henningninneh + cars   241

Meet the man behind the EU's emissions cheating rules
When writing a report in 1997, Bernd Lange introduced the concept of defeat devices into EU legislation.

“Yeah. The problems were evident and everybody knew that”, he said.
dieselgate  cars 
april 2019 by henningninneh
Dieselgate: Die dunkle Seite der Macht - DER SPIEGEL 32/2017
Demnach haben Daimler, BMW, Audi, und Volkswagen spätestens ab 2006 in ihren Arbeitskreisen verabredet, wie sie die US-Umweltbehörden CARB und EPA täuschen wollten. Sie verabredeten zusammen mit Bosch auch eine Software für alle Hersteller, mit der der AdBlue-Verbrauch gestreckt werden könnte.

Sie bekommen, was sie wollen. Peter Altmaier, die rechte Hand der Regierungschefin, nimmt sich der Sache an. Es ist wunderlich: Altmaier bekommt von seinen Beamten eine "Stellungnahme" aufgeschrieben, in der es heißt, man werde das Umweltministerium und Verkehrsministerium "bitten", bei der Sitzung in Brüssel "explizit die von VDA/Daimler geäußerte Befürchtung" zu den Messverfahren "anzusprechen" und das von Wissmann geforderte "realistische Gesamtkonzept" bei den "weiteren Diskussionen zu berücksichtigen".
Die Folge: Innerhalb von 48 Stunden ändert die Bundesregierung ihre Haltung, auch das Umweltressort von Barbara Hendricks gibt klein bei. Am 24. März tagt der Technische Ausschuss in Brüssel. In dem Vorschlag Deutschlands für die so wichtige Sitzung ist das konkrete Datum für die Einführung strenger Abgastests erst einmal verschwunden. Klaeden & Co. können aufatmen. Bei der finalen Entscheidung im Herbst 2015 kommt die Regierung den Herstellern weit entgegen.

So hatte die Bundesanstalt für Straßenwesen, eine Schwesterbehörde, 2010 und 2011 einen deutlich erhöhten Ausstoß an klimaschädlichem CO² bei mehreren Herstellern gemessen. Das KBA bat die Autokonzerne im Frühjahr 2012 um Stellungnahme. Was der damalige Leiter des KBA-Referats Produktüberwachung dann aber an den Kollegen der Bundesanstalt schrieb, zeigt die Ignoranz: BMW und VW hätten selbst Fahrzeuge stichprobenartig getestet. Zweifel seien danach nicht begründbar.
Die Behörde, die prüfen soll, lässt sich also damit abspeisen, dass die möglichen Delinquenten selbst prüfen? Und akzeptiert das Ergebnis?

Für [die Hersteller] ist die nun gefundene Lösung ein Sieg auf ganzer Linie. Sie brauchen keine teure Hardware, keine teuren Katalysatoren nachzurüsten, die pro Auto samt Einbau bis zu 1500 Euro gekostet hätten. Sie kommen mit einem zweifelhaftem Software-Update aus. Zweifelhaft, weil sich Experten fragen, warum es nicht schon lange eingeführt wurde, wenn es angeblich so einfach ist, die Stickoxide um 25 bis 30 Prozent zu senken. Zweifelhaft, weil es die Fahrzeug- und Motoreigenschaften ändert und sich möglicherweise auch auf Langlebigkeit und Inspektionsintervalle auswirkt.

Zweifelhaft aber vor allem, weil es wohl wenig bringen wird. Das räumt auch Umweltministerin Hendricks, die Gastgeberin des Gipfels, ein: "Mit den Software-Updates können wir eine NOx-Minderung in den Städten erreichen. Die Minderung wird aber klar unter 10 Prozent liegen", sagt sie. Sie reiche aber nicht aus, um Fahrverbote zu verhindern. "Ich bleibe deshalb dabei: Die Autobranche muss nachlegen."

Denn wichtiger als die vergleichsweise niedrigen Kosten ist für die Autobosse das Ziel, Fahrverbote in den Innenstädten zu vermeiden. Besonders diese Diskussion hat die Preise für Dieselfahrzeuge in den vergangenen Monaten um bis zu 25 Prozent fallen lassen.

