To tackle high exhaust particulate emissions, the European Commission has proposed a third real-world driving emission (RDE) package to be implemented from 2018 for all new cars. But leaks of the draft regulations and minutes of meetings with member states, plus documents prepared by carmakers, show there is concerted attempt to further weaken an already inadequate proposal. This is intended to circumvent the new test and avoid the need for carmakers to fit a simple Gasoline Particulate Filter (GPF) that costs just €25 and would clean up the emissions. The weaknesses in the proposal are explained in this paper along with who is lobbying to weaken the proposals and what is needed in order to avoid a future Petrolgate scandal of increasing particulate emissions.
Questions to Mr Jos Dings, Executive Director forEMIS hearing on 4 July 2016
This briefing looks at the main results of Dieselgate investigations in Germany, France and the UK and finds that they indicate the presence of more defeat devices. They also show most manufacturers switch off or turn down their emission control technologies at temperatures and conditions outside of the lab test without rigorous justification. More suspiciously, most cars in Europe emit much more pollution after a hot engine restart compared to a cold one demanded by the EU law – in contrast to in the US.
This briefing explains how the new type approval proposal is a once-in-a-decade opportunity to strengthen the European vehicle and component testing system, and that while the proposal is a good start, it is missing key elements needed to make it truly effective.
Unless you have buried your head in the sand over the last couple of days, you would have been hard pressed to miss the VW cheating scandal that has erupted in the United States. A tsunami of media stories have taken over the front pages of the FT, NYT, The Guardian, Le Figaro, Il Sole 24 Ore, to name a few.
Greg Archer, clean vehicles manager at T&E
Launched in July 2014, the Environmental Goods Agreement (EGA) is being negotiated between the European Union – on behalf of its 28 member states – and 16 other members of the World Trade Organisation (WTO). The selection of goods for the EGA list was undertaken in secrecy and without a definition of an environmental good or selection criteria. T&E has identified around 120 items on the list of 650 goods for which we do not see any environmental justification for lowering tariffs. We argue that negotiations should open up and the assessment of what is an environmental good should be conducted by recognised experts in full transparency, on the basis of a widely accepted methodology.
Harmful levels of air pollution are endemic in European cities, especially close to roads, causing 400,000 premature deaths annually and costing the EU a whopping €1 trillion a year. This paper focuses on the role played by diesel cars in the air pollution crisis and identifies obsolete tests and optimisation strategies by car manufacturers as the reasons they have failed to deliver real-world improvements. It explores the Commission’s proposed new real-world driving (RDE) test, which is to be implemented for new Euro 6 standard vehicles, and outlines a timetable to address important issues relating to air pollution from cars.
This briefing assesses the new regulation proposal for emissions from non-road mobile machinery (NRMM). It makes modest progress in covering a wider range of engines types and in tackling the issue of particulates emissions. However, T&E finds that the proposal is likely to create market distortion and favour specific fuel/technologies that cannot be justified. It also has no requirement on existing engines to adopt retrofit equipment to have an earlier impact on air quality, resulting in an unacceptably long wait in light of the persistent air quality problems around Europe.
Air pollution emissions limits for cars, vans and trucks (Euro Standards) have been progressively tightened, on paper, over 25 years but have failed to deliver real-world improvements for several key pollutants, notably nitrogen dioxide. This is because obsolete tests and “cycle beating” techniques have been used by carmakers leading to levels of emissions from some cars many times higher on the road than in laboratory tests. In October 2014, the Commission will be discussing progress and next steps with EU member states. This paper outlines key issues for member states to ensure that the new real-world (PEMS) tests are robust and representative of real-world driving in order for emissions to decline on the road.