Environment

stRaten-generaal’s en Ademloos’ 15de Horta info-avond

op 2 oktober 2014

Luchtkwaliteit, transporteffecten

en wetgevende initiatieven

Jan Cortvriend DG Environment, European Commission

V1

Air quality and emissions subject to international and national observation and action – WHO, OECD, UNEP, UNECE, CLRTAP and the Göteborg protocol, EU and national/regional legislation…

On EU level AQ and global emissions are regulated by: - The EU 2005 thematic strategy on air pollution (2005) - Emission caps: National Emission Ceilings Directive (DIR 2001/81/EC) - Local air quality limits: Air Quality Directive (DIR 2008/50/EC)

Major global emission reductions were achieved from 1990 on

Yet major incompliance still exists

Context

PM10

NO2

Significant AQ exceedence persists (2010)

Loss in statistical life expectancy attributable to exposure to PM2.5 from anthropogenic sources

(in months for year 2000)

Which causes serious health risks

Annual average

Annual average

Source: EEA reports

…..

Loss in statistical life expectancy attributable to exposure to PM2.5 from anthropogenic sources

(in months for year 2000)

Which causes serious health risks

• Health costs of air pollution: €23 Billion/year EU wide

• Premature deaths due to air

pollution about 400.000 /year

• i.e. 10 times the amount of deaths due to traffic accidents.

5

As a result: - High percentage of EU population

exposed to air polluant concentrations above EU limit values, mainly on PM (33%) , NO2 (5%), O3 (14%).

- Exceedence values higher in relation with WHO air quality standards ( > 80% )

- Commission identifies incompliance

with AQ legislation in many Members States.

- Legal procedures ongoing against 17 Member States mainly on PM10, one on NO2.

- More cases can be expected …

Sources of air pollution … and trends …

6

Transport contributes considerably to air pollution

7

Antwerp, NO2, 2012

Euro 3 (2000 - 2002)Euro 4 (2005- 2007)

Euro 5 (2009-2012)Euro 6 (2014 - 2016)

Max. petrol

Max. diesel

500

250

180

80

150

80

6060

0

50

100

150

200

250

300

350

400

450

500

NO

x E

mis

sion

Lim

it (m

g/km

)

Evolution of NOx light duty emission limits in line with Regulation EC 715/2007 “the Euro 5/6 regulation” and preceding

140

80

50

25

5 5

0

20

40

60

80

100

120

140

mg/

km

Euro 1(1993-1994)

Euro 2(1997-1998)

Euro 3(2000-2002)

Euro 4(2005-2007)

Euro 5(2009-2012)

Euro 6(2014-2016)

Evolution of PM10 emission limits (Light duty Diesel)

in line with Regulation EC 715/2007 “the Euro 5/6 regulation” and preceding

Källa: University of Thessaloniki/TREMOVE 2008

Emission of exhaust particulates, Heavy duty vehicles in EU-27 1995-2030 (Euro VI contribution not included)

Tonn

es /y

ear

Following reduced emission limits and other Euro X measures, the PM 10 transport problem gets under control.

We see PM concentrations decrease by 2020, 2025. The problem lays with NOx emissions

Why Do We Then Have a Problem?

• Current diesel cars are the main cause of NO2 exceedence and are the main obstacle for reaching the standards set forward by the Air Quality Legislation

• Member States claim they cannot comply just because of the Euro5/6 legislation

The three main reasons for the divergence:

1. The depollution subsystem of the

diesel engine – as provided.

2. The current legal test cycle used for vehicle type approval,

3. “Cycle beating”

The three main reasons for the divergence

1) The diesel engine:

• high air intake, temperature

• NOx producer

• 3 way catalyst would not do the job

• Engine depollution like EGR (exhaust gas recuperation) works the best in low power conditions

• EGR is turned off when power is needed (acceleration, slopes, high speed)

• Sophisticated pollution debatement systems exist but were not provided under Euro 1, 2, 3,4, 5.

The three main reasons for the divergence

2) The test cycle used for type approval:

• Euro 5/6 legislations makes reference to

“normal conditions of use” (i.e. no specific test cycle) for meeting regulatory criteria on the pollutant emission limits.

• An implementing decision has introduced a

test cycle called ‘NEDC’ in 2008 • “Commission shall monitor situation of RDE

and amend test procedures, if necessary.” • “If the test cycle does not deliver the

regulatory objectives set by Euro 5/6 co-decision regulation, it should be changed.”

• Test cycle is short, very smooth, not

representative of nowadays cars nor driving.

The three main reasons for the divergence

3) Legislation leaves possibility for "Cycle beating" during the type approval test

A very repetitive and idealised cycle, set up for repeatability reasons invites for cycle beating. Cars’ computers can recognise test mode The current emission control is not representative for measuring real emissions in particular NOx. NOx emission in real world can be up to 15 times the regulatory emission levels over a 20 minutes real world test drive.

