The Commission presented a report on the effects of
the Euro 5 environmental step for L-category vehicles (motorcycles
and mopeds, all-terrain vehicles (quads) and other small three- or
four-wheel motor vehicles).
Purpose of the report:
as a reminder, Regulation (EU) No 168/2013 establishes the Euro 4
and Euro 5 emission limit values and the associated technical
requirements and test procedures for the Euro 5 step. Annex IV to
the Regulation sets out the timetable for the introduction of the
different tests and other technical requirements with regard to
type-approval:
- the Euro 4 emission limits were introduced for new
vehicles of certain subcategories on 1 January 2016 but it was only
on 1 January 2017 that these limits became mandatory for all new
types of vehicles;
- regarding the Euro 5 emission limits, the
Regulation provides that they shall become mandatory for all new
types of vehicles of all sub-categories as of 1 January
2020.
In order to underpin this two-step approach,
Regulation (EU) No 168/2013 requires the Commission to conduct
an environmental effect study through modelling, technical
feasibility and cost-effectiveness analysis based on the latest
available data.
On the basis of the conclusions of this study, the
Commission presented a report covering the following
aspects:
- an analysis of the feasibility and cost-effectiveness
of the enforcement dates of the Euro 5 level;
- an analysis of the adequacy of the Euro 5 emission
limits referred to in Annex VI and OBD threshold in Annex VI of the
Regulation in light of the most recent available data;
- a cost-benefit analysis of the foreseen introduction
of OBD stage II at the Euro 5 level for (sub) categories L3e, L5e,
L6e-A and L7e-A and;
- a review of the durability mileage for the Euro 5
level referred to in Annex VII (A) and the deterioration factors
for the Euro 5 limit referred to in Annex VII (B) of this
Regulation.
Main conclusions: based
on its assessment of the study and targeted stakeholders
consultations it conducted throughout the study's total duration,
the Commission draws the following final
conclusions:
- the assessment generally indicates that the existing
Euro 5 emission limits, dates, requirements and test procedures,
set out in Regulation (EU) No 168/2013, are both feasible and
cost-effective;
- the introduction date for the Euro 5 step for mini
cars (L6e-B), three wheel mopeds for utility purposes (L2e-U) and
the enduro and trail motorcycles (L3e-AxE; L3eAxT): the adjustments
to the emission control system needed cannot be introduced by 2020
in a cost-effective way for the engines currently fitted in those
vehicles. An extra lead time of two years should allow
manufacturers to move away from Euro 4 powertrains and introduce
the Euro 5 step in a cost-beneficial way for these vehicle
categories;
- OBD II requirements:
there is a need to change the window of misfire detection and to
extend the lead time for the introduction of catalyst monitoring to
ensure accurate monitoring of the emission control
systems;
- in Use Performance Ratios (IUPR) introduced at the
Euro 5 step: IUPR should be implemented gradually, allowing for an
introductory period to enable that type-approval authorities and
manufacturers become familiar with the IUPR
functionality;
- the mathematical durability procedure for environmental performance requirements should be
phased out. The mathematical durability procedure does not
reflect properly the actual deterioration of the environmental
performance of a vehicle during its lifetime. Under the
mathematical approach, new vehicles are only driven for 100 km
during which they are tested, which does not reflect the ageing of
the emission control device over the lifetime of the vehicle.
Therefore, this method does not guarantee the environmental
performance during the entire life of a vehicle;
- the drive cycles used for the durability
requirements: a complete phasing out of the AMA cycle after 2020 is
not necessary, as this is still useful for vehicles with a moderate
and low speed profile, for which it provides the same accuracy as
the SRCLeCV. Phasing out is therefore only recommended for larger
motorcycles;
- mileage accumulation durability
procedure: there is a need to
introduce a bench ageing procedure as an alternative to full and
half mileage accumulation.
In accordance with the outcome of the study, the
Commission will consider making appropriate proposals for future
amendments to the type approval legislation.