars). Company cars can hereby further be classified into company-owned cars and leased cars. Figure 4 presents the vehicle numbers per ownership type. In the total Belgian fleet, the share of company cars in the Belgian fleet always fluctuates around 15%. Figure 5 displays the distribution of the company cars over company-owned versus leased cars. The share of company-owned cars amounts to ca. 60% of the total company car fleet, and this share has remained fairly stable over the past few years.

2008 2009 2010 2011 2012 2013

CNG 0,0% 0,0% 0,0% 0,0% 0,0% 0,0%

diesel 58,7% 60,7% 62,6% 63,9% 64,3% 64,3%

electric 0,0% 0,0% 0,0% 0,0% 0,0% 0,0%

LPG 0,9% 0,8% 0,7% 0,6% 0,5% 0,4%

petrol 40,4% 38,5% 36,8% 35,5% 35,2% 35,2%

0,0%

10,0%

20,0%

30,0%

40,0%

50,0%

60,0%

70,0%

Percentage of vehicle fleet


7

Figure 4. Size of the Belgian passenger car fleet per ownership type (company cars vs. private cars)

Figure 5. Size of the Belgian passenger car fleet (leased vs. company-owned company cars)

Company Private

2008 729 555 4 160 553

2009 744 633 4 216 677

2010 777 818 4 304 451

2011 804 226 4 349 918

2012 798 122 4 420 588

2013 804 108 4 453 854

0500 000

1 000 0001 500 0002 000 0002 500 0003 000 0003 500 0004 000 0004 500 0005 000 000

Number of vehicles

2008 2009 2010 2011 2012 2013

leased 285 664 281 125 290 631 297 405 303 446 309 824

company owned 443 891 463 508 487 187 506 821 494 676 494 284

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Percentage of company cars


8

2.5. COMBINED ANALYSES

In the ‘Combined analyses’ sections, we analyze the parameter concerned (in this section: ‘number of vehicles’) by combining two kinds of divisions. For most parameters analyzed, we combine the division over the Regions with the division over the ownership type on the one hand, and/or the division over the Regions with the division over the fuel types on the other hand. Sometimes, other combinations are useful as well. In Figure 6 and Figure 7, the combined analysis of ownership type and region is presented. The share of company cars in the total car fleet is highest in the Brussels Capital Region (BCR), with a share of almost 37%.

Figure 6. Number of company cars per region

BXL VL WAL

2008 180 355 451 040 98 160

2009 186 210 456 093 102 330

2010 171 955 497 668 108 137

2011 173 960 517 506 112 760

2012 172 193 514 584 111 345

2013 172 727 519 544 111 837

0

100 000

200 000

300 000

400 000

500 000

600 000

Number of vehicles


9

Figure 7. Number of private cars per region

The combined analysis over fuel type and region is presented in Table 4. The share of diesel cars in the total regional fleet has dropped for the first time (albeit very modestly) since 2008 in Flanders (from 63,90% in 2012 to 63,85% in 2013) and Wallonia (from 64,95 to 64,94%). The diesel share of the BCR fleet keeps on growing, however (from 64,82% in 2012 to 65,58% in 2013). As a result, the share of petrol vehicles in the total regional fleet has slightly grown in Flanders (share of 35,70% in 2013) and Wallonia (34,62% in 2013), whereas in BCR the decrease continues (share of 34,14% in 2013).

Table 4. Number of vehicles per fuel type and region

CNG diesel electric LPG petrol

BXL

2008 3 275 760 1 1 876 181 573

2009 5 292 017 3 1 653 174 557

2010 2 285 988 24 1 484 169 686

2011 10 295 758 136 1 265 163 701

2012 17 305 082 235 1 141 164 212

2013 50 308 336 301 963 160 508

VL

2008 29 1 730 626 3 25 953 1 180 886

2009 52 1 798 183 4 23 249 1 149 434

2010 70 1 907 435 27 20 641 1 131 922

2011 119 1 972 288 151 18 203 1 115 414

2012 184 2 009 408 446 15 949 1 118 479

2013 272 2 026 283 683 13 296 1 133 074

BXL VL WAL

2008 278 859 2 486 461 1 395 233

2009 282 025 2 514 832 1 419 820

2010 285 234 2 562 454 1 456 098

2011 286 917 2 588 699 1 474 302

2012 298 495 2 629 892 1 492 201

2013 297 434 2 654 086 1 502 334

0

500 000

1 000 000

1 500 000

2 000 000

2 500 000

3 000 000

Number of vehicles


10

WAL

2008 5 865 151 4 14 334 613 899

2009 4 921 287 5 12 793 588 059

2010 5 985 149 8 11 010 568 060

2011 8 1 024 902 33 9 600 552 512

2012 25 1 041 572 142 8 349 553 452

2013 34 1 048 172 218 6 855 558 882

The combined analysis of fuel type and ownership type is presented in Figure 8. The largest share of the company cars are diesel vehicles (more than 85%) whereas in the private fleet approximately 60% of the vehicles are diesel vehicles. Furthermore, it is clear that most of the vehicles running on alternative fuels are company cars (e.g. in 2013 ca. 76% of the electric vehicles are company cars).

Figure 8. Evolution of the fuel type distribution per ownership type (company vs. private) (absolute numbers are presented in the data table)

Looking then at the classification of company-owned vs. leased company cars in Figure 9, we can see that diesel cars are highly represented in the leased fleet (95%), significantly higher than for the company-owned fleet (83%) in 2013. The largest number of vehicles on alternative fuels, though, seem to be company-owned vehicles (e.g. 684 electric vehicles and 154 vehicles on CNG in the fleet of 2013).


11

Figure 9. Evolution of the fuel type distribution per ownership type (company-owned vs. leased company cars) (absolute number are presented in the data table)

A combined analysis on fuel type, ownership type and region is presented in Figure 10. It is clear from this figure that the share of diesel in the BCR company car fleet has remained quite stable over the past few years (ca. 87%), while the share of diesel in the private fleet has grown steadily from 43% in 2008 to more than 53% in 2013. For Flanders, the share of diesel has been increasing more modestly over the past few years, both in the company car fleet and in the private fleet. For the fleet in 2013 we observe a stabilization of the diesel share at around 88% (company cars) and 59% (private). The same conclusions are valid for the Walloon region, with a modest increase of the diesel share over the period 2008-2013, but a stabilization in 2013 (at approx. 84% and 64%, for the company car fleet and private fleet, respectively). As a result, the share of diesel is highest in the Flemish company car fleet (88%) and lowest in the BCR private fleet (53%). All conclusions drawn above regarding the ‘share of diesel’ are also valid, albeit inversely, for the ‘share of petrol’, as in all cases >99% of the total fleet consists of diesel and petrol vehicles.

2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013

company owned leased

petrol 96 677 94 538 94 306 93 592 85 279 84 466 13 054 11 941 14 255 13 154 14 491 15 072

LPG 2 661 2 530 2 314 2 114 1 504 1 172 208 178 148 105 101 49

electric 5 7 39 170 443 684 13 111 199 235

diesel 344 528 366 392 390 475 410 866 407 361 407 800 272 398 269 002 276 192 284 004 288 614 294 426

CNG 19 40 46 68 87 154 4 4 5 28 41 40

0%10%20%30%40%50%60%70%80%90%

100%

Percentage of fleet


12

Figure 10. Evolution of the fuel type distribution per ownership type and region

2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013

BXL VL WAL BXL VL WAL

Company Private

petrol 13,3 12,7 14,1 13,4 13,2 12,9 14,8 14,2 13,2 12,5 11,7 11,6 19,4 17,9 17,0 16,4 15,3 15,2 56,5 53,5 51,0 48,9 47,4 46,5 44,8 43,1 41,6 40,6 40,2 40,4 42,6 40,1 37,7 36,2 35,9 36,1

LPG 0,2% 0,2% 0,2% 0,2% 0,1% 0,1% 0,4% 0,4% 0,3% 0,3% 0,2% 0,1% 0,6% 0,5% 0,5% 0,4% 0,3% 0,3% 0,5% 0,5% 0,4% 0,3% 0,3% 0,3% 1,0% 0,9% 0,7% 0,6% 0,6% 0,5% 1,0% 0,9% 0,7% 0,6% 0,5% 0,4%

electric 0,0% 0,0% 0,0% 0,1% 0,1% 0,2% 0,0% 0,0% 0,0% 0,0% 0,1% 0,1% 0,0% 0,0% 0,0% 0,0% 0,1% 0,1% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0%

diesel 86,5 87,1 85,7 86,3 86,5 86,8 84,8 85,4 86,4 87,1 88,1 88,1 80,0 81,6 82,5 83,2 84,3 84,4 43,0 46,0 48,6 50,7 52,3 53,3 54,2 56,0 57,7 58,8 59,2 59,1 56,4 59,0 61,5 63,2 63,5 63,5

CNG 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Percentage of fleet

CHAPTER 3 Ecoscore

13

CHAPTER 3 ECOSCORE

3.1. TOTAL FLEET

An Ecoscore was calculated for every vehicle in the database. The average Ecoscore of the Belgian passenger car fleet is increasing steadily over the years (Figure 11). In 2013 the Ecoscore of the average Belgian car amounts to 56,4. The distribution of the Ecoscores for the Belgian car fleet in the period 2008-2013 is presented in Figure 12. The histogram shows a decline of the number of vehicles in the lower Ecoscore classes (Ecoscore ≤55). In the higher Ecoscore classes (>55), an increase of the number of vehicles can be observed. The number of vehicles in the 56-60 class grew significantly compared to 2011.

Figure 11. Average Ecoscore evolution in the Belgian passenger car fleet

2008 2009 2010 2011 2012 2013

Avgecoscore

50,9 51,8 52,7 54,1 55,4 56,4

48,0

50,0

52,0

54,0

56,0

58,0

Avg ecoscore

CHAPTER 3 Ecoscore

14

Figure 12. Distribution of Ecoscores over the Belgian fleet

3.2. PER REGION

Over the period 2008-2013 we can see that the average Ecoscore for Flanders is always lower than for the other two regions (Figure 13). The average Ecoscores in Brussels and Wallonia are converging over the years. The Brussels fleet has the advantage of having a high share of recent company cars, where the Walloon fleet has a high share of small (cfr. section 8.1.2) and recent (cfr. section 4.2) private cars.

