Wie kan mij vertellen hoe het komt dat een
Opel corsa 3 deurs auto een C label op geplakt krijg.
en dezelfde auto in 5 deurs een B label?????
Zelfde motor zelfde uitstoot alleen iets lichter omdat hij 2e deuren mist en 2 sloten. daardoor ongeveer 23 kilo lichter zou je toch moeten denken dat dan de labels andersom moeten. Mar nee ik heb een 3 deurs en moet meer betalen dan een 5 deurs????ra ra maar waar.
Tevens heeft de citroen C1 en peogeot 107 en toyota aygo 3 en 5 deurs wel allemaal hetzelfde label namelijk allemaal A. Dus dat is correct.
Opel astra ( grotere wagen dan de corsa is 3 en 5 derus B label ,, ja raar maar waar.....
De auto van Balkende BMW 7 serie 7301 190 kw L executie 4 deurs benzine a6 heeft C label gek he zelfde als mij Opel corsa???
BMW 3-coupe heeft zelfs een B label....zo die mensen geven echt geen gas zijn echt zuinige rijders gloof u het ik niet???/
Wie kan mij vertellen hoe het zo is gekomen?
En hij heeft u andere vreemde vehalen over auto en groenlabel meld het dan.
Heel simpel, de energielabels geven aan hoe een product binnen een bepaalde categorie presteert. Omdat kleine auto's meestal minder verbruiken dan grote auto's, is een C-categorie kleine auto zuiniger dan een c-categorie grote auto. En andersom, als een grote auto en een kleine auto het zelfde verbruiken, dan zal die grote auto binnen de groep van grote auto's in een lagere categorie, terwijl die kleine auto binnen de groep van kleine auto's in een hogere categorie valt.
Dit geldt trouwens ook voor bv. koelkasten. Een kleine koelkast in de B-klasse kan minder verbruiken dan een grote A-klasse koelkast.
Op zich ook wel handig, omdat je vaak bij het vergelijken van producten al meer een indruk hebt van hoe groot het moet zijn, en dat je binnen die groep een afweging wilt kunnen maken.
Logisch andere auto ander label,
Opel corsa 5 deurs b label
Opel corsa 3 deurs c label
Ik snap hem, maar sociaal is anders.
Kleinere auto duurder label.
Ik voel me bekocht,
jat vooral niet dat doet de overheid al.
Yep ik heb de berekening.
Hierbij vanuit den Haag aangeleverd.
NETHERLANDS’ FUEL ECONOMY LABELLING MEASURE
Netherlands Ministry of Environment
January 2001
1. Introduction
In the Netherlands’ Climate Policy Implementation Plan, that appeared in June 1999, the Cabinet of Ministers announced several measures to reduce greenhouse gas emissions by 6 % of their 1990 level in the period 2008-2012. In the traffic sector two of these measures are fuel economy labelling of new passenger cars and CO2-differentiation of the purchase tax on passenger cars. Aim of the labelling measures is to encourage the sale of fuel efficient cars by supplying information on the fuel consumption and CO2-emissions of new passenger cars to car buyers. In this paper the fuel economy labelling measure of new passenger cars as announced in the Netherlands’s Climate Policy Implementation Plan is discussed.
2. Fuel economy labelling
In January 2000 Directive 1999/94/EC relating to the availability of consumer information on the fuel economy and the CO2-emissions in respect of the marketing of new passenger cars was published. This directive sets minimum requirements for the labelling of new passengers cars. These minimum requirements imply amongst others that on the label, in the guide, on the poster and in promotional literature the absolute official fuel consumption and the absolute official specific CO2-emissions have to be mentioned. Additionally to the minimum requirements the directive gives member states the power to set more far reaching demands.
In the Netherlands’ Climate Policy Implementation Plan the Cabinet of Ministers announced that it will make use of the possibility to set additional demands by requiring that on the label and in the guide also the relative fuel economy of a car with respect to other cars has to be mentioned. On the Netherlands’ label the relative fuel economy of a car is indicated by means of seven fuel economy categories. These categories are displayed by means of arrows named from A to G and coloured from green, via yellow, orange to red. A car with a green A-label is very fuel efficient with respect to other cars, a car with a yellow D-label has about average fuel efficiency and a car with a red G-label is very fuel inefficient with respect to other cars. As shown in Figure 1, the format of the Netherlands’ fuel economy label for passenger cars shows great similarity to the format of the energy labels that are already in use for household appliances. This will make it easy for car buyers to understand the meaning of the label.
According to the Netherlands’ labelling approach the fuel economy category of a car is determined on base of the relative fuel economy of the car in accordance with the table below. For this, the relative fuel economy is defined as the degree to which the CO2-emission of a car is higher or lower than the reference CO2-emission belonging to the car size in question. Originally, the Netherlands intended to determine the relative fuel economy of a car on base of a 100 % relative comparison of the CO2-emission of the car to the average CO2-emission of all cars with the same size as the car in question. For this comparison petrol and diesel cars were treated separately, as in the Netherlands it is not the aim of the label to bring about a shift from petrol to diesel cars. Cars with a retrofit LPG-installation are treated as petrol cars. According to the Netherlands’ labelling approach cars are continuously ranked according to car size, which is indicated by means of the length times width of the body of the car model.
