29.6.2023
EN
Official Journal of the European Union
C 228/105
3.
Content of the proposal The main changes proposed by the Regulation: — stricter emission limits will apply to both diesel and petrol cars and lorries (although the NOx limits for cars remain at the same level); — the test conditions for real-driving emissions will be expanded, while the conformity factors will be removed; — greater emphasis will be placed on shorter journeys: the distance used as a basis for calculating the cold start emissions budget will be reduced from 16 km to 10 km; — the non-exhaust emissions of brake particles and microplastics from tyres will be measured and regulated; — durability requirements will be increased: 200 000 km or 10 years for cars/commercial vehicles and 875 000 km with no time limit for lorries/buses; — continuous emissions control will be introduced through on-board monitoring: sensors will measure real emissions throughout the life of a vehicle; — the longevity of batteries will be assessed by checking the change in their capacity as mileage increases; — stricter rules will ensure that vehicles are not tampered with; — emission limits will be set for previously unregulated pollutants: ammonia for cars, formaldehyde for lorries.
For the first time, limits will regulate the emissions caused by evaporation when filling up with fuel.
4.
General comments 4.1.
Although premature deaths in the EU-27 attributed to exposure to air pollutants decreased in 2019 by 33 % from 2005, more ambitious limits are still needed.
In this connection, road transport accounts for 37 % of total NOx emissions and each year, and fine particulate matter and nitrogen oxides from road traffic are responsible for more than 70 000 premature deaths in the EU-27. 4.2.
The Commission has opted for a ‘realistic’ approach to establishing the new rules.
Cars with an internal combustion engine will remain affordable even though the tightening of rules on diesels is likely to accelerate the decline in the supply of this type of vehicle.
It should also be borne in mind that the new CO2 standards will also have an impact on vehicle purchase prices. 4.3.
Although less ambitious than many expected when it comes to the emission values set, the Euro 7 standard is a major revision that addresses a number of weaknesses of the Euro 6 standard, such as the risk of manipulation, the complexity of rules, vehicle ageing and real-world emissions.
It also takes a much broader approach by including electric vehicles and non-exhaust emissions. 4.4.
Regulatory pressure from successive Euro emissions standards has fostered innovation in the design of emissions control systems and powertrains and contributed to the EU’s leading role in the industry.
For this reason, it is important for EU standards to remain ahead of standards being developed in key markets.
Being at the forefront of integrating digital and clean technologies is an important asset when it comes to accessing international markets.
In this respect, more ambitious standards should also be envisaged, such as the US sustainability requirements (240 000 km or 15 years). 4.5.
The EESC believes that offering incentives to consumers would speed up the renewal of the car fleet, which would have a clear impact on air quality and emissions reductions.
Replacing the old fleet with the latest, Euro 6 compliant vehicles, combined with ongoing electrification, would lead to a significant reduction (80 %) in NOx emissions from road transport by 2035. 4.6.
The EESC calls for a sound and scientific cost-benefit analysis to be devoted to each of the new elements to be regulated, in order to clarify to what extent these requirements taken separately could contribute to cost-effective emission reductions.
In this respect, it is important that all stakeholders have the same understanding of the analysis of the additional costs associated with the implementation of the Euro 7 standard.