Dazu kommt, dass sich der zunehmende Vertrauensverlust in den Diesel auch in rückläufigen Zulassungszahlen zeigt. Minus 13 Prozent im Vergleich zum Vorjahresmonat wurden am Mittwoch vermeldet. Für die deutschen Autobauer ist das ein echtes Problem. Sie haben sich gegenüber der EU verpflichtet, den Verbrauch von CO² in den nächsten Jahren erheblich zu senken. Das ist angesichts der schweren Luxuskarossen und SUV, die Daimler, BMW oder Audi produzieren, sowieso schwierig. Ohne stabile Absatzzahlen beim Diesel aber überhaupt nicht zu machen. Denn der Selbstzünder stößt zwar giftige Stickoxide aus, ist aber besser bei den CO²-Werten als vergleichbare Benzinmodelle. Sollten die deutschen Hersteller ihre mit Brüssel vereinbarten CO²-Ziele nicht erreichen, drohen auch dort milliardenschwere Strafen.

Während des Dieselskandals bekam Brüssel zu spüren, wie schwer es ist, sich gegen die Interessen der Vorzeigeindustrie im mächtigsten EU-Mitgliedsland durchzusetzen. Verbraucherschutzkommissarin Věra Jourová nahm VW und dessen Chef Müller mehrfach ins Gebet, das Unternehmen solle die europäischen Kunden besser entschädigen. VW reagierte auf seine Weise und schickte einen Beschwerdebrief an Jean-Claude Juncker. Es gebe keine rechtliche Grundlage für diese Forderung.

Industriekommissarin Elżbieta Bieńkowska versucht, für die Kommission mehr Rechte bei der Kontrolle der Zulassung neuer Autotypen zu erhalten. Sie wollte erreichen, dass die EU-Kommission erstmals per Stichproben prüfen darf, ob die nationalen Kontrollbehörden ihren Aufgaben nachkommen. Zudem soll die EU das Recht erhalten, europaweite Rückrufaktionen auszulösen. Deutschland aber bremste das Vorhaben im Rat immer wieder.

Kommissionschef Jean-Claude Juncker hat längst erkannt, dass der Abgasskandal kein rein deutsches Problem mehr ist, da die Wagen nach ganz Europa exportiert werden. Als Reaktion auf die nicht enden wollenden Enthüllungen im Dieselskandal stellt er seine Behörde nun schlagkräftiger auf. Künftig soll Vizepräsident Jyrki Katainen die verschiedenen Stränge der Dieselaffäre zusammenführen.

Als stärkster Gegner der deutschen Autobauer dürften sich aber nicht die Gerichte oder die Industrie- und Verbraucherschutzkommissare erweisen, sondern eine Frau, die nicht für Nachsicht gegenüber den großen Namen der Industrie berühmt ist – Wettbewerbskommissarin Margrethe Vestager. Die 49-jährige Ökonomin aus Dänemark hat sich mit Google und Gazprom angelegt, Daimler und VW muss sie da nicht fürchten. Firmenbosse, die gewohnt sind, bei der Politik offene Türen vorzufinden, müssen bei ihr monatelang auf einen Termin warten. Lobbyisten empfängt sie überhaupt nicht.

So berichten Teilnehmer, dass Niedersachsens Ministerpräsident Stephan Weil, der auch im Aufsichtsrat von VW sitzt, in letzter Minute versucht habe, die Zahl der Fahrzeuge zu verringern, für die die Autokonzerne Software-Updates durchführen müssen. Vertreter der Autobranche machten sich die Idee natürlich sofort zu eigen. "Wenn Herr Ministerpräsident Weil das sagt", flötete einer, dann platze Verkehrsminister Dobrindt der Kragen. "Es spielt keine Rolle, was der niedersächsische Ministerpräsident sagt, es bleibt bei der Zielgröße 100 Prozent", stellte er klar.

Würden Stoll und seine Partner vor Gericht gewinnen, stünde dem Besitzer eines VW-Golf-Dieselmodells, für den die Kanzlei die Staatshaftungsklage erhoben hat, Schadensersatz durch die Regierung zu. Und allen anderen dann theoretisch auch.
cars  dieselgate  environment 
april 2019 by henningninneh
MEPs' anger at inadequate response to Dieselgate work
In December, the EU court said that a 2016 decision to give carmakers considerable leeway on EU emission targets when their cars are taking a new on-road test, was in fact illegal.

The commission appealed, because it argued that the illegality rested on the chosen form of lawmaking: the so-called comitology method, which has less involvement from the EU parliament than the ordinary decision-making procedure.

Last month, Bienkowska announced to MEPs that she would come with a new bill under the ordinary procedure - but that the effect would be the same, with carmakers being allowed to emit up until 2.1 times the emissions limit until 2020.

The bill would require consent from a majority of MEPs.

