Enterprise and Industry Directorate - General

Agnieszka Kozakiewicz & Nikolaus Steininger Automotive Industry Unit (F1) Enterprise and Industry Directorate -General European Commission European Commission 

## The Regulatory Approach to MACs in



# the European Union SAE Automotive Refrigerant and System Efficiency Symposium

Scottsdale, Arizona, 13 - 15 July 2010

## MACs – EU Policies Two sources of greenhouse gas emissions: 1) Direct greenhouse gas emissions from MACs (refrigerants) 2) Indirect greenhouse gas emissions from MACs (increase of fuel consumption / CO 2 emissions)

## MACs direct emissions - regulatory acts 3 legal acts 1) Directive 2006/40/EC relating to emissions from air- conditioning systems in motor vehicles 2) Commission Regulation (EC) No 706/2007 laying down administrative provisions for the EC type approval of vehicles, and a harmonised test for measuring leakages from certain air conditioning systems 3) Commission Directive 2007/37/EC amending Annexes I and III to Council Directive 70/156/EEC

## MACs direct emissions – control of leakage 1 st STEP Control of leakage of certain fluorinated greenhouse gases with a global warming potential (GWP) > 150 in MACs MANDATORY as from: 21 June 2008 for new types of vehicles 21 June 2009 for all new vehicles

## MACs direct emissions – phase - out 2 nd STEP The prohibition of MACs using F -Gases with GWP>150 as from: 1 January 2011 for new types of vehicles 1 January 2017 for all new vehicles

## MACs direct emissions – dates

 Dates for the control of leakage (2008/2009) and for the phase - out of MACs using F -Gases with GWP>150 (2011/2017) are set in the legislation adopted by the European Parliament and the Council and therefore existing binding law  Sole power of launching legal amendments lies with the European Commission (“right of initiative”)  The European Commission has no intention to propose a change of these dates

# MAC direct emissions - Training programmes for personnel Regulation (EC) No 842/2006  F - gases (also in mobile equipment) shall, to the extent that it is technically feasible and does not entail disproportionate cost, be recovered by appropriately qualified personnel, to ensure their recycling, reclamation or destruction  Rules on appropriate qualification of personnel recovering F - gases from MACs established by Commission Regulation (EC) No 307/2008 of 2 April 2008 

##  Minimum requirements for training programmes of personnel  Conditions for mutual recognition

### MAC indirect emissions - CO 2 

### Communication Communication from the Commission (7.02.2007) on the review of the Community Strategy to reduce CO2 emissions from cars Average new car fleet will have to reduce emissions to no more than 130 g/km CO2 through powertrain technology (that is relevant for emissions on the test cycle) Additional 10 g/km by other technological improvements and increased use of bio -fuels These complementary measures include efficiency improvements for certain vehicle aspects with a high impact on CO2 emissions:

- Efficiency requirements for air-conditioning systems

- Tyre pressure monitoring systems

- Low rolling resistance tyres

- Gear shift indicators

- Mandatory fuel efficiency targets for light commercial vehicles (vans)

## MAC indirect emissions - CO 2 

## Strategy 1 st step

 Regulation 443/2009/EC setting emission performance standards for new passenger cars as part of the Community's integrated approach to reduce CO 2 emissions from light- duty vehicles published on 23 April 2009

 This Regulation implements part of the integrated approach by establishing emission performance standards for new passenger cars Next steps

 Complementary measures

## MAC indirect emissions - Test Procedure Test procedure – physical (and virtual?) testing
 Draft MAC test procedure currently being developed  Implementation as part of existing CO2 measurement procedures  Minimum MAC performance requirements possible at a later stage  The enforcement of the legislation to attain the reduction of the 10g/km of CO 2 emission target by different administrative measures

## MAC indirect emissions - Test Procedure Test procedure – physical (and virtual?) testing
 Draft MAC test procedure currently being developed  Implementation as part of existing CO2 measurement procedures  Minimum MAC performance requirements possible at a later stage  The enforcement of the legislation to attain the reduction of the 10g/km of CO 2 emission target by different administrative measures

## MAC indirect emissions - Test Procedure

 Cost- efficient  Should incentivise reduction of emissions resulting from MAC use in real driving:  No “academic” exercise trying to provide the best possible accuracy for environmental impact of MAC use  But designed such that technical measures reducing/not-reducing “MAC emissions” established by the test procedure reduce/do -notreduce “MAC emissions” in real driving  Suitability for “virtual testing”, which may be developed in parallel or at a latter stage (i.e. availability of virtual testing is no condition for future legislation!)  Assessment of the whole vehicle, including the impact of non- MAC components such as glazing or insulation

## MAC indirect emissions - Test Procedure

 Consortium of contractors led by TNO, including partners like TUG and the JRC
 Wide participation of stakeholders: Member State experts, vehicle manufacturers, relevant suppliers, consumer organisations (automobile clubs etc.),...
 Draft MAC test procedure should be available by August 2010
 Detailed state of play of test procedure to be presented separately

## Thank you! 

# Thank you for your attention!

For MAC direct emission regulatory measures: Agnieszka.Kozakiewicz@ec.europa.eu For MAC indirect emission regulatory measures: Nikolaus.Steininger@ec.europa.eu More information: http://ec.europa.eu/enterprise/sectors/automotive/environment/macs/index_en.htm