Euro 5 Impact Assessment - Automotive Industries Association of ...

More documents

Recommendations

Info

2010. At present there is not enough data available to justify changing the nature ofemissions regulations so that they focus on the NO 2 component of NO X in addition toNO X in general. This is an issue that will need to be kept under review going forward.36
5. Euro 6 emissions limitA number of stakeholders considered it important to provide a longer term perspective asto how emission limits would develop in the future. A particular issue related to NO Xemissions from diesel cars and the need to indicate future emission limits in order toprovide long term signals to industry and facilitate the development of NO X reductiontechnologies in diesel vehicles.The work that has taken place in developing the Euro 5 proposal has focussed onevaluating the next stage of emissions regulation. It has been based on a review of thecost-effectiveness of currently available technology that would be applicable over the nextfew years. Overall the work undertaken has not set out to predict how vehicle technologywill develop in the future. Therefore it is not considered appropriate to set longer termemissions standards at this point in time. Development of a ‘Euro 6’ standard will requirea further round of data collection and analysis in order to develop an appropriate impactassessment that could justify any regulatory proposal.However, if the Commission services were to consider NOx reductions at a later stage, itis likely that the priority will be to reduce emissions from buses and trucks (in the Euro VIproposal for heavy-duty vehicles that is under preparation) rather than from passengercars.6. Particle emission limits from diesel vehiclesThere were a number of comments that the 5 mg/km emissions limit was too high andthat a lower limit of 2.5 mg/km would be appropriate. In addition it was observed thatthe proposed limits for Light Commercial Vehicles (Class 2 and Class 3) were too high toensure that particulate filters would be fitted.At current levels of technology, the 5 mg/km emission standard would require thespecification of diesel particulate filters, therefore setting the emissions standard at a lowerlevel would not bring about any additional environmental benefit, but would increase thecomplexity and burden of the type approval process. It is therefore considered bothunnecessary and inappropriate to introduce a lower particulate emission limit. As isdiscussed in the impact assessment, the introduction of a particulate number standard willbe an effective means of ensuring that ‘closed’ as opposed to ‘open’ particulate traps arespecified.The draft particulate emission standards for Light Commercial Vehicles (LCV) weredeveloped through applying the multipliers that have previously been used to differentiateLCV particulate emission limits from those applied to passenger cars. With theintroduction of low emission limits that will require the introduction of particulate filters,the relationships which have existed before between the size of vehicle and the particulateemissions can no longer be justified. It is therefore considered appropriate to revise thedraft limit values at this stage to reflect progress in technology. Therefore the proposalwas amended to require a 5 mg/km emission limit for particulates across all vehiclecategories.7. PM mass measurement and number standardA number of industry stakeholders commented that a change in measurement procedurewas an unnecessary expense. In addition they considered that the introduction of a37
Page 5: 2. PROBLEM DEFINITION2.1. Nature of
Page 8 and 9: 3. OBJECTIVES3.1. Policy objectives
Page 10 and 11: 4. POLICY OPTIONS4.1. Options Ident
Page 12 and 13: offers competitiveness benefits to
Page 14 and 15: The policy option would have some i
Page 16 and 17: 6. IDENTIFICATION OF THE BEST SCENA
Page 18 and 19: or by means of lean NOx traps (LNT)
Page 20 and 21: Figure 2: Type approval values for
Page 24 and 25: measures in other sectors. The Comm
Page 26 and 27: will be made of open filters to red
Page 28 and 29: the industry 21 that further NO X r
Page 30 and 31: • In addition, the 5 mg/km limit
Page 32 and 33: 7. MONITORING AND EVALUATION7.1. In
Page 34 and 35: • Key elements of the draft propo
Page 38 and 39: number standard was unnecessary due
Page 40 and 41: provisions in the United States. A
Page 42: Gas vehicles would therefore fall i

Euro 5 Impact Assessment - Automotive Industries Association of ...

Create successful ePaper yourself

Delete template?

Save as template?