<26 26-30 31-35 36-40 41-45 46-50 51-55 56-60 61-65 66-70 >70

2008 2,0% 6,2% 2,7% 8,5% 11,1% 14,6% 21,1% 14,3% 10,3% 8,6% 0,8%

2009 1,6% 4,7% 2,6% 7,1% 10,8% 14,8% 22,5% 14,9% 10,5% 9,3% 1,3%

2010 1,4% 3,6% 2,4% 5,9% 10,5% 14,7% 23,4% 15,8% 10,7% 9,7% 1,9%

2011 1,2% 2,7% 2,4% 4,0% 8,9% 13,7% 23,1% 17,5% 13,3% 10,3% 2,9%

2012 0,4% 1,4% 1,2% 5,6% 6,3% 13,1% 21,1% 23,0% 13,2% 11,1% 3,5%

2013 0,3% 1,0% 1,1% 4,6% 5,7% 11,8% 19,7% 24,1% 14,8% 12,2% 4,6%

0,0%

5,0%

10,0%

15,0%

20,0%

25,0%

30,0%

CHAPTER 3 Ecoscore

15

Figure 13. Average Ecoscore evolution in the Belgian passenger car fleet per region

3.3. PER FUEL TYPE

Looking at the average Ecoscores per fuel type (see Figure 14), we can see that the lowest average Ecoscores are found in the diesel fleet. Next in line are LPG cars since from 2012 on, the average petrol car in the fleet is performing better than the average LPG vehicle4. Highest Ecoscores are found for the full electric cars, with Ecoscores above 80. The average Ecoscore of PHEVs (i.e. around 82) is not presented separately in this figure5. The general trend of the Ecoscore over the period 2008-2013 is positive. Comparing the Ecoscores in 2013 and 2008, the largest improvements are found in the petrol fleet (+ 6,3 units) and the diesel fleet (+ 6,2 units). Ecoscore analyses over the combinations Region-ownership type and Region-fuel type, are provided in section 3.5.

4 However, an LPG vehicle is always cleaner than the petrol vehicle from which it is derived from, as its CO2

emissions are significantly lower. The difference in Ecoscore between an LPG car and the corresponding petrol car decreases slightly with increasing Ecoscore (Denys et al., 2008). For a petrol car with an ecoscore of 49, its LPG counterpart will have an Ecoscore of about 59. For a petrol car with an ecoscore of 73, its LPG counterpart will have an ecoscore of about 79. The fact that the average LPG vehicle in the fleet of 2013 had a lower Ecoscore than the average petrol vehicle, can be explained by the fact that the average LPG car is much older and has a bigger engine than the average petrol car. As a result, the average LPG car in the fleet is not very similar to the average petrol car in the fleet. 5 They are included in the diesel and petrol categories, respectively for diesel PHEVs and petrol PHEVs.

2008 2009 2010 2011 2012 2013

BXL 52,3 53,1 53,5 54,9 56,1 57,0

VL 50,2 51,2 52,1 53,5 54,9 56,0

WAL 51,8 52,8 53,6 55,0 56,1 57,1

46,0

48,0

50,0

52,0

54,0

56,0

58,0

Avg Ecoscore

CHAPTER 3 Ecoscore

16

Figure 14. Average Ecoscore evolution in the Belgian passenger car fleet per fuel type


In Figure 15 the average Ecoscore values for private and company cars are compared. On average, the company cars in the fleet always outperform the private cars6. These differences, however, are not that large, but increased again as from 2012 (see also the large decrease in CO2 emissions for company cars in 2012 presented in Figure 40). In 2013, the Ecoscore for an average company car is 1,2 points higher than for an average private car. Figure 16 shows the difference in Ecoscore between company-owned cars and leased company cars. It is clear that the leased cars have always significantly outperformed the company-owned cars (+3,9 points in 2013), mainly thanks to the fact that they are significantly younger than the company-owned fleet (cfr. Figure 25).

6 The main reason for this is the fact that company cars are much younger, on average, than private cars in

the fleet (cfr. Figure 24). This is illustrated by the fact that concerning the Ecoscore of new car registrations, private cars, outperform company cars, on average (cfr. VUB report ‘Indicators of the New and Second-Hand Vehicle Fleet in Belgium and the Different Regions 2013’).

2008 2009 2010 2011 2012 2013

CNG 73,4 72,9 73,2 73,9 73,6 74,4

diesel 46,3 47,5 48,5 50,3 51,4 52,5

electric 81,6 82,3 82,6 84,9 85,5 85,5

LPG 60,6 60,8 61,3 61,7 60,6 61,2

petrol 57,3 58,4 59,6 60,7 62,6 63,6

40,045,050,055,060,065,070,075,080,085,090,0

Avg Ecoscore

CHAPTER 3 Ecoscore

17

Figure 15. Average Ecoscore evolution in the Belgian passenger car fleet per ownership type (company vs. private cars)

Figure 16. Average Ecoscore evolution in the Belgian passenger car fleet per ownership type (company-owned vs. leased company cars)


Figure 17 presents the average Ecoscore per region and per ownership type. This figure shows that private vehicles clearly outperform company cars in the Walloon Region whereas in the other regions, the opposite can be observed. The main reason is that in Wallonia, private cars or younger and company cars are older than in the other two regions (cfr. Figure 26). The latter is true because

CHAPTER 3 Ecoscore

18

the share of leased company cars in total company cars is much smaller in Wallonia (<2%) than in the other 2 regions (54 and 41% in BXL and VL, respectively), which means that the vast majority of company cars in Wallonia are company-owned (and thus older). As company-owned cars clearly have a lower Ecoscore, it is a logical consequence that the Walloon company car fleet performs worse than the private fleet.

CHAPTER 3 Ecoscore

19

Figure 17. Average Ecoscore evolution in the Belgian passenger car fleet per region and per ownership type

2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013

BXL VL WAL

Company 53,4 54,1 54,3 55,9 57,4 58,6 51,1 51,8 52,5 54,1 56,1 57,4 50,3 51,2 51,8 53,3 55,0 56,2

Private 51,6 52,4 53,1 54,2 55,3 56,1 50,0 51,0 52,0 53,4 54,7 55,7 51,9 52,9 53,7 55,1 56,2 57,2

44,0

46,0

48,0

50,0

52,0

54,0

56,0

58,0

60,0Avg Ecoscore

CHAPTER 3 Ecoscore

20

The average Ecoscore per fuel type is presented separately for the three regions in Figure 18 to Figure 20. The conclusions drawn under section 3.3 apply here as well.

Figure 18. Average Ecoscore evolution per fuel type (Brussels fleet)


2008 74,5 48,9 82,0 60,8 57,5

2009 73,0 49,8 82,0 61,0 58,6

2010 73,3 49,8 83,2 61,6 59,7

2011 74,5 51,5 85,3 62,2 60,8

2012 73,6 52,6 85,8 60,9 62,6

2013 75,3 53,6 85,9 61,4 63,5

0,010,020,030,040,050,060,070,080,090,0

100,0

Avg Ecoscore (BXL)

CHAPTER 3 Ecoscore

21

Figure 19. Average Ecoscore evolution per fuel type (Flemish fleet) (used a.o. in VRIND, Pact 2020)

Figure 20. Average Ecoscore evolution per fuel type (Walloon fleet)


2008 73,3 45,4 81,7 60,1 56,9

2009 73,3 46,6 83,0 60,3 58,1

2010 73,4 47,8 82,4 60,7 59,2

2011 74,1 49,6 84,6 61,0 60,3

2012 73,8 50,8 85,3 59,8 62,3

2013 74,3 51,9 85,3 60,4 63,2

0,010,020,030,040,050,060,070,080,090,0

100,0

Avg Ecoscore (VL)


2008 73,7 47,3 81,0 61,5 58,0

2009 67,8 48,6 81,0 61,8 59,2

2010 71,1 49,6 81,0 62,5 60,3

2011 70,8 51,3 84,6 62,9 61,5

2012 72,1 52,3 85,8 61,9 63,3

2013 73,2 53,2 85,7 62,7 64,4

0,010,020,030,040,050,060,070,080,090,0

100,0

Avg Ecoscore (WAL)

CHAPTER 4 Age

22

CHAPTER 4 AGE

The age of a vehicle is defined as the database year (i.e. the year of the fleet in which the vehicle is appearing) minus the year of first registration. Vehicles older than 25 years were neglected in this chapter, because they are dealt with in a separate chapter on ‘Oldtimers’ (CHAPTER 9).

4.1. TOTAL FLEET

As presented in Figure 21, the average vehicle age is slightly increasing over the last few years. The average age of a vehicle in 2013 is 6,4 years. The age distribution in Table 5 shows that the share of vehicles aged 0-4 years is slightly decreasing, in favour of the class ‘5-9 years’.

Figure 21. Average vehicle age of the Belgian passenger car fleet

Table 5. Age distribution of the total passenger car fleet

Age class 2008 2009 2010 2011 2012 2013

0-4 44,6% 44,6% 45,1% 45,0% 43,8% 42,7%

5-9 31,1% 30,6% 29,7% 30,2% 31,1% 32,2%

10-14 17,3% 17,8% 18,2% 17,8% 17,8% 17,6%

15-19 5,7% 5,6% 5,5% 5,4% 5,5% 5,9%

20-25 1,3% 1,4% 1,5% 1,6% 1,7% 1,7%

CHAPTER 4 Age

23

4.2. PER REGION

As presented in Figure 22, the youngest fleet was, and still is, the BCR fleet. This is also due to the large share of company cars in the Brussels fleet. However, the average vehicle age in Brussels is slightly increasing over the last years, as for the other two regions. In 2013 the average vehicle age amounts to 5,9 years in Brussels, 6,3 years in Wallonia and 6,6 years in Flanders.

Figure 22. Average vehicle age of the Belgian passenger car fleet per region

4.3. PER FUEL TYPE

As presented in Figure 23, the youngest fleet in Belgium in 2013 is the electric fleet, followed by CNG. The oldest vehicles, on average, are present in the petrol and LPG fleet.

2008 2009 2010 2011 2012 2013

BXL 5,3 5,4 5,6 5,6 5,8 5,9

VL 6,4 6,4 6,4 6,4 6,5 6,6

WAL 6,1 6,1 6,1 6,0 6,2 6,3

5,05,25,45,65,86,06,26,46,66,8

Avg Age (years)

CHAPTER 4 Age

24

Figure 23. Average vehicle age of the Belgian passenger car fleet per fuel type


The average age of a company car has fluctuated around 3 years over the past few years (Figure 24), of which the leased cars are the youngest company cars (Figure 25), aged around 1,4 years on average.

Figure 24. Average vehicle age of the Belgian passenger car fleet per ownership type (company vs. private)

2008 2009 2010 2011 2012 2013

CNG 0,3 0,6 1,1 1,6 1,9 1,7

diesel 4,9 5,0 5,0 5,1 5,3 5,6

electric 8,8 8,1 2,0 0,5 0,6 1,0

LPG 9,3 9,6 9,9 10,2 10,5 10,9

petrol 8,1 8,2 8,2 8,2 8,1 7,9

0,0

2,0

4,0

6,0

8,0

10,0

12,0

Avg age (years)

2008 2009 2010 2011 2012 2013

Company 2,7 2,9 3,0 3,0 2,9 3,0

Private 6,8 6,8 6,8 6,8 7,0 7,1

0,0

1,0

2,0

3,0

4,0

5,0

6,0

7,0

8,0

Avg age (years)

CHAPTER 4 Age

25

Figure 25. Average vehicle age of the Belgian passenger car fleet per ownership type (company-owned vs. leased company cars)


Figure 26 combines the information on ownership type and region to present the average age of a company car vs. a private car in the different regions. The youngest fleet of Belgium is the BCR company car fleet (2,5 years), whereas the oldest is the BCR private car fleet (7,8 years).