Fuel economy category Relative fuel economy index
[%]
A index < - 20 %
B - 20 <= index < -10 %
C - 10 <= index < 0 %
D 0 <= index < 10 %
E 10 <= index < 20 %
F 20 <= index < 30 %
G index >= 30 %
However, in the final quarter of 1999 after in depth discussions with the Netherlands’ organisation of motorists (the ANWB) and the automobile branch, the Netherlands decided to adapt the calculation method for fuel economy labelling. The adaptation implied that the fuel economy category of a car is determined for 75 % on base of a relative comparison of the car to the average CO2-emission of all cars with the same size and for 25 % on an absolute comparison to the average CO2-emission of all cars. For petrol passenger cars the mix of a
75 % relative and 25 % absolute comparison for the labelling reference CO2-emission is visualised in Figure 2. In this figure the labelling reference CO2-emission is indicated by the line that is slightly turned with respect to the regression line that expresses the average CO2-emission for each car size. For further information about the calculation method for the relative fuel economy, see Annex 1, where the method is given in full detail.
As a result of the 75 % relative - 25 % absolute mix small cars are labelled a little ‘greener’ and big cars a little ‘more red’ than according to the 100 % relative approach. Furthermore, with the 75 % relative - 25 % absolute mix it was felt that the best possible compromise was reached between on the one hand avoiding that all small cars will be labelled as fuel efficient and all big cars as fuel inefficient, and on the other hand limiting the occurrence of the paradoxical effect that (within one commercial class) a big car can be labelled in a more fuel efficient category than a small car, while the absolute CO2-emission of the big car is higher than the absolute CO2-emission of the small car
According to the Netherlands’ labelling approach the relative fuel economy comparison is made between cars of the same size. For this comparison the size of a passenger car is indicated by its ground surface and expressed by vehicle length x width. Vehicle weight, cylinder capacity, engine power and sale price were considered not to be suitable for this comparison as an in general sense fuel inefficient car can be rather ‘fuel efficient’ compared to the average of all cars with the same weight, cylinder capacity, engine power or sale price respectively. Furthermore, a fuel economy labelling approach based on weight does not encourage manufacturers to produce lighter cars, while this is considered to be one of the most important ways to reduce the fuel consumption of passenger cars.
According to the developed method a correction for the length is taken into account in the calculation of the ground surface. The corrected length of a passenger car is defined as the weighted average of the actual length of the car (weighted by a factor 0,7) and the average length of cars with the same width as the car in question (weighted by a factor 0,3). The length correction is taken into account to give a proportionally equal size ranking to on the one hand relatively short car models, such as hatchbacks, and on the other hand relatively long car models, such as sedans. The length correction can be envisaged by imagining that relative short cars are apportioned some extra length, while relatively long cars are taken away some length. The weighting factors 0,7 and 0,3 are established in such a way that relatively short cars are on average just as fuel efficient as relative long cars.
ANNEX 1. Calculation method for fuel economy labelling
The fuel economy category of a car has to be determined with the help of the relative fuel economy index of the car according to the following table:
Fuel economy category Relative fuel economy index
[%]
A index < - 20 %
B - 20 <= index < -10 %
C - 10 <= index < 0 %
D 0 <= index < 10 %
E 10 <= index < 20 %
F 20 <= index < 30 %
G index >= 30 %
The relative fuel economy index of a car is determined on base of the official specific CO2-emission of the car measured according to the test of Directive 93/116/EC and on base of the minimum length and width of the body type of the car model measured according to Directive 92/21/EEC. The relative fuel economy index is determined according to the following 6 steps:
1. Calculation of the average length using the regression formula for the average length:
length av. = C1, length + C2, length x width + C3, length x [width]2
2. Calculation of the corrected length x width:
size = [0,7 x length + 0,3 x length av.] x width
3A. Check of the application range of the regression formula for the average CO2-emission
of petrol cars:
If: size < -0,5 x C2, petrol / C3, petrol
then: size = -0,5 x C2, petrol / C3, petrol
3B. Check of the application range of the regression formula for the average CO2-emission
of diesel cars:
If: size < -0,5 x C2, diesel / C3, diesel
then: size = -0,5 x C2, diesel / C3, diesel
4A. Calculation of the average CO2-emission using the regression formula for petrol cars:
CO2-emission av. = C1, petrol + C2, petrol x size + C3, petrol x size 2
4B. Calculation of the average CO2-emission using the regression formula for diesel cars:
CO2-emission av. = C1, diesel + C2, diesel x size + C3, diesel x size 2
5A. Calculation of the reference CO2-emission for labelling for petrol cars:
CO2-emission ref. = 0,75 x CO2-emission av. + 0,25 x CO2-emission overall av. petrol
5B. Calculation of the reference CO2-emission for labelling for diesel cars:
CO2-emission ref. = 0,75 x CO2-emission av. + 0,25 x CO2-emission overall av. diesel
6. Calculation of the relative fuel economy index:
Relative fuel economy index = [CO2-emission - CO2-emission ref.] / CO2-emission ref. x 100 %
The values for the length and the width have to be filled in in metres with an accuracy of three figures behind the behind the dot. The value for the specific CO2-emission has to be filled in in grams / km and rounded off to the nearest whole figure.
