• EC reports Euro 6 emissions consultation results
• National Parks get new powers to ban off-road vehicles
• US Rep. Dingell launches 50c gasoline tax proposal, exempts diesel
• Renault reveals 97 g/km Logan eco2 concept as Challenge Bibendum entrant

In July this year the European Commission launched a public consultation to seek views on the best way forward in the field of pollutant emissions from heavy duty vehicles (Euro VI stage). It has now released a summary of responses conveying the main comments and issues that were raised by stakeholders during the public consultation on Euro VI, giving the Commission’s view on them where appropriate. The full submissions of interest parties are also carried, at ec.europa.eu/enterprise/automotive/pagesbackground/pollutant_emission/heavy_duty/public_consultation/contributions.htm.

At the date of closing the public (internet) consultation, a total of 55 replies were received to the request for comments. Of these the breakdown by source is as follows:

- Governmental organisations……………………………9 replies

- Regional and Local official Organisations…………… 4 replies

- Industry and business organisations…………………24 replies

- NGOs, consumer and professional groups………… 13 replies

- Individuals………………………………….……………. 5 replies

Almost all replies welcome the introduction of stringent limit values for the pollutant emissions from heavy duty vehicles. Very few replies state that the current limit values are still valid for the future and that energy efficiency, in terms of fuel consumption and CO2 emission reduction should be the main priority.

The vast majority of stakeholders support a single step with limit values close to those in US2010 (scenarios A or D).

Just eight replies, and within them only two industrial organisations (AGU-CEFIC and CLEPA) are supporting the two-step approach. These organisations are in favour of the less stringent scenarios (scenario C for Euro VI and scenario D for Euro VII).

In general terms transport operators and some national administrations (IT and SW) support a fuel-neutral scenario (i.e. scenario D; NOx=0.5 g/kWh).

The ACEA and some other national administrations (among which CH, DE, FR and NL) and non- governmental organisations support the introduction of a more stringent set of limit values (i.e. scenario A; NOx=0.4 g/kWh). Additional requirements on on-board diagnostic (OBD), off-cycle emissions (OCE) and in service conformity are also requested. In some replies it is stated that the foreseen fuel penalty associated to this scenario would be reduced by technical improvements by the date of entry into force of the Regulation.

The majority of replies (including that of the ACEA) express support for the global harmonisation of testing procedures and driving cycles (i.e. introduction of WHDC – world-wide harmonised driving cycle) as a means of reaching future global standards while reducing the testing cost for the vehicle manufacturers.

In some replies, including national administrations such as NL, DK and CH, the Greater London Authority and other non-governmental organisations, the introduction of a limit value for particle number is requested.

Monitoring of CO2 is supported in some replies.

Other issues raised are summarised as follows:

- An independent research centre is proposing a change in the testing methodology and the use of different driving cycles according to the vehicle application, but the EC says it should be reminded that the current test procedure (test of the engine by using an engine test bench) is the standard one accepted in US, Europe and Japan.

- In one reply the sender asks about the reason to allow higher NOx emissions, in some scenarios, to gas (PI) vehicles. On this issue, it should be noted that the possibility of considering one scenario for CI engines and another for PI engines was open, as expressed in another reply in which, for example, scenario D is supported for CI engines together with scenario A for PI engines.

National Parks have been given new powers to control the use of motor vehicles on rights of way. From 1 October National Park Authorities can make traffic regulation orders within their boundaries on rights of way and unsurfaced roads. The new measures are part of a package designed to curb excessive or inappropriate use of vehicles away from ordinary roads.

The last few years has seen a growing debate about the appropriateness and sustainability of the use of byways by motor vehicles for recreation. Some National Parks have attracted considerable numbers of recreational off-road motor vehicles. The government considers that in many cases a level of recreational use that may be acceptable in some areas is inappropriate in National Parks, which are designed to conserve and enhance natural beauty, wildlife and cultural heritage as well as enabling people to enjoy their special qualities.

Government research indicated that while the existing byway network can in general support current levels and types of motor vehicle use, there can be difficulties on particular byways.

Most people who responded to public consultation supported the new powers.

Michigan congressman John Dingell, 81, who is marking his 52nd year in Congress, outlined draft tax proposals on 27 September, coinciding with the two-day conference on climate change in Washington convened by President Bush. Dingell, chairman of the House Energy and Commerce Committee that will draft climate change mitigation legislation, proposed a 50-cent-a-gallon tax on gasoline and jet fuel, phased in over five years and then adjusted for inflation, on top of existing taxes.

His proposals also included a tax on carbon, at $50 a ton, released from burning coal, petroleum or natural gas.

Gasoline is currently subject to a federal U.S. 18.4-cent-per-gallon tax tax be phased in over 5 years and then adjusted for inflation.

Diesel fuel, which produces approx. 20% lower tailpipe CO2 emissions than gasoline, would be exempt from the tax, as would biofuels that do not contain petroleum.

Rep. Dingell’s proposals came in the form of a request for feedback ahead of any formal bill. He proposes that revenue from the gasoline tax would go into the federal highway trust fund to fund road maintenance and public transport. The jet fuel tax would be used to improve airports.

- U.S. consumers are now able to get a better idea of a vehicle's fuel economy thanks to new EPA-designed fuel labels now appearing on 2008 models which more accurately reflect current driving cycles. The Alliance of Automobile Manufacturers, representing the Detroit ‘Big Three’, reminded American drivers this week that the www.MileageWillVary.com website explains the labeling changes and offers tips on how to improve their fuel economy.

Last May saw Renault launch the Renault eco² appellation, a sub-brand covering “both ecological and affordable” vehicles emitting 140 g/km CO2 or less. Yesterday, Renault took the wraps off the Logan Renault eco2 Concept, the experimental car it will use to contest the forthcoming Michelin-organised Challenge Bibendum in Shanghai. The Logan Renault eco2 Concept complies with the three criteria relating to production, use and recycling required to warrant the Renault eco2 label. It has a CO2 rating of 97g/km.

It is powered by a B30 biodiesel-compatible 1.5 dCi engine (63kW/85hp) with modified pistons and injection system for enhanced combustion; detailed work on tolerances and lubrication to minimize friction; new gearbox ratios; the combination of a VORTEX generator (a small, drag-reducing, roofmounted feature), a flexible splitter under the front bumper, wheel fairings and a rear lip spoiler, which have enabled the drag coefficient to be cut from the 0.36 of a standard Logan to 0.29.

The Logan Renault eco² Concept is equipped with low rolling resistance Michelin Pure tyres (185/65 R15). The camber and toe settings, as well as the braking system, have also been optimised to combat friction.

To qualify for the Renault eco² appellation, vehicles must comply with three criteria:

- they must be produced in an ISO 14001-certified factory,

- they must emit less than 140g of CO2/km, or else run on biofuel,

- they must be 95% end-of-life reusable, while at least five per cent of the plastics they contain must be sourced from recycling.