Figure 26. Average vehicle age of the Belgian passenger car fleet per ownership type and region

2008 2009 2010 2011 2012 2013

company owned 3,7 3,8 3,9 3,9 3,8 3,9

leased 1,2 1,4 1,5 1,4 1,4 1,4

0,0

0,5

1,0

1,5

2,0

2,5

3,0

3,5

4,0

4,5

Avg age (years)

Company Private Company Private Company Private

BXL VL WAL

2008 2,1 7,4 2,7 7,1 3,6 6,3

2009 2,3 7,4 3,0 7,1 3,7 6,3

2010 2,5 7,5 3,0 7,1 3,7 6,2

2011 2,5 7,5 3,0 7,1 3,7 6,2

2012 2,5 7,7 2,9 7,2 3,7 6,4

2013 2,5 7,8 2,9 7,3 3,8 6,5

0,02,04,06,08,0

10,0

Avg Age (yrs)

CHAPTER 5 Euro standard

26

CHAPTER 5 EURO STANDARD

5.1. TOTAL FLEET

Table 6 presents the absolute amount of vehicles per Euro standard in Belgium. In Figure 27, we provide an overview of the evolution of the Euro Standard distribution in Belgium. Most vehicles in Belgium are currently still Euro 4-compliant (ca. 39%). The share of Euro 5 cars, however, is increasing strongly to almost one third (32%) of the fleet in 2013. This is not surprising since the Euro 5 standard became compulsory as from January 1st 2011 for all new cars. Similar tables and figures can be made for each region separately (e.g. important for the Flemish ‘Pact 2020’ statistics), which can be found in section 5.2.

Table 6. Overview of number of cars per Euro standard in Belgium

2008 2009 2010 2011 2012 2013

Euro 0 277297 220700 179916 149510 119297 90292

Euro 1 395025 321938 262715 212199 165813 127762

Euro 2 1114495 977820 841189 698023 592569 495080

Euro 3 1192327 1131399 1056471 966038 865912 782594

Euro 4 1901348 2203962 2375096 2266020 2172878 2056198

Euro 5 9616 101095 362346 857458 1298562 1686037

Euro 6 4396 4536 4896 3679 19997


27

Figure 27. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) of the Belgian fleet

5.2. PER REGION

Figure 28, Figure 29 and Figure 30 present the evolution of the distribution over the Euro standards in the BCR, Flemish and Walloon fleet, respectively. A table with the absolute numbers is included each time as well. It is clear from these figures that of all regions, the share of Euro 5 and 6 cars is highest in the BCR: in this region the number of Euro 5 cars is already higher than the number of Euro 4 cars. The BCR fleet obiously benefits from the high share of company cars, with a higher fleet renewal rate than private cars (cfr. CHAPTER 4).

Table 7. Overview of number of cars per Euro standard in Brussels

BXL 2008 2009 2010 2011 2012 2013

Euro 0 21969 17649 14618 12301 10947 8380

Euro 1 31539 26118 21586 17727 13837 10340

Euro 2 86743 78908 69504 58960 51898 43628

Euro 3 87913 79409 72414 67315 64618 61046

Euro 4 228682 245350 223351 190277 169735 152083

Euro 5 2368 19848 54896 113475 159133 192070

Euro 6 953 820 822 520 2612

2008 2009 2010 2011 2012 2013

0 5,67% 4,45% 3,54% 2,90% 2,29% 1,72%

1 8,08% 6,49% 5,17% 4,12% 3,18% 2,43%

2 22,79% 19,71% 16,55% 13,54% 11,35% 9,42%

3 24,38% 22,80% 20,79% 18,74% 16,59% 14,88%

4 38,88% 44,42% 46,73% 43,97% 41,64% 39,11%

5 0,20% 2,04% 7,13% 16,64% 24,88% 32,07%

6 0,00% 0,09% 0,09% 0,09% 0,07% 0,38%

0,00%

10,00%

20,00%

30,00%

40,00%

50,00%

% of the vehicle fleet


28

Figure 28. Evolution of the Euro Standard distribution of the BCR fleet

2008 2009 2010 2011 2012 2013

0 4,8% 3,8% 3,2% 2,7% 2,3% 1,8%

1 6,9% 5,6% 4,7% 3,8% 2,9% 2,2%

2 18,9% 16,9% 15,2% 12,8% 11,0% 9,3%

3 19,1% 17,0% 15,8% 14,6% 13,7% 13,0%

4 49,8% 52,4% 48,9% 41,3% 36,1% 32,3%

5 0,5% 4,2% 12,0% 24,6% 33,8% 40,9%

6 0,0% 0,2% 0,2% 0,2% 0,1% 0,6%

0,0%

10,0%

20,0%

30,0%

40,0%

50,0%

60,0%

% of the regional vehicle fleet


29

Table 8. Overview of number of cars per Euro standard in Flanders

VL 2008 2009 2010 2011 2012 2013

Euro 0 175927 140091 114109 94590 74951 56646

Euro 1 249710 203631 165609 133374 104278 80650

Euro 2 690056 606245 522831 435221 367659 305980

Euro 3 730840 701186 663724 613282 548986 496102

Euro 4 1084796 1261017 1386989 1343214 1296968 1237357

Euro 5 6172 56479 204341 483684 749188 983468

Euro 6 2276 2519 2840 2446 13427

Figure 29. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) of the Flemish fleet (used a.o. in Pact 2020)

2008 2009 2010 2011 2012 2013

0 6,0% 4,7% 3,7% 3,0% 2,4% 1,8%

1 8,5% 6,9% 5,4% 4,3% 3,3% 2,5%

2 23,5% 20,4% 17,1% 14,0% 11,7% 9,6%

3 24,9% 23,6% 21,7% 19,7% 17,5% 15,6%

4 36,9% 42,4% 45,3% 43,2% 41,2% 39,0%

5 0,2% 1,9% 6,7% 15,6% 23,8% 31,0%

6 0,0% 0,1% 0,1% 0,1% 0,1% 0,4%

0,0%

10,0%

20,0%

30,0%

40,0%

50,0%



30

Table 9. Overview of number of cars per Euro standard in Wallonia

WAL 2008 2009 2010 2011 2012 2013

Euro 0 79401 62960 51142 42619 33399 25266

Euro 1 113776 92189 75457 61098 47698 36772

Euro 2 337696 292667 248644 203842 173012 145472

Euro 3 373574 350804 320142 285441 252308 225446

Euro 4 587870 697595 764550 732529 706175 666758

Euro 5 1076 24768 103104 260299 390241 510499

Euro 6 1167 1196 1234 713 3958

Figure 30. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) of the Walloon fleet

5.3. PER FUEL TYPE

Figure 31 presents, per fuel type, the distribution over the Euro standards. In this figure, the share of Euro 6 vehicles is best visible for the electric cars, although the Euro standard actually is of no meaning for this type of (battery-electric) vehicles. The vast majority of the CNG fleet (77%) is already Euro 5-compliant. For other fuel types, the share of Euro 4 vehicles is still significant. Looking at the Euro 0 and Euro 1 vehicles, we can see that they still constitute a significant share of the LPG and petrol fleet. Absolute numbers can be calculated by using the total number of cars per fuel type, provided in Table 3.

2008 2009 2010 2011 2012 2013

0 5,3% 4,1% 3,3% 2,7% 2,1% 1,6%

1 7,6% 6,1% 4,8% 3,8% 3,0% 2,3%

2 22,6% 19,2% 15,9% 12,8% 10,8% 9,0%

3 25,0% 23,0% 20,5% 18,0% 15,7% 14,0%

4 39,4% 45,8% 48,9% 46,2% 44,0% 41,3%

5 0,1% 1,6% 6,6% 16,4% 24,3% 31,6%

6 0,0% 0,1% 0,1% 0,1% 0,0% 0,2%

0,0%

10,0%

20,0%

30,0%

40,0%

50,0%

60,0%



31

Figure 31. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) per fuel type for Belgium

2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013


6 0,0% 1,6% 1,3% 0,7% 0,4% 0,3% 0,0% 0,1% 0,1% 0,1% 0,1% 0,3% 0,0% 0,0% 0,0% 2,8% 12,9 13,4 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,1% 0,5%

5 0,0% 3,3% 20,8 46,7 64,2 77,2 0,3% 2,7% 8,8% 19,7 28,2 35,2 0,0% 0,0% 6,8% 79,1 80,9 82,4 0,0% 0,1% 0,6% 1,8% 3,8% 5,6% 0,0% 1,0% 4,4% 11,4 19,0 26,7

4 97,3 93,4 77,9 51,1 31,9 19,9 42,3 47,9 49,5 45,2 42,3 39,4 0,0% 16,7 74,6 15,0 5,0% 3,2% 16,7 21,4 25,8 29,5 33,0 35,9 34,4 39,4 42,4 42,0 40,6 38,7

3 2,7% 1,6% 0,0% 0,7% 1,8% 2,0% 32,3 29,1 25,7 22,5 19,5 17,4 12,5 16,7 5,1% 0,9% 0,4% 0,4% 16,5 17,9 18,9 19,4 19,7 19,8 13,0 12,9 12,5 11,9 11,3 10,3

2 0,0% 0,0% 0,0% 0,7% 1,3% 0,3% 17,7 14,6 11,7 9,2% 7,5% 6,0% 75,0 50,0 8,5% 1,3% 0,5% 0,3% 41,2 38,5 35,0 31,2 28,1 25,6 29,7 27,4 24,5 21,1 18,2 15,4

1 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 4,9% 3,8% 2,9% 2,2% 1,7% 1,2% 12,5 16,7 5,1% 0,9% 0,4% 0,2% 15,2 13,1 11,5 10,1 8,6% 7,2% 12,5 10,7 9,0% 7,4% 5,9% 4,6%

0 0,0% 0,0% 0,0% 0,0% 0,4% 0,3% 2,4% 1,8% 1,4% 1,1% 0,8% 0,6% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 10,4 9,0% 8,3% 8,0% 6,8% 5,9% 10,3 8,5% 7,1% 6,1% 4,9% 3,7%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

% of the fleet per fuel type


32


As shown in Figure 32, a large difference exists between the adoption rates of more recent Euro standards by the company car fleet on the one hand and the private fleet on the other hand. As expected, the share of Euro 5 and 6 is much higher in the company car fleet (68% and 1% in 2013, resp. for Euro 5 and 6) compared to the private fleet (26% and 0,2% in 2013). While the majority of company cars already complies with Euro 5 (68%), the share of Euro 4-compliant cars (42%) is still higher than the Euro 5 cars in the private fleet. Please remark that absolute numbers per Euro standard can be found by combining the percentages from Figure 32 with the absolute totals from Figure 4.