Amending the Euro 6 legislation

Reminder: “The Commission shall monitor situation of RDE and amend test procedures, if necessary. If the test cycle does not deliver the regulatory objectives set by Euro 5/6 co-decision regulation, it should be changed.”

An RDE expert group composed of MS Member States, industry, experts & Commission started in 2011. Tasks: • Developing a real world emission measuring

method • Designing a vehicle test postcedure • Presenting a proposal for a legal act

amending Reg 715/2007 and subsequent. This work is in the final stage.

The retained Method for “Real Driving Emission testing” for i.a. type approval: Portable emission measurement sytems

• “PEMS” testing: put all measuring equipment on the car and run.

• Complexity of the operation: • Boundary conditions, ambiant conditions

and the driver’s temperament • Cold start issues • Regeneration issues • Fuel quality issues • Origin of signals • Plug in and hybridisation

The retained Method for “Real Driving Emission testing” for i.a. type approval: Portable emission measurement sytems

• “PEMS” testing: put all measuring equipment on the car and run.

• Complexity of the operation: • Boundary conditions, ambiant conditions

and the driver’s temperament • Cold start issues • Regeneration issues • Fuel quality issues • Origin of signals • Plug in and hybridisation • Selection/composition of driving routes

The retained Method for “Real Driving Emission testing” for i.a. type approval: Portable emission measurement sytems

• “PEMS” testing: put all measuring equipment on the car and run.

• Complexity of the operation: • Boundary conditions, ambiant conditions

and the driver’s temperament • Cold start issues • Regeneration issues • Fuel quality issues • Origin of signals • Plug in and hybridisation • Selection/composition of driving routes

• Statistical method for treating PEMS data

Timing of the RDE (Real Driving Emissions) project (1)

• Euro 6 emission limit values have come into force on 1/9/2014.

• Legal proposal expected in December 2014, kick off 2015.

• Gradually phased in 2015 until 2017.

• 2017: type approval based upon real world emission measurements.

Timing of the RDE (Real Driving Emissions) project (2)

• Further developments in 2015 for RDE

measurement of non gaseous substances (PM, PN, ..)

• Preparation (in 2015) of the regulatory

phase to be in force from 2017 on.

• Setting up the full legal framework for follow-up and surveillance

• We are not against diesel, nor diesel cars:

Technology to reach Euro 6 emission limits exists and is affordable

What is at stake if the Euro 6 process goes wrong?

• In December 2013 the Commision presented its Clean Air Package, containing a revision of two emission related directives (NECD & MCP).

• Short-term aim (2020) of the revision is to establish full compliance with 2005/2008 Air Quality legistation by 2020 -at last.

• Long-term strategy (2030) whis is now launched aims at having no exceedence of the WHO AQ standards by 2030, reducing health effect by over 50%.

• If Euro 6 fails, neither target will be reached -> deadlock situation for the EU and the MS.

Conclusion:

• We face AQ problems and infringements .

• Member States say they cannot comply unless the RDE issue is resolved.

• The current emission issue is an obstacle for reaching better air quality and reaching the targets of the Air Quality Package.

• All technology needed to reach the Euro 6 Standards is available at reasonable cost.

• No choice but simply go forward and implement solid Euro 6 RDE provisions.

Thank you for your attention …

Thank you for your attention! Two more things:

1. My address: Jan.Cortvriend@ec.europa.eu

2. Some more reading for on the train or on the bus back home:

A complementary emissions test for light-duty vehicles: assessing the technical feasibility of candidate procedures): http://publications.jrc.ec.europa.eu/repository/bitstream/111111111/27598/1/ld-na-25572-en-n_online.pdf

Analysing on-road emissions of light-duty vehicles with Portable Emission Measurement Systems (PEMS) (2011): http://ec.europa.eu/clima/policies/transport/vehicles/docs/2011_pems_jrc_62639_en.pdf

A complementary emissions test for light-duty vehicles: assessing the technical feasibility of candidate procedures (2013): http://publications.jrc.ec.europa.eu/repository/bitstream/111111111/27598/1/ld-na-25572-en-n_online.pdf

Related news on car emission testing published online: https://ec.europa.eu/jrc/en/news/transport-emissions-jrc-lead-development-new-test-procedure-cars-9707

Thank you for your attention! More reading:

Reading on the air quality package: online and legal documents: http://ec.europa.eu/environment/air/clean_air_policy.htm

• Critical evaluation of the European diesel car boom -

global comparison, environmental effects and various national strategies. Michel Cames1 (University of Luxembourg) and Eckard Helmers2 (Trier University) http://www.enveurope.com/content/25/1/15