"If the commission makes such a proposal, we can only reject it," centre-left French MEP Christine Revault d'Allonnes Bonnefoy said Monday.
dieselgate  cars  comitology 
april 2019 by henningninneh
Only Germany stands in way of crucial Dieselgate fixes | Transport & Environment
The Maltese presidency of the EU will push ahead with the compromise text when ministers meet despite the opposition of the German delegation following the meeting of national representatives on 12 May. Germany submitted last-minute amendments to the draft compromise just two days before the meeting, opposing the handing any national powers to EU level. The delay is due to different stances being taken by Germany’s transport and environment ministries.
type-approval  dieselgate  cars 
february 2019 by henningninneh
Daimler dispute escalates into test of the EU’s single market – POLITICO
A dispute between Germany and the European Commission over the carmaker Daimler’s use of a particular air-conditioning coolant has escalated into a test of the single market, with France banning the registration of new Mercedes cars.

***

Germany has succeeded in blocking renewed discussion over controversial new car emissions limits, despite a promise to MEPs from the Lithuanian environment minister that the subject would be on the agenda of a meeting of member states’ experts yesterday (17 July). In defence of the larger, heavier cars made by many of its companies, Germany is still seeking greater flexibility in the new rules, on which a deal was reached in principle in late June. The issue was not discussed yesterday, and the expected rapid endorsement by member states has consequently been prevented. Any agreement now looks almost certain to be delayed until after the German elections in late September. At present, only Hungary, Slovakia and the Czech Republic support Germany’s objections, and Berlin will need to convince Poland to join its side if it wants to undo the deal.
type-approval  cars 
february 2019 by henningninneh
Sweden checked on-road emissions long before Dieselgate
Since cars driving in Sweden received their certificates in another EU country, the only thing the Swedish agency could do was “ask the German authority nicely to have another look at it”, said a source who asked to remain anonymous.

The Germany Federal Motor Transport Authority (KBA) approves the most cars in all of Europe.

“That is how Europe works,” said the source. “The internal market is sacred: once a car is approved by the KBA, there is nothing left for us to do.”
dieselgate  cars 
january 2019 by henningninneh
EU failed to clean up diesel cars, report says
The findings confirm a statement made by a high European Commission official internally, three months before the Volkswagen Group (VW) cheating was uncovered.

"For the particular aspect of NOx emissions of diesel vehicles the European emission legislation therefore must be considered as an almost complete failure until now," Tomasz Husak, the head of cabinet of industry commissioner Elzbieta Bienkowska, said in a confidential paper EUobserver reported on last year.
cars  environment  dieselgate 
june 2018 by henningninneh
Top 100 European places where Dieselgate 'kills' most
Interest constellation: Germany also most negatively affected by pollution
cars  environment  dieselgate 
june 2018 by henningninneh
Euro 5 and 6 Standards
REGULATION (EC) No 715/2007 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

of 20 June 2007

on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information
cars  enforcement 
may 2018 by henningninneh
New type approval regulation proposal
COM(2016) 31 final

2016/0014(COD)

Proposal for a

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles
cars  enforcement 
may 2018 by henningninneh
Transparency? Let’s first clear the air on Dieselgate – POLITICO
What ought to be embarrassing for the Commission is that it had within its own ranks information that the car industry was cheating the emissions tests. The Joint Research Centre — a department of the Commission that carries out scientific research — accumulated evidence of discrepancies between emissions in the laboratory and in real life. These were euphemistically known as defeat strategies.

For whatever reason — and that ought to be the subject of an internal Commission inquiry — the JRC’s evidence was ignored. Moreover, the arguments of the environment and climate change departments for stricter limits on car emissions were defeated by the departments for enterprise (on behalf of the car industry) and transport. Given what we now know about at least one of the carmakers, the decision to go easy on the car industry is hard to justify, but it is just as important to ask whether it was justified by the evidence available at the time.

Some might seek to explain away past failures by suggesting that Günter Verheugen, the (German) former European commissioner for enterprise, prevailed over Stavros Dimas, the (Greek) former European commissioner for the environment, or that, in the next college, Antonio Tajani (Italian — industry) prevailed over Janez Potočnik (Slovenian — environment) and Connie Hedegaard (Danish — climate change). Such an explanation is tempting because the cast of commissioners has changed, implying that things are different now.

But such an explanation is too simplistic and not just because it ignores the multidimensional nature of the lobbying battle — involving as it did the German government (BMW, Daimler and Volkswagen were likely to lose out from tougher emissions requirements) and the French government, on behalf of the French carmaking groups Renault-Nissan and PSA Peugeot Citroën, plus the European Parliament, where German MEPs figure large in the biggest political groups.