Figure 32. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) per ownership type (company vs. private cars)

Comp Priv Comp Priv Comp Priv Comp Priv Comp Priv Comp Priv

2008 2009 2010 2011 2012 2013

6 0,0% 0,0% 0,3% 0,1% 0,3% 0,1% 0,3% 0,1% 0,2% 0,0% 1,2% 0,2%

5 1,0% 0,0% 7,2% 1,1% 19,8% 4,8% 38,9% 12,5% 56,8% 19,1% 67,5% 25,7%

4 69,1% 33,6% 70,0% 39,9% 62,8% 43,8% 47,6% 43,3% 34,1% 43,0% 24,4% 41,8%

3 20,9% 25,0% 15,5% 24,1% 11,6% 22,4% 8,9% 20,6% 5,9% 18,5% 4,6% 16,7%

2 6,5% 25,6% 5,1% 22,3% 4,0% 18,8% 3,1% 15,5% 2,1% 13,0% 1,6% 10,8%

1 1,4% 9,2% 1,1% 7,4% 0,9% 5,9% 0,7% 4,7% 0,5% 3,7% 0,4% 2,8%

0 0,9% 6,5% 0,8% 5,1% 0,6% 4,1% 0,5% 3,3% 0,4% 2,6% 0,3% 2,0%

0%10%20%30%40%50%60%70%80%90%

100%

% of the fleet per ownership type


33


Figure 33 and Figure 34 present the Euro standard distribution per region, the first one focusing on company cars and the second on private vehicles. Regarding company cars in 2013 (Figure 33), it is clear that the adoption of more recent Euro standards in the fleet is happening somewhat faster in the BCR than in the Flemish and definitely faster than in the Walloon region. Concerning the private fleet in 2013 (Figure 34), though, of all regions the share of Euro 5-compliant vehicles is highest in the Walloon region (30%). The share of vehicles complying with older Euro standards (≤Euro 3) is clearly the highest in the BCR (38%). Please remark that absolute numbers could be calculated by combining these percentages with the absolute numbers provided in Figure 6 and Figure 7.


34

Figure 33. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) per region for the company cars

2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013

BXL VL WAL

6 0,0% 0,4% 0,4% 0,4% 0,2% 1,0% 0,0% 0,2% 0,3% 0,3% 0,3% 1,2% 0,0% 0,2% 0,2% 0,3% 0,2% 1,0%

5 1,2% 9,2% 24,8% 47,2% 63,4% 73,3% 1,1% 6,9% 19,3% 38,2% 57,2% 68,4% 0,4% 4,8% 13,9% 29,4% 44,4% 54,8%

4 77,0% 75,4% 62,9% 43,2% 29,4% 20,1% 68,4% 69,5% 63,3% 48,4% 34,0% 23,9% 58,0% 62,3% 60,4% 50,7% 41,4% 33,1%

3 15,8% 10,3% 7,7% 5,8% 4,3% 3,4% 21,6% 16,2% 11,7% 9,0% 5,7% 4,4% 27,5% 21,9% 17,1% 13,2% 9,2% 7,3%

2 4,4% 3,4% 3,0% 2,4% 1,8% 1,4% 6,6% 5,2% 3,9% 3,0% 2,0% 1,5% 10,2% 7,8% 5,9% 4,5% 3,3% 2,6%

1 0,9% 0,7% 0,7% 0,5% 0,4% 0,3% 1,4% 1,2% 0,9% 0,7% 0,5% 0,3% 2,3% 1,8% 1,4% 1,1% 0,8% 0,6%

0 0,7% 0,5% 0,5% 0,5% 0,4% 0,4% 0,9% 0,8% 0,6% 0,5% 0,3% 0,2% 1,5% 1,2% 1,0% 0,8% 0,7% 0,5%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

% of the company cars


35

Figure 34. Evolution of the Euro Standard distribution (Euro 0, 1, 2, 3, 4, 5 or 6) per region for the private cars

2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013

BXL VL WAL

6 0,0% 0,1% 0,1% 0,1% 0,0% 0,3% 0,0% 0,0% 0,0% 0,1% 0,0% 0,3% 0,0% 0,1% 0,1% 0,1% 0,0% 0,2%

5 0,0% 1,0% 4,3% 10,9% 16,7% 22,0% 0,0% 1,0% 4,2% 11,0% 17,3% 23,7% 0,0% 1,4% 6,0% 15,4% 22,8% 29,9%

4 32,2% 37,2% 40,4% 40,1% 39,9% 39,4% 31,2% 37,5% 41,8% 42,2% 42,7% 41,9% 38,1% 44,6% 48,0% 45,8% 44,2% 41,9%

3 21,3% 21,4% 20,7% 20,0% 19,2% 18,5% 25,5% 24,9% 23,6% 21,9% 19,8% 17,8% 24,8% 23,1% 20,7% 18,4% 16,2% 14,5%

2 28,2% 25,7% 22,6% 19,1% 16,4% 13,9% 26,6% 23,2% 19,6% 16,2% 13,6% 11,2% 23,5% 20,1% 16,6% 13,5% 11,3% 9,5%

1 10,7% 8,8% 7,2% 5,9% 4,4% 3,3% 9,8% 7,9% 6,3% 5,0% 3,9% 3,0% 8,0% 6,4% 5,1% 4,1% 3,1% 2,4%

0 7,4% 5,9% 4,8% 4,0% 3,4% 2,6% 6,9% 5,4% 4,3% 3,6% 2,8% 2,1% 5,6% 4,3% 3,4% 2,8% 2,2% 1,6%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

% of the private cars


36

The combined analysis of the Euro standard distribution over the regions and the various fuel types is provided in Table 10 to Table 12 (resp. for BXL, VL and WAL). For the fleet of 2013, the majority of Euro 6 vehicles have a diesel engine in the BCR and Flanders. For Wallonia, however, the group of Euro 6 petrol cars is larger than the Euro 6 diesels.

Table 10. Absolute number of cars per Euro standard and per fuel type, for BCR

BXL Euro 0 Euro 1 Euro 2 Euro 3 Euro 4 Euro 5 Euro 6 TOTAL

CNG 2008 - - - - 3 - - 3

2009 - - - - 3 - - 5

2010 - - - - 4 1 - 2

2011 - - - - 1 1 - 10

2012 - - - - - 10 - 17

2013 - - - 1 2 14 - 50

diesel 2008 4 624 9 912 32 672 64 532 161 756 2 264 - 275 760

2009 3 772 8 269 30 622 57 325 173 908 17 262 859 292 017

2010 3 126 6 955 27 408 51 820 151 565 44 383 731 285 988

2011 2 636 5 878 23 612 48 281 123 035 91 581 735 295 758

2012 2 335 4 479 21 038 46 138 105 598 125 122 372 305 082

2013 1 735 3 187 17 774 44 018 91 938 148 336 1 346 308 334

LPG 2008 209 274 802 266 325 - - 1 876

2009 167 227 683 243 332 1 - 1 653

2010 136 192 545 252 356 3 - 1 484

2011 111 132 438 230 342 12 - 1 265

2012 82 96 377 211 357 18 - 1 141

2013 58 73 287 194 328 22 1 963

petrol 2008 17 136 21 353 53 267 23 115 66 598 104 - 181 573

2009 13 710 17 622 47 602 21 840 71 105 2 584 94 174 557

2010 11 356 14 439 41 550 20 341 71 408 10 503 89 169 686

2011 9 554 11 717 34 909 18 803 66 879 21 753 86 163 701

2012 8 530 9 262 30 483 18 266 63 768 33 765 138 164 212

2013 6 587 7 080 25 567 16 831 59 801 43 399 1 243 160 508


37

Table 11. Absolute number of cars per Euro standard and per fuel type, for Flemish Region

VL Euro 0 Euro 1 Euro 2 Euro 3 Euro 4 Euro 5 Euro 6 TOTAL

CNG 2008 - - - - 29 - - 29

2009 - - - - 50 1 1 52

2010 - - - - 54 15 1 70

2011 - - 1 1 63 53 1 119

2012 - - 1 2 59 121 1 184

2013 - - 4 55 212 1 272

diesel 2008 48 283 96 243 332 341 572 025 675 805 5 929 1 730 626

2009 37 742 77 161 286 150 547 213 801 478 46 583 1 856 1 798 183

2010 30 264 62 007 242 016 516 939 897 308 156 806 2 095 1 907 435

2011 24 704 49 405 196 962 475 911 862 817 360 075 2 414 1 972 288

2012 19 151 37 238 162 352 419 759 829 736 539 491 1 681 2 009 408

2013 14 063 27 316 130 899 377 082 785 155 684 513 7 255 2 026 283

LPG 2008 2 804 4 079 10 676 4 376 4 018 - - 25 953

2009 2 144 3 130 8 975 4 314 4 665 20 1 23 249

2010 1 758 2 390 7 295 4 077 4 996 124 1 20 641

2011 1 517 1 863 5 714 3 684 5 084 340 1 18 203

2012 1 115 1 398 4 533 3 296 5 008 597 2 15 949

2013 822 983 3 435 2 762 4 570 723 1 13 296

petrol 2008 124 838 149 388 347 036 154 438 404 943 243 - 1 180 886

2009 100 204 123 340 311 117 149 658 454 822 9 875 418 1 149 434

2010 82 086 101 212 273 518 142 706 484 607 47 371 422 1 131 922

2011 68 367 82 106 232 542 133 685 475 224 123 071 419 1 115 414

2012 54 685 65 642 200 770 125 928 462 130 208 632 692 1 118 479

2013 41 761 52 351 171 643 116 251 447 546 297 456 6 066 1 133 074


38

Table 12. Absolute number of cars per Euro standard and per fuel type, for Walloon Region

WAL Euro 0 Euro 1 Euro 2 Euro 3 Euro 4 Euro 5 Euro 6 TOTAL

CNG 2008 - - - 1 4 - - 5

2009 - - - 1 3 - - 4

2010 - - - - 5 - - 5

2011 - - - - 7 1 - 8

2012 1 - 2 1 11 10 - 25

2013 1 - 1 2 11 19 - 34

diesel 2008 16 457 34 819 144 122 291 244 377 493 1 016 - 865 151

2009 12 627 27 718 122 277 272 525 466 979 18 211 950 921 287

2010 10 080 22 560 101 775 246 986 524 983 77 788 977 985 149

2011 8 283 18 243 81 354 217 682 502 914 195 411 1 015 1 024 902

2012 6 347 13 666 66 975 187 787 483 982 282 421 394 1 041 572

2013 4 663 9 922 54 830 165 848 454 227 356 980 1 702 1 048 172

LPG 2008 1 382 2 049 5 911 2 294 2 698 - - 14 334

2009 1 068 1 585 4 846 2 205 3 075 14 - 12 793

2010 848 1 213 3 760 1 922 3 194 73 - 11 010

2011 706 934 2 904 1 720 3 161 175 - 9 600

2012 530 701 2 226 1 500 3 034 358 - 8 349

2013 366 456 1 680 1 216 2 688 447 2 6 855

petrol 2008 61 562 76 907 187 660 80 035 207 675 60 - 613 899

2009 49 264 62 884 165 540 76 073 227 538 6 543 217 588 059

2010 40 214 51 681 143 106 71 233 236 366 25 241 219 568 060

2011 33 630 41 918 119 582 66 038 226 443 64 685 216 552 512

2012 26 520 33 328 103 805 63 018 219 142 107 346 293 553 452

2013 20 235 26 391 88 957 58 377 209 824 152 879 2 219 558 882

CHAPTER 6 CO2 emissions

39

CHAPTER 6 CO2 EMISSIONS

In order to assess the distribution and evolution of CO2 emissions of the vehicle fleet, the CO2

classes as displayed in the fuel consumption label (A, B, C, etc.) are used in this analysis7. This implies that different classes are used for diesel and petrol vehicles. Both for petrol and for diesel, we added a separate class for the PHEVs in the lowest range of CO2 emissions. This PHEV class actually belongs to the A class, but is presented separately in this report to illustrate the performance of the PHEVs in the fleet. The upper CO2 limit for this PHEV class is set at 75 g CO2/km. The lowest CO2 emission of a conventional/hybrid vehicle is, at this moment, 79 g CO2/km (Toyota Yaris Hybrid and the triplets VW Up/Skoda Citigo/Seat Mii CNG). It is clear that the upper limit for the PHEV class will be modified if required by the market situation.

