The EU and the US are currently negotiating the Transatlantic Trade and Investment Partnership (TTIP) free-trade agreement, which would be the world’s largest. Recently the pressure on the EU to weaken the Fuel Quality Directive has increased notably and oil companies and refiners have found in/with TTIP a new lobby vehicle to attack the FQD. Find out more in this briefing.
The aim of the European legislation on pollutant emissions from Non-Road Mobile Machinery (NRMM) is to protect human health and the environment. This can only be achieved by strict emissions limits aligned with Euro VI emissions limits for trucks and buses. The Commission draft proposal for NRMM legislation must be reinforced to achieve its objectives and be coherent with the emissions legislation for road sources.
In this briefing T&E explains how, as it stands, the draft proposal on NRMM emissions is incoherent and worryingly weak, and will fail to adequately address the burden on health caused by the diesel exhaust from these machines.
Light duty vehicles (LDVs) emit more pollutants on the road than in laboratory conditions. In order to solve this problem the Commission decided to introduce complementary type-approval procedures to measure gaseous and particulate emissions during real driving to make sure that they are similar to legal emission limits. To achieve this, the Real-Driving Emissions-Light Duty Vehicles (RDE-LDV) working group was created in 2011. Work in this group is currently focused on RDE tests during initial type approval.
This paper has been prepared by T&E to aid the work of this group. The paper considers the main topics of discussion: data analysis methods, boundary conditions, conformity factor, equipment (portable emissions measurement system – PEMS) and scope.
The European Parliament's Environment Committee votes on 19 March 2014 on the flawed agreement on aviation in the Emissions Trading System. Transport & Environment believes this deal should be REJECTED and urges all Members of the European Parliament to vote NO to it in order to secure a better deal.
Overloading of lorries is one of the most common infringements found in road freight transport: One in three lorries controlled is overloaded by 10% or even 20% over safe legal weight limits. This poses serious problems to infrastructure, road safety and the environment.
In 2009, the EU revised the Fuel Quality Directive (FQD) and set out a new target in its Article 7a to reduce the carbon intensity (CO2 emissions) of road transport fuels by 6% between 2010 and 2020. However, in the absence of implementation provisions this target is still not in force – 4 years on. We are concerned that Europe’s oil supply is in fact “recarbonising” – despite the FQD target. Without further action, the EU will increase its use of fuels produced from tar sands and oil shale, according to the Commission’s Impact Assessment study.
On 12 December, energy ministers will come together in Brussels to vote on the European Commission’s proposed reform of EU biofuel policy. The reform is designed to reduce the environmental and social impacts of EU demand for biofuels – specifically the Indirect Land-Use Change (ILUC) effects of their production. This media advisory outlines how, if left unchanged, current policy will lead to higher instead of lower greenhouse gas emissions compared to fossil fuels, will destroy forests and damage biodiversity, will push small scale farmers off their land and threaten the food security of the world’s poorest people.
Vehicle tests show that without the use of gasoline particulate filters (GPF) the number of particles emitted from gasoline direct injection (GDI) engines is likely to exceed future European emissions limits, known as Euro 6 standards. Nowadays, particle emissions from these new petrol engines are higher than equivalent diesel vehicles. The cost of a filter to eliminate particle emissions is low (around €40), with no fuel economy penalty. Despite this, carmakers are delaying fitting filters on GDI cars and instead rely on manipulating tests. Their reluctance is worsening urban air pollution and reducing the health benefits of the new limits.
European air pollution rules for diesel machines such as bulldozers, excavators and barges are much more lax than those for cars and lorries. As well as this, some engine types and older machines are excluded from air pollution law. This is a problem because, according to the World Health Organisation (WHO), diesel exhaust is carcinogenic. Ambitious, comprehensive and consistent rules are needed to limit air pollution emissions from non-road mobile machinery (NRMM - diesel machines). These are required to address the growing urban air pollution that Europe faces. T&E believes that future EU legislation on diesel machines must be in line with emissions limits for equivalent road vehicles.