Such an explanation by personality and nationality imagines the lobbying battle over car emissions as some kind of board game, in which the result is the product of interactions between players — who paid whom, who employed whom, who spoke to whom, who voted for what. (Note that the mandatory register for lobbyists is a neat addition to this kind of board game.)

But what such explanations belittle — or even ignore altogether — is the importance of accurately identifying policy goals, and holding on to them. EU policy on car emissions was desperately compromised by confusion over objectives.

The EU was overly fixated on bringing down carbon-dioxide emissions in order to reduce the threat to climate change. That fixation encouraged a shift by the carmakers — and retailers — to diesel-powered cars, helped by a new generation of more fuel-efficient diesel engines. However, the performance of diesel engines was much less satisfactory than petrol engines on NOx emissions and particulates. So, perversely, the Commission’s obsession with carbon emissions triggered a sharp deterioration in air quality in cities.
cars  enforcement 
april 2018 by henningninneh
Dieselgate disappointed car-loving commissioner
But even though the legislative process for that proposal has not even been wrapped up yet, Bienkowska is already thinking it will not be enough.

Last week, in the European Parliament, she announced her position on setting up an EU agency to deal with car approvals is changing.

Over the past two years, several MEPs have proposed such an agency.

"I was very much against it, at the very beginning," said Bienkowska. "Maybe in this case I was wrong."

After the two years she "experienced with both member states and with the industry," she had started to think that it might be right to create an EU body.

The commissioner added that "maybe in this case it is very much needed. I don't know", saying that she is not ready for a yes or no answer on the issue, but that she is "much more open to discussing it than two years ago."

Should diesel
enforcement  cars 
april 2018 by henningninneh
European maladministration helped cause Dieselgate
The committee also concluded that there was maladministration in most member states, apart from the UK, the Netherlands, Germany, France, Denmark and Spain, because they did not actively take part in a working group that prepared the new on-road emissions test.

That group was dominated by car industry representatives.

The draft report said France, Italy and Spain have helped to delay the introduction of the new test.
ep  cars  environment  dieselgate 
march 2018 by henningninneh
MEPs want Volkswagen EU loan fraud report published
The European Parliament has asked the European Investment Bank (EIB) to publish a report about how German carmaker Volkswagen Group (VW) was able to acquire a €400m loan by deceiving the bank.
dieselgate  cars  ep 
march 2018 by henningninneh
Nine years late, UK mulls EU fines for 'defeat devices' in cars
The EU's current car type approval system is based on the practice of mutual recognition: a car company can choose any EU country to do the tests, following which the approval certificate is valid in all EU countries.

Only the national authority which has approved a certain car type, currently has the power to fine emission fraudsters.

In future, the European Commission would also be able to do come after emissions cheaters, if a country is failing to do so.

Ironically, the UK has recently been reprimanded by the commission for not fining Skoda, VW's daughter company which had acquired type approvals in the UK for diesel cars equipped with defeat devices.
dieselgate  mutual_recognition  cars  environment 
march 2018 by henningninneh
Growing proof that EU suspected diesel fraud
"We continue to believe indeed that DG ENTR [directorate-general enterprise and industry] should investigate the regularity (and if confirmed demand corrective action) of certain current practices documented extensively by the JRC and others, e.g. that certain manufacturers deploy emission abatement techniques that are switched off at low temperatures or when the vehicle needs additional power."

According to the letter, it was not the first time Falkenberg had asked for an investigation. But Calleja did not grant his request.

The European Commission has always said since the Volkswagen scandal broke that it had “no indication” that car firms were gaming the system of emissions testing.
cars  commission  dieselgate 
march 2018 by henningninneh
Leaked memo: EU commissioner ignored car emissions warnings
The civil servants proposed to “pressure” the industry DG to introduce stricter provisions.

But the then responsible commissioner, Italian centre-right politician Antonio Tajani, that year had put out a public statement, declaring “a regulatory moratorium to avoid new costs and limit relocations”, in an effort to help the automotive industry survive the economic crisis.

The DG environment civil servants suggested that Tajani should be convinced to “reconsider” his moratorium, since the high emissions “jeopardise the [air quality] policy framework leading to substantial health and environmental impacts”.

The problem could not be solved by the environment DG alone “due to limited means and leverage possible” the document said. The paper suggested “liaising” with other DG's, like the climate change and the health departments.
environment  cars  commission  dieselgate 
march 2018 by henningninneh
Volkswagen: The scandal explained - BBC News
In November, VW said it had found "irregularities" in tests to measure carbon dioxide emissions levels that could affect about 800,000 cars in Europe - including petrol vehicles. However, in December it said that following investigations, it had established that this only affected about 36,000 of the cars it produces each year.
dieselgate  cars 
february 2018 by henningninneh
Lower energy bills promised after EU buildings deal
EU negotiators agreed on Tuesday (19 December) that each member state should set up national plans to make buildings almost carbon neutral by 2050.