6.1. TOTAL FLEET

A general decrease in CO2 emissions is reported for the total fleet. The average CO2 emission value in Belgium dropped from 163 g/km in 2008 to 150 g/km in 2013 (Figure 35).

Figure 35. CO2 emission evolution for the Belgian passenger car fleet

6.2. PER REGION

Looking at the average CO2 emission factor per region over the period 2008-2013, cars in Wallonia have the lowest CO2 emission value whereas Flemish cars have, on average, the highest CO2 emission value (see Figure 36). In all three regions, a significant reduction in the average CO2 emission/km was observed. The BCR car fleet improved the most over this 5-year period (-16,2 g/km). The improvements of the Flemish and Walloon fleet were quite similar (approximately -13 g/km).

7 More information on the Belgian CO2 label can be found in the publication ‘CO2-Gids van de Auto’ (2012),

which can be downloaded at http://www.health.belgium.be/filestore/3142391_NL/CO2-gids_GuideCO2.pdf .

2008 2009 2010 2011 2012 2013

CO2 avg (g/km) 163,4 162,4 160,2 157,6 153,5 150,0

140,0

145,0

150,0

155,0

160,0

165,0

CO2 avg (g/km)

http://www.health.belgium.be/filestore/3142391_NL/CO2-gids_GuideCO2.pdf


40

Figure 36. CO2 emission evolution per region

6.3. PER FUEL TYPE

The average CO2 emissions per fuel type are presented in Figure 37. Full-electric vehicles were not included in this figure (as their direct CO2 emissions always equal zero), although they were taken into account for calculating the CO2 emissions for the total Belgian fleet (cfr. section 6.1). The lowest CO2 emissions are observed for CNG vehicles whereas the highest average CO2 emissions are found for LPG vehicles. Note that the CO2 emissions for LPG vehicles reported here are the official type approval figures for the petrol vehicles from which they are derived. Actual CO2 emissions on LPG are estimated to be approx. 12% lower than their petrol counterparts (Denys et al. 2008). Diesel vehicles on average have a lower average CO2 emission than petrol vehicles.

BXL VL WAL

2008 164,0 166,2 157,9

2009 162,5 165,5 156,3

2010 159,9 163,6 153,7

2011 156,6 161,2 150,9

2012 152,0 156,8 147,4

2013 147,8 153,2 144,3

130,0135,0140,0145,0150,0155,0160,0165,0170,0

CO2 avg (g/km)


41

Figure 37. CO2 emission evolution per fuel type

The distribution of cars per CO2 emission class is presented separately for the petrol and diesel fleet in order to take into account the different CO2 emission classes for these fuel types. In Figure 38 we present the CO2 class distribution of the diesel fleet. Most Belgian vehicles in 2013 (as in the previous years) have a CO2 emission value between 116 and 145 g/km (i.e. 39% in class ‘C’). The share of vehicles labeled as ‘B’ is increasing strongly (to 19%), though. The share of vehicles in the highest emission classes (E-F-G), is decreasing steadily. In Figure 39, the distribution of the petrol fleet is presented over 8 CO2 emission classes. Just as it was in Figure 38, class ‘<75 g/km’ presents the number of PHEVs in the database (23 vehicles in 2011, 327 vehicles in 2012 and 412 cars in 2013). Most Belgian petrol vehicles in 2013 belong to the ‘C’ class (35%). The share of all classes ≥ class D has declined significantly in favor of the lower classes A, B and C.

Table 13. Number of vehicles per CO2 emission label/class (diesel fleet)

g CO2/km 2008 2009 2010 2011 2012 2013

PHEV <75 105

A 75-84 18 16 13 14 64 721

B 85-114 109 858 165 091 294 762 447 915 541 617 638 308

C 115-144 1 211 772 1 216 855 1 219 800 1 201 013 1 248 912 1 305 990

D 145-174 881 678 928 104 957 244 953 801 1 016 425 932 616

E 175-204 443 296 462 868 469 545 460 749 341 715 321 064

F 205-234 148 812 157 242 156 530 152 159 146 938 129 024

G >234 76 103 81 311 80 750 77 289 60 384 53 761

CNG diesel LPG petrol

2008 138,8 155,2 201,2 174,6

2009 143,3 154,9 206,6 173,4

2010 140,6 153,0 211,3 171,5

2011 136,5 150,6 218,1 169,2

2012 136,2 147,2 208,3 164,2

2013 131,5 144,3 205,8 159,9

0,0

50,0

100,0

150,0

200,0

250,0

Avg CO2 (g/km)


42

Figure 38. Distribution of the diesel fleet per CO2 emission class/label

Table 14. Number of vehicles per CO2 emission label/class (petrol fleet)

g CO2/km 2008 2009 2010 2011 2012 2013

PHEV <75 9 23 327 412

A 75-99 2 1 930 6 120 19 659 29 269 43 476

B 100-129 51 719 78 697 120 542 169 052 220 068 290 602

C 130-159 504 701 548 889 589 842 623 941 614 507 652 516

D 160-189 979 245 838 723 707 963 569 869 588 512 529 616

E 190-219 304 385 306 313 307 995 311 912 285 501 245 608

F 220-249 68 576 68 991 68 506 67 401 37 047 35 298

G >249 67 730 68 507 68 891 69 767 60 911 54 032

<75 75-84 85-114 115-144 145-174 175-204 205-234 >234

PHEV A B C D E F G

2008 0,0% 0,0% 3,8% 42,2% 30,7% 15,4% 5,2% 2,7%

2009 0,0% 0,0% 5,5% 40,4% 30,8% 15,4% 5,2% 2,7%

2010 0,0% 0,0% 9,3% 38,4% 30,1% 14,8% 4,9% 2,5%

2011 0,0% 0,0% 13,6% 36,5% 29,0% 14,0% 4,6% 2,3%

2012 0,0% 0,0% 16,1% 37,2% 30,3% 10,2% 4,4% 1,8%

2013 0,0% 0,0% 18,9% 38,6% 27,6% 9,5% 3,8% 1,6%

0,0%

5,0%

10,0%

15,0%

20,0%

25,0%

30,0%

35,0%

40,0%

45,0%

% of diesel fleet


43

Figure 39. Distribution of the petrol fleet per CO2 emission class/label


The average CO2 emissions per ownership type are depicted in Figure 40. Until the fleet of 2011, the private cars were always performing better (i.e. producing less CO2 emissions) than company cars, although the difference was already decreasing over time. In 2012, however, the tipping point was reached, meaning that in 2012 the average company car in Belgium produced less CO2 emissions than the average private car. This trend is confirmed for the fleet of 2013, with the company car CO2 emissions dropping faster than the private car CO2 emissions. For the 2013 fleet, the average CO2 emissions now amount to 142 and 152 g/km, for company cars and private cars, respectively. The main focus of fiscal company car measures on CO2 (e.g. benefit in kind) seems to be fruitful in this respect8.

8 Surely, as we deal with fleet averages, the fact that company cars are much younger is also playing an

important role here.

<75 75-99 100-129 130-159 160-189 190-219 220-249 >249

PHEV A B C D E F G

2008 0,0% 0,0% 2,6% 25,5% 49,5% 15,4% 3,5% 3,4%

2009 0,0% 0,1% 4,1% 28,7% 43,9% 16,0% 3,6% 3,6%

2010 0,0% 0,3% 6,4% 31,5% 37,9% 16,5% 3,7% 3,7%

2011 0,0% 1,1% 9,2% 34,1% 31,1% 17,0% 3,7% 3,8%

2012 0,0% 1,6% 12,0% 33,5% 32,1% 15,5% 2,0% 3,3%

2013 0,0% 2,3% 15,7% 35,2% 28,6% 13,3% 1,9% 2,9%

0,0%

10,0%

20,0%

30,0%

40,0%

50,0%

60,0%

% of petrol fleet


44

Figure 40. CO2 emission evolution per ownership type (company vs. private cars)

The average CO2 emission evolution for company-owned cars vs. leased company cars is depicted in Figure 41. As expected, leased cars are generally outperforming company-owned cars. Moreover, both groups display a decreasing (i.e. improving) trend with the largest absolute improvement over the period 2008-2013 being observed for the leased category (- 31,9 g/km).

Figure 41. CO2 emission evolution per ownership type (company-owned vs. leased company cars)


Figure 42 presents the average CO2 emission per region, distinguished per ownership type. Of the 3 regions, Wallonia performs best for private cars (144 g/km) and worst for company cars (149 g/km). The BCR is clearly the best regarding the company car fleet (135 g/km). The general trend of decreasing CO2 emissions over the last few years is confirmed by the fleet of 2013.

2008 2009 2010 2011 2012 2013

Company 169,8 168,1 163,8 158,3 148,2 141,9

Private 162,3 161,4 159,6 157,5 154,4 151,5

125,0

130,0

135,0

140,0

145,0

150,0

155,0

160,0

165,0

170,0

175,0

CO2 (g/km)

2008 2009 2010 2011 2012 2013

company owned 178,9 177,7 174,5 170,2 159,5 153,2

leased 155,7 152,3 145,7 138,0 129,9 123,8

0,0

20,0

40,0

60,0

80,0

100,0

120,0

140,0

160,0

180,0

200,0Avg CO2 (g/km)


45

Figure 42. CO2 emission evolution per region and per ownership type

Further distinguishing between company-owned and leased company cars, it is clear from Figure 43 that leased company cars have a lower CO2 than company-owned cars, and this holds for all three regions. For the fleet of 2013, both leased cars and company-owned cars do have the smallest CO2 emissions in the BCR fleet. Company-owned cars have the highest CO2 emissions in Flanders, but regarding leased cars, the Walloon fleet has the highest CO2 emissions level9.

Figure 43. CO2 emission evolution per region and per ownership type (company-owned vs leased vs private)

9 The high level of fluctuation of the leased Walloon fleet is explained by the fact that this fleet is very small.

2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013

Company Private

BXL 162,0 159,5 154,8 148,8 140,8 134,8 165,3 164,5 162,9 161,4 158,4 155,3

VL 172,3 170,9 165,9 160,3 149,3 142,6 165,0 164,5 163,1 161,3 158,2 155,3

WAL 172,7 171,2 167,9 163,7 154,8 149,2 156,9 155,3 152,6 149,9 146,9 144,0

0,020,040,060,080,0

100,0120,0140,0160,0180,0200,0

Avg CO2 (g/km)


46

Figure 44 shows the combined analysis of CO2 emissions over the regions and fuel types. It appears that CO2 emissions in the 2013 fleet are generally highest for Flanders, followed by BCR and Wallonia: this is the case for diesel, petrol as well as LPG vehicles. For CNG cars, the Flemish figure is still higher than the one for BCR, although CO2 emissions of the Walloon CNG fleet are even higher than for Flanders10.

10

The number of CNG vehicles in the total fleet is still very small. This explains some of the CO2 fluctuations over the years for this fuel type.


47

Figure 44. CO2 emission evolution per region and per fuel type

CHAPTER 7 PM emissions

48

CHAPTER 7 PM EMISSIONS

Emissions of particulate matter are only regulated for diesel cars and direct injection petrol cars (the latter regulated by the petrol Euro 5 emission standard and onwards). As petrol cars with direct injection technology do not need a particulate filter yet to comply with this Euro standard, the analysis on PM is limited to diesel vehicles. Please remark that this can change in the future, when cars need to comply with the more stringent Euro 6 standard concerning the number of particulates (PN). We expect that apart from diesel cars, direct injection petrol vehicles will be equipped with PM filters as well towards the year 2017/2018, in order to mitigate the high emission level of PN (Köhler, 2013). We currently focus on diesel cars, though. Vehicles with a PM emission equal to or smaller than 5 mg/km were considered to be equipped with a diesel particulate filter. These particulate filters are of the OEM type (installed by the manufacturer of the vehicle), which means they use the ‘wall-flow’ principle in which up to 95% of the particulate matter is removed from the exhaust gases. The so-called ‘retrofit’ particulate filters are of the ‘open-flow’ type. If installed correctly and with the proper driving behavior (i.e. with regular periods of total engine warm-up and thus particulate filter regeneration), these filters can remove between 30% and 50% of the particulate matter in the exhaust. In this report, the term ‘particulate filter’ or ‘PM filter’ is only used for the wall-flow type.

7.1. TOTAL FLEET

As shown in Figure 45, the share of diesels equipped with a particulate filter is growing steadily, from 12 % in 2008 to 48 % of the diesel fleet in 2013. As the share of Euro 5 and 6 vehicles will further increase in the future, the share of particulate filters is also expected to further increase during the years to come. The difference in Ecoscore between a diesel car with and (the same) one without a PM filter (all other emissions remaining equal), is approximately 5 units.


49

Figure 45. Number of diesels with PM filter

2008 2009 2010 2011 2012 2013

PMFilter 344 418 535 303 807 679 1 152 740 1 410 182 1 626 008

noPMFilter 2 527 119 2 476 184 2 370 965 2 140 200 1 945 873 1 755 581

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

% of diesel vehicles


50

7.2. PER REGION

Comparing the different regions according to the share of PM filters in their diesel fleet, the BCR fleet always has the highest share of diesels equipped with PM filters (almost 60%). This is largely due to the higher renewal rate of company cars, highly present in the Brussels Capital Region. In the fleet of 2013, almost 50% of the diesels in Wallonia and Flanders do have a PM filter.

Figure 46. Number of diesels with PM filter per region

BXL VL WAL BXL VL WAL BXL VL WAL BXL VL WAL BXL VL WAL BXL VL WAL

2008 2009 2010 2011 2012 2013

PMFilter 49 459 209 587 85 372 81 214 313 740 140 349 102 041 476 568 229 018 139 406 670 533 342 801 163 564 826 301 420 317 180 745 957 711 487 552

noPMFilter 226 301 1 521 039 779 779 210 803 1 484 443 780 938 183 698 1 430 776 756 089 156 352 1 301 748 682 100 141 518 1 183 104 621 251 127 310 1 067 987 560 284

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

% of diesel vehicles


51

7.3. PER FUEL TYPE

Not applicable – analyses regarding PM filters are only performed on diesel vehicles.


As a result of the large discrepancy between the age of the average company car vs private car (cfr. section 4.4), the share of diesel company cars equipped with a PM filter (82%) is significantly higher than the share of private cars (39%), in the fleet of 2013. This can be seen in Figure 47.

Figure 47. Share of diesels with PM filter per ownership type (company vs. private cars)

Figure 48 distinguishes between the two different kinds of company cars, viz. company-owned and leased cars. As the average company-owned car is significantly older than the average lease car (i.e. 2,5 years, cfr. section 4.4), it is no surprise that the share of company-owned vehicles equipped with a PM filter (72%) is clearly lower than the share of lease cars with a PM filter (96%) in the fleet of 2013.

2008 2009 2010 2011 2012 2013 2008 2009 2010 2011 2012 2013

Company Private

PMFilter 27,2% 38,9% 50,8% 64,5% 75,3% 82,0% 7,8% 12,1% 18,7% 27,1% 33,3% 39,2%

noPMFilter 72,8% 61,1% 49,2% 35,5% 24,7% 18,0% 92,2% 87,9% 81,3% 72,9% 66,7% 60,8%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%% of diesel fleet


52

Figure 48. Share of diesels with PM filter per ownership type (company-owned vs. leased company cars)


We learn from Figure 49 that the share of diesel cars equipped with a PM filter is higher in the BCR (85%) than in the other two regions (83 and 72%, respectively for Flanders and Wallonia). This ranking is unchanged since the year 2009. In the fleet of 2008, the Flemish company car fleet still (slightly) outperformed the BCR company car fleet. The increase of PM filter adoption is mainly attributable to the massive introduction of Euro 5 vehicles, rather than an increased share of Euro 4 cars equipped with PM filters.

compowned

leasedcomp

ownedleased

compowned

leasedcomp

ownedleased

compowned

leasedcomp

ownedleased

2008 2009 2010 2011 2012 2013

PMFilter 23,7% 31,7% 32,8% 47,2% 42,8% 62,2% 54,1% 79,7% 64,6% 90,5% 71,9% 96,1%

noPMFilter 76,3% 68,3% 67,2% 52,8% 57,2% 37,8% 45,9% 20,3% 35,4% 9,5% 28,1% 3,9%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

% of diesel company cars


53

Figure 49. Share of diesels with PM filter (company cars) per region

Regarding private cars, the share of diesels with a PM filter is highest in the Walloon Region (44%), followed by Flanders (37%) and Brussels (33%). This can be seen in Figure 50.

Figure 50. Share of diesels with PM filter (private cars) per region

CHAPTER 8 Vehicle Characteristics

54

CHAPTER 8 VEHICLE CHARACTERISTICS

This chapter deals with the technical characteristics of the vehicle that were not included in previous chapters. In the following sections, we subsequently consider cylinder capacity, vehicle mass and engine power.

8.1. CYLINDER CAPACITY

8.1.1. TOTAL FLEET

The engine size is represented by the ‘cylinder capacity’, i.e. the volume swept by the pistons in the cylinders. The evolution of the average cylinder capacity is shown in Figure 51. Fully-electric vehicles are not included in this analysis as they do not use cylinders. The average engine size continues to decrease in the fleet of 2013.

Figure 51. Evolution of the average cylinder capacity of the Belgian fleet

8.1.2. PER REGION

As we saw in the years before, the largest engines can be found in the Flemish fleet (1712 cm³ on average in 2013), closely followed by the BCR fleet (1695 cm³). In the Walloon region, significantly smaller engines are used (1595 cm³ on average).


55

Figure 52. Evolution of the average cylinder capacity per region

8.1.3. PER FUEL TYPE

The average engine size differs quite a lot over the different fuel types. In 2013, the largest engines are found in the LPG fleet (1880 cm³), followed by the diesel, CNG and petrol fleet. This ranking is in line with the observations for the years before. Compared to 2012, the average engines size has decreased the most for CNG cars (-3,3%), although we have to be careful with this because it only concerns a very small number of (CNG) cars. As such, this large drop could be attributable to a high representation of one particular make/model. Compared to the year 2008, the decrease is largest for the diesel fleet (-3,2%), followed by the petrol fleet (-2,4%). See Figure 53.

BXL VL WAL

2008 1737,3 1743,1 1629,2

2009 1741,0 1743,5 1626,8

2010 1725,8 1740,3 1620,2

2011 1714,4 1731,7 1610,2

2012 1705,9 1722,0 1604,0

2013 1695,3 1712,4 1595,4

1500,0

1550,0

1600,0

1650,0

1700,0

1750,0

1800,0

Avg cc


56

Figure 53. Evolution of the average cylinder capacity per fuel type (electric vehicles = 0)

8.1.4. PER OWNERSHIP TYPE

As observed in previous reports and displayed in Figure 54, the engine of the average company car (1874 cm³) is significantly larger than the engine of the average private car (1639 cm³), for the fleet of 2013. It is remarkable that the size of company car engines is dropping much quicker (-5,7% compared to 2008) than the private car engine size (-1,2%).

Figure 54. Evolution of the average cylinder capacity per ownership type (company vs. private cars)

From Figure 55 we conclude that the large drop for company cars is attributable to a decrease in the engine size of both company-owned and leased vehicles. The decrease for company-owned vehicles is especially remarkable during the period 2011-2013.

CNG diesel LPG petrol

2008 1611,7 1857,2 1885,8 1486,9

2009 1639,9 1847,1 1897,3 1483,8

2010 1612,8 1831,1 1902,4 1479,0

2011 1590,3 1814,9 1903,3 1469,9

2012 1619,7 1805,1 1891,2 1461,3

2013 1566,3 1797,2 1879,9 1450,5

1000,0

1200,0

1400,0

1600,0

1800,0

2000,0

Avg cc

Company Private

2008 1987,6 1658,7

2009 1989,1 1657,8

2010 1976,4 1652,4

2011 1959,2 1643,4

2012 1901,3 1645,1

2013 1874,3 1639,0

1000,0

1200,0

1400,0

1600,0

1800,0

2000,0

2200,0Avg cc


57

Figure 55. Evolution of the average cylinder capacity per ownership type (company-owned vs. leased company cars)

8.1.5. COMBINED ANALYSES

As can be seen from Figure 56, company cars have (on average) the most voluminous engines in the Flemish Region (1904 cm³), followed by the Walloon Region (1874 cm³) and much larger than in the BCR (1786 cm³). We observe a steady decrease since 2009.

Figure 56. Evolution of the average cylinder capacity per region (company cars)

From Figure 57 it is clear that the Flemish private fleet has on average the biggest engines, this time followed by the BCR and Walloon Region. In 2013, the engine size has decreased in all 3 regions, albeit very slightly compared to the company car engines (cfr. Figure 56). For the BCR


2008 2 061,7 1 872,5

2009 2 063,5 1 866,3

2010 2 057,7 1 840,0

2011 2 043,6 1 815,4

2012 1 970,4 1 788,8

2013 1 940,9 1 768,0

1 000,0 1 200,0 1 400,0 1 600,0 1 800,0 2 000,0 2 200,0

Avg cc

BXL VL WAL

2008 1890,5 2028,3 1978,7

2009 1890,5 2031,5 1979,5

2010 1868,1 2015,2 1969,8

2011 1845,9 1997,7 1957,5

2012 1808,3 1933,0 1899,0

2013 1785,9 1903,7 1874,0

1000,0

1200,0

1400,0

1600,0

1800,0

2000,0

2200,0

Avg cc (company cars)


58

private fleet, the average engine size now is even narrowly larger than during the period 2008-2011.

Figure 57. Evolution of the average cylinder capacity per region (private cars)

8.2. MASS

Compared to the analyses performed previously (on the fleets of 2008 to 2011) , the current report uses a different parameter for the indicator ‘vehicle mass’. For the previous years, DIV provided information on the ‘Reference Mass’ and this parameter was also reported in our reports back then. However, the DIV data deliveries for the years 2012 and 2013 (Mobivis system) only include information on the ‘Mass In Running Order’ (MRO), rather than the reference mass used before. As a consequence, the current report therefore only provides info on the MRO. The net difference between both variables amounts to 25 kg11. As a result, the mass parameter for the years 2012 and earlier is now exactly 25 kg lower than in previous reports, and the new MRO parameter is perfectly comparable over all fleet years included in this report.

8.2.1. TOTAL FLEET

The analysis based on the mass of the vehicle was only conducted on vehicles with valid mass data. In the tables below, an overview is provided for the vehicles with a mass below 500 kg, between 500 kg and 5000 kg, and above 5000 kg. The vehicles with a value below 500 kg and above 5000 kg were not taken into account for the analyses in the remainder of this chapter, since values outside the 500-5000 kg interval were not considered to be realistic values. The same applies to vehicles without any mass assigned to. However, this share of invalid records is decreasing over time. In the 2013 database approximately 22% of the vehicles did not have a valid figure for vehicle mass. This is significantly better than the 26% invalid records in the 2012 database. See Table 15 and Table 16.

11

Reference mass = MRO - 75kg + 100kg = MRO +25kg, and also: MRO = reference mass - 25 kg.

BXL VL WAL

2008 1638,2 1691,4 1604,6

2009 1642,3 1691,3 1601,4

2010 1640,0 1686,9 1594,2

2011 1634,6 1678,5 1583,6

2012 1646,8 1680,7 1582,0

2013 1642,8 1675,0 1574,7

1000,01200,01400,01600,01800,02000,02200,0Avg cc (private cars)


59

Table 15. Overview of number of vehicles with valid/invalid mass data

2008 2009 2010 2011 2012 2013

<500 2370828 2107813 1862403 1618829 1346903 1133415

500-5000 2519280 2853497 3219866 3535311 3871229 4123994

>5000 0 0 0 4 578 553

Table 16. Percentage of vehicles with valid/invalid mass data

2008 2009 2010 2011 2012 2013

<500 48,5% 42,5% 36,6% 31,4% 25,8% 21,6%

500-5000 51,5% 57,5% 63,4% 68,6% 74,2% 78,4%

>5000 0,0% 0,0% 0,0% 0,0% 0,0% 0,0%

In Figure 58, the evolution of the average vehicle mass is presented. As illustrated, the average vehicle mass is still increasing over time (to an average mass of ca. 1400 kg in the fleet of 2013), albeit rather modestly.

Figure 58. Evolution of the average vehicle mass in the Belgian fleet

8.2.2. PER REGION

As presented in Figure 59, the average vehicle mass in the BCR fleet is slightly decreasing over the period 2012-2013 whereas in Flanders and Wallonia the average mass is still increasing (albeit very slightly). In 2013, the average vehicle mass in Flanders and Brussels is approximately the same while in Wallonia the average car is approximately 80 kg lighter compared to Flanders/Brussels.

2008 2009 2010 2011 2012 2013

Avg mass (kg) 1388,6 1390,3 1391,6 1392,2 1398,7 1399,9

1350,0

1360,0

1370,0

1380,0

1390,0

1400,0


60

Figure 59. Evolution of the average vehicle mass per region


Figure 60 displays the average vehicle mass per fuel type. It is clear that diesel and CNG cars are on average heavier than cars running on other fuels. Compared to 2012, the diesel and petrol fleet became somewhat heavier. So did the average electric car, but we do not attach great importance to the latter relatively strong increase because it concerns a very small set of vehicles (as such the sales of one particular heavier model, e.g. Tesla Model S, could bias the overall average mass).

BXL VL WAL

2008 1433,5 1410,4 1332,4

2009 1432,8 1412,9 1334,9

2010 1421,7 1416,4 1336,9

2011 1420,6 1417,2 1337,7

2012 1423,4 1423,9 1344,1

2013 1422,3 1425,0 1345,5

1300,01320,01340,01360,01380,01400,01420,01440,0

Avg mass (kg)


61

Figure 60. Evolution of the average vehicle mass per fuel type


It is clear from Figure 61 that private cars are much lighter (approx. 200 kg), on average, than company cars. Regarding the annual evolution, however, it was observed that company cars have become lighter since 2011, while the mass of the private fleet is still increasing in 2013.


2008 1524,1 1465,5 880,0 1390,8 1189,1

2009 1527,6 1467,5 880,0 1396,4 1188,5

2010 1551,8 1468,6 1210,0 1395,8 1188,7

2011 1585,4 1471,0 1358,1 1394,8 1186,7

2012 1620,9 1480,7 1357,4 1403,1 1195,9

2013 1585,1 1485,7 1448,7 1401,5 1200,4

800,0900,0

1000,01100,01200,01300,01400,01500,01600,0Avg mass (kg)


62

Figure 61. Evolution of the average vehicle mass per ownership type (company vs. private cars)

Figure 62 shows that the steady drop in vehicle mass for company cars (as observed in Figure 61) since 2012 is mainly attributable to the weight loss of the company-owned cars (on average -13,6 kg since 2011) rather than leased cars (only -3,7 kg since 2011). However, the average mass of company-owned cars is still considerably (ca. 50 kg) higher than for leased cars.

Figure 62. Evolution of the average vehicle mass per ownership type (company-owned vs. leased company cars)

Company Private

2008 1557,6 1334,4

2009 1562,4 1340,5

2010 1565,4 1344,8

2011 1570,8 1346,5

2012 1565,0 1359,1

2013 1561,6 1363,2

1300,0

1350,0

1400,0

1450,0

1500,0

1550,0

1600,0Avg mass (kg)


2008 1581,8 1529,8

2009 1586,6 1531,3

2010 1592,0 1529,1

2011 1596,7 1533,8

2012 1586,8 1532,9

2013 1583,1 1530,1

1480,01500,01520,01540,01560,01580,01600,01620,0

Avg mass (kg)


63


Focussing on company cars, we derive from Figure 63 that the Flemish company car fleet is heavier than the Walloon and the BCR company car fleet. Compared to 2012, the decrease of vehicle mass is observed for all 3 regions. In the 2013 fleet, the average mass is even below the level of the 2008 fleet for the BCR and Walloon company car fleet (not yet for Flanders).

Figure 63. Evolution of the average vehicle mass per region (company cars)

Regarding private cars, the Flemish fleet is again the heaviest (on average), followed this time by the BCR and the Walloon fleet (Figure 64). Unlike the company car fleet, the mass of the private fleet is characterized by a steady increase since 2008.

BXL VL WAL

2008 1520,8 1574,7 1551,8

2009 1522,7 1581,3 1555,5

2010 1517,9 1584,1 1558,5

2011 1522,6 1589,3 1563,7

2012 1520,5 1582,3 1554,5

2013 1518,7 1578,2 1551,1

1480,0

1500,0

1520,0

1540,0

1560,0

1580,0

1600,0Mass (kg) (company cars)


64

Figure 64. Evolution of the average vehicle mass per region (private cars)

8.3. ENGINE POWER

8.3.1. TOTAL FLEET

Information on the maximum output power from the engine is available for most of the vehicles in the database. The limits for valid records were set, based on the lowest available power output (kW) for cars in the database (the Nice Mega City – 3 kW) and the most powerful car (Bugatti Veyron – 736 kW). Vehicles with an engine power output outside the 3-740 kW interval were not considered for further analyses in the remainder of this section. As presented in Table 17 and Table 18, the amount of valid records has increased over the past few years. In the 2013 database, approximately 98,5% of the records was provided with valid engine power data.

Table 17. Number of vehicles with valid/invalid engine power

2008 2009 2010 2011 2012 2013

<3 kW 326482 245891 170500 119992 101744 79649

3-740 kW 4563625 4715418 4911766 5034151 5116963 5178233

> 740 kW 1 1 3 1 3 80

BXL VL WAL

2008 1310,1 1353,4 1309,4

2009 1316,9 1361,0 1312,8

2010 1320,6 1366,1 1315,6

2011 1321,9 1368,2 1316,3

2012 1341,6 1381,9 1325,2

2013 1345,7 1386,6 1327,6

1260,0

1280,0

1300,0

1320,0

1340,0

1360,0

1380,0

1400,0Mass (kg) (private cars)


65

Table 18. Percentage of the fleet with valid/invalid engine power

2008 2009 2010 2011 2012 2013

<3 kW 6,7% 5,0% 3,4% 2,3% 1,9% 1,5%

3-740 kW 93,3% 95,0% 96,6% 97,7% 98,1% 98,5%

> 740 kW 0,0% 0,0% 0,0% 0,0% 0,0% 0,0%

According to the fleet in 2013, the average Belgian car has a maximum power output of approx. 78 kW (see Figure 65). This is slightly higher than in 2012, and confirms the upgoing trend observed since 2008.

Figure 65. Average engine power of the Belgian passenger car fleet

In 2013, as in the previous years, the vast majority of the Belgian fleet still has an engine producing 70 kW or less (45,8 %). However, this share is decreasing over time whereas the higher power categories are benefitting from this decline. See Figure 66.

2008 2009 2010 2011 2012 2013

Avg EnginePower (kW)

73,4 74,5 75,5 76,4 77,2 78,1

70,0

72,0

74,0

76,0

78,0

80,0


66

Figure 66. Distribution of the Belgian passenger car fleet per engine power class

8.3.2. PER REGION

Comparing the engine power between the different regions in Figure 67, the BCR fleet historically had the highest average engine power, followed by Flanders and Wallonia. However, this is no longer the case in 2013. The Flemish fleet now became equally powerful as the BCR fleet (80,4 kW, on average). Vehicles in the Walloon region are significantly less powerful (ca. 73 kW), although the power increase compared to previous years was also observed there. Of all 3 regions, the ‘race for power’ has been most noticeable in Flanders, with a power increase of almost 7% over the period 2008-2013.

<71 71-85 86-100 101-110 111-120 121-155 >155

2008 53,0% 24,9% 11,0% 4,9% 2,6% 2,5% 1,1%

2009 51,4% 25,1% 11,7% 4,9% 2,9% 2,7% 1,2%

2010 50,1% 25,5% 12,0% 4,9% 3,2% 2,9% 1,4%

2011 48,8% 26,1% 12,2% 4,8% 3,6% 3,0% 1,4%

2012 47,3% 26,8% 12,5% 4,8% 4,0% 3,1% 1,5%

2013 45,8% 27,4% 12,9% 4,9% 4,1% 3,3% 1,6%

0,0%

10,0%

20,0%

30,0%

40,0%

50,0%

60,0%

% o

f fl

ee

t


67

Figure 67. Average engine power per region


As displayed in Figure 68, the most powerful engines (on average) are still found in LPG vehicles (93 kW). Second in line are CNG cars, followed by diesel, petrol and electric cars. Compared to 2012, the highest absolute engine power increase was observed for diesel, petrol and electric vehicles.

BXL VL WAL

2008 77,3 75,3 68,7

2009 78,4 76,4 69,7

2010 78,4 77,6 70,5

2011 79,1 78,6 71,4

2012 79,8 79,4 72,1

2013 80,4 80,4 72,8

66,068,070,072,074,076,078,080,082,0

Avg Engine Power (kW)


68

Figure 68. Average engine power per fuel type


If we distinguish between the car ownership type, we see that private cars in particular are becoming more powerful. Since 2008, the average private car has won some 5,3 kW while the average company car did only win some 1,6 kW. Nevertheless, company cars are still more than 20 kW more powerful, on average, than the average private car. See Figure 69.


2008 69,6 76,7 11,0 89,5 67,8

2009 74,4 78,0 16,8 91,2 68,3

2010 78,9 79,1 31,1 92,3 68,7

2011 87,2 80,1 43,7 93,1 69,2

2012 91,2 81,1 48,2 93,2 69,6

2013 89,2 82,1 50,4 93,2 70,3

0,0

20,0

40,0

60,0

80,0

100,0



69

Figure 69. Average engine power per ownership type (company vs. private cars)

Figure 70 distinguishes between company-owned and leased cars. In the 2013 fleet, the average engine power for the company-owned cars was approximately 10 kW higher than the leased cars. Changes compared to 2012 are negligible. The power output figure for leased cars is very stable since 2009.

Figure 70. Average engine power per ownership type (company-owned vs. leased company cars)

Company Private

2008 94,2 69,5

2009 95,7 70,6

2010 96,7 71,5

2011 97,6 72,4

2012 95,9 73,8

2013 95,8 74,8

0,020,040,060,080,0

100,0



2008 97,6 88,9

2009 99,4 89,7

2010 100,9 89,7

2011 102,0 90,2

2012 99,4 90,1

2013 99,5 89,9

80,0

85,0

90,0

95,0

100,0

105,0Avg Engine Power (kW)


70


We now focus on the combined analyses (per region and per ownership type) in Figure 71 and Figure 72. We see in Figure 71 that the most powerful company cars are registered in Flanders (98 kW), followed by Wallonia (94 kW) and the BCR (90 kW). It is remarkable that since 2012, company cars have become less powerful than they used to be in 2011. This could (at least partly) be attributed to the federal fiscal reform of the ‘benefit in kind’ for company cars (effective as from 2012), a system under which the taxes on company cars payable by employees became dependent on the car’s catalog price (besides CO2 and other parameters). As less expensive cars are mostly less powerful cars, the (modest) power output drop since 2012 (as observed in Figure 71) should not come as a big surprise.

Figure 71. Average engine power per region( company cars)

From Figure 72 it is clear that the average Flemish private car is the most powerful of all regions (77 kW), followed by the BCR (75 kW) and Walloon (71 kW) private fleet. Unlike the drop observed for company cars, private cars are still becoming more powerful each year (valid for the 3 regions).

BXL VL WAL

2008 88,1 97,0 92,3

2009 89,5 98,7 94,0

2010 89,7 99,4 95,2

2011 90,4 100,3 96,4

2012 89,7 98,2 94,5

2013 89,8 98,1 94,4

80,0

85,0

90,0

95,0

100,0

105,0

Avg Engine Power (kW) (company cars)


71

Figure 72. Average engine power per region (private cars)

BXL VL WAL

2008 69,6 71,0 67,0

2009 70,5 72,2 67,9

2010 71,3 73,2 68,7

2011 72,1 74,1 69,5

2012 73,9 75,7 70,4

2013 74,8 76,9 71,2

60,0

65,0

70,0

75,0

80,0

Avg Engine Power (kW) (private cars)

CHAPTER 9 Oldtimers

72

CHAPTER 9 OLDTIMERS

The analyses in the previous chapters only deal with vehicles aged 25 years or younger. The current chapter will focus on the ‘oldtimers’ in the database, i.e. the vehicles older than 25 years.

9.1. TOTAL FLEET AND DISTRIBUTION PER REGION

In Figure 73 the total number of oldtimers vehicles is presented for the period 2008-2013, split per region. Remarkable is the overall increase in the number of oldtimers compared to 2012 (+5,3% for Belgium). This is most probably attributable to the relaxing of the rules applying to oldtimers as from July 1, 201312. This was a federal reform and thus applicable to the 3 regions. Nevertheless, the highest relative increase compared to 2012 was clearly observed for the Flemish region (+7,2%).

Figure 73. Total number of oldtimers and distribution per region

12

The complete overview of changes in the rules for oldtimers are set out in the ‘KB 17/06/2013 tot wijziging van het koninklijk besluit van 15 maart 1968 houdende algemeen reglement op de technische eisen waaraan de auto’s, hun aanhangwagens, hun onderdelen en hun veiligheidstoebehoren moeten voldoen’.

BXL VL WAL BEL

2008 30 929 71 173 59 239 161 341

2009 30 803 71 425 59 521 161 749

2010 30 719 71 368 59 740 161 827

2011 33 790 81 335 66 280 181 405

2012 33 385 81 453 66 316 181 154

2013 34 140 87 320 69 307 190 767

050 000

100 000150 000200 000250 000

Number of vehicles

CHAPTER 9 Oldtimers

73

9.2. PER FUEL TYPE

As presented in Figure 74, most oldtimers are petrol cars. Fuel types other than petrol and diesel were not included in this figure. We do not miss a lot though, by leaving them out, because the ‘petrol+diesel group’ represents approximately 89% of the total oldtimer fleet in 2013. For approximately 10% of the oldtimers, the fuel type is unknown. The remaining 1% are oldtimers running on LPG.

Figure 74. Distribution of the oldtimers over petrol and diesel (other fuel types not considered in this figure)

2008 2009 2010 2011 2012 2013

Diesel 11 769 12 143 11 383 12 250 10 471 11 851

Petrol 149 572 149 606 150 444 169 155 150 504 158 806

0%10%20%30%40%50%60%70%80%90%

100%

CHAPTER 10 Conclusions

74

CHAPTER 10 CONCLUSIONS

The Belgian car fleet has grown by 7,5 % since 2008. However, we did not observe an equal percentual increase in all three regions. Since 2012, the Brussels fleet shrank somewhat in 2013 (after the increase in 2012), while the Walloon and the Flemish fleet have shown steady growth. Regarding the various fleet parameters, the general trends observed in the total Belgian fleet are reported in Table 19. A slight shift towards older vehicles was observed. Furthermore, the average Ecoscore has increased by 5,5 units over the period 2008‐2013 while the CO2 emissions have strongly decreased, on average by 13,4 g/km. The share of diesel cars in the Belgian fleet has stopped increasing (stable compared to 2012), on average, although the share of diesels has increased by 5,6 % over the period 2008-2013.

Table 19. Comparison average values fleet 2008-2013

Indicators 2008 2009 2010 2011 2012 2013 ∆(’13-’08)

Number of cars 4 890 108 4 961 310 5 082 269 5 154 144 5 218 710 5 257 962 +7,5%

Avg. Age (years) 6,2 6,2 6,2 6,2 6,3 6,4 +0,2

Avg. Ecoscore 50,9 51,8 52,7 54,1 55,4 56,4 +5,5

Avg. Mass (kg) 1 388,6 1 390,3 1 391,6 1 392,2 1 398,7 1 399,9 +11,3

Avg. Displacement (cc) 1 707,8 1 707,5 1 702,0 1 692,8 1 684,6 1675,4 -32,4

Avg. Engine Power (kW) 73,4 74,5 75,5 76,4 77,2 78,1 +4,7

Avg. CO2 emission (g/km) 163,4 162,4 160,2 157,6 153,5 150,0 -13,4

Share of diesel cars (%) 58,7 60,7 62,6 63,9 64,3 64,3 +5,6

These fleet statistics differ largely according to the ownership type, though. In Table 20, the fleet statistics for the private fleet and company cars in 2013 are provided. An important difference between both ownership types is the average age. Company cars are, on average, only 3 years old whereas private cars are more than twice as old. Moreover, despite the higher mass, engine size and engine power, but thanks to the younger age and thus more recent Euro standards and higher share of diesel cars with PM filters, the average Ecoscore seems to be quite similar for both types (although the company cars are taking the lead more prominently). Just as in 2012, the CO2

emissions of the average company car are lower than those of the average private car, and the difference is growing.


75

Table 20. Average values for private and company cars for the 2013 fleet

Indicators Private cars Company cars Difference (C-P)

Avg. Age (years) 7,1 3,0 -4,1

Avg. Ecoscore 56,3 57,5 +1,2

Avg. Mass (kg) 1 363,2 1 561,6 +198,4

Avg. Engine Displacement (cc) 1 639,0 1 874,3 +235,3

Avg. Engine Power (kW) 74,8 95,8 +21,0

Avg. CO2 emission (g/km) 151,5 141,9 -9,6

Share of diesel cars (%) 60,2 87,3 +27,1

In Table 21, the information for the company cars was further split up into ‘company-owned cars’ and ‘leased cars’. This table clearly shows the large differences between these two categories of company cars. The average leased car is much younger compared to the average company-owned car. Furthermore, the Ecoscore of the leased cars is also much better. This is, besides the lower age, due to the fact that company-owned cars are, on average, much heavier, have a larger cc and engine power and have higher CO2 emissions. Also important to notice is the fact that the leased car group almost entirely consists of diesel cars (ca. 95 %).

Table 21. Company-owned vs. leased cars in 2013

Indicators Company-owned Leased Difference (C-L)

Avg. Age (years) 3,9 1,4 +2,5

Avg. Ecoscore 56,0 59,9 -3,9

Avg. Mass (kg) 1 583,1 1 530,1 +53,0

Avg. Engine Displacement (cc) 1 940,9 1 768,0 +172,9

Avg. Engine Power (kW) 99,5 89,9 +9,6

Avg. CO2 emission (g/km) 153,2 123,8 +29,4

Share of diesel cars (%) 82,5 95,0 -12,5


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REFERENCES

Denys, T., Beusen, B., Govaerts, L., Wynen, V., Boureima, F., Sergeant, N., Van Mierlo, J. 2008. Uitwerken van een berekeningswijze om het milieuvoordeel van omgebouwde voertuigen te integreren in de hervorming van de verkeersbelastingen. VITO report 2008/ETE/R/108 on behalf of the Flemish Environmental Administration.

Hooftman, N., Coosemans, T., Van Mierlo, J. (2014). Indicators of the new and second hand vehicle fleet in Belgium and the different regions. Study accomplished under the authority of the Flemish, Walloon and Brussels Capital Region, Vrije Universiteit Brussel, Research group MOBI, Department ETEC.

Köhler, F. (2013). Testing of particulate emissions from positive ignition vehicles with direct injection system, TÜV Nord Mobilität

Documents

Analysis of the Belgian Car Fleet 2013 - Ecoscoreecoscore.be/files/Analysis_CarFleet2013_Final_1.pdf · Analysis of the Belgian Car Fleet 2013 ... per ownership type 16 3.5. combined