The new rules should also lead to lower energy bills, according to Estonia's economic affairs minister Kadri Simson. "Increasing energy-efficiency is a no-brainer: it's one of the cheapest and most effective ways of reducing our energy consumption and contributing to our climate goals," said Simson, whose country chaired the Council of the EU, where national governments meet.

"Considering how much energy is consumed in buildings, getting this element right is crucial," she added.

The European Commission has calculated that the building sector uses around 40 percent of the EU's energy. It estimated that energy savings can be made in 75 percent of buildings, but each year only between 0.4 percent and 1.2 percent of building stock undergoes renovations.

"By renovating and making them smart, we are catching several birds with one stone – the energy bills, people's health, and the environment," said EU commissioner for Energy Union Maros Sefcovic in a statement.

The details of the new EU directive were agreed by representatives of the commission, the council, and the European Parliament, although the final agreed text is not yet made public.

The council and parliament still need to approve the rules in a vote, which will be done in the new year.

As a result, national governments will have to draw up long-term renovation strategies for their building stock.

According to a council press statement the use of smart technologies in buildings is "encouraged", but apparently not made obligatory.

"Buildings would be required to be equipped with automation and control systems by 2025 only when considered technically and economically feasible," the council said.

Parking and charging
The 'energy performance of buildings directive', as the legislation is called, will also introduce some rules requiring additional charging points for electric cars to be built in non-residential buildings.

However, the requirements have been watered down significantly.

The commission had initially proposed that in new non-residential buildings – or old ones undergoing major renovations – with more than ten parking spaces, 10 percent of the parking spaces should have a charging station for electric cars.

The commission introduced this feature to help solve the 'chicken-egg' problem: when there are not enough charging stations, people will be reluctant to buy electric cars, which prevents the large-scale roll-out of charging stations.

Instead, the negotiators agreed that in those buildings, "at least one" charging station is built, if there are more than twenty parking spaces.

In addition, one in every five parking spaces should have the "ducting infrastructure to enable the installation of recharging points for electric vehicles".

These requirements will apply from 2025 onwards.

"I would have preferred to see a more ambitious commitment to e-vehicles charging points for non-residential buildings," said EU climate commissioner Miguel Arias Canete in a statement.

Nevertheless, the commission embraced the compromise as "a step in the right direction".

Centre-left Finnish MEP Miapetra Kumpula-Natri was also involved in the negotiations.

"To bring down transport emissions we need electric cars," she said in a statement.

"With this directive we are building European infrastructure for e-cars in the most cost efficient way."

"I'm glad that the European Parliament obtained that the Member States will have to make sure that the national building stocks become nearly zero energy level by 2050," her Green colleague Florent Marcellesi, a Spanish MEP, told EUobserver in an e-mailed statement.

"The deal includes also policies and actions targeting worst performing buildings which will help to fight energy poverty. These are concrete measures allowing citizens to have a healthier buildings to live in,"said Marcellesi.
environment  climate  energy_efficiency  buildings  cars 
january 2018 by henningninneh
Political deal done on EU oversight of car emissions
The European Commission gained the right to check cars for emissions cheating on Thursday (7 December), more than two years after the beginning of the 'Dieselgate' scandal.

US authorities have also come to a multibillion dollar settlement with Volkswagen which, by contrast, refused to pay any compensation for its cheating in the EU.

The EU countries responsible for approving the cars with illegal software however, have never fined Volkswagen Group (VW) or its subsidiaries.

The commission has started a legal procedure against these countries, including Germany, but since it started one year ago it has only consisted of letters being sent back and forth.

Last month, VW received a €450,000 fine – the highest amount possible – for misleading customers, from the Netherlands Authority for Consumers and Markets.
enforcement  dieselgate  cars 
december 2017 by henningninneh
EU to spend €1.6 million on car emissions tests
The Dieselgate scandal highlighted that national market surveillance of car emissions in Europe was non-existent with a few exceptions.

The idea behind the fund is to help 'third parties' like ICCT to do tests on cars, to "contribute to better oversight on how exhaust standards are performing in practice".

Testing and approving of cars is currently mostly in the hands of the member states.

The commission has proposed a reform which would give it more power, but that file is still under negotiation between parliament and the Council of the EU, representing member states. The council does not want to transfer too much power to the EU level.

Under the current legal framework, the commission is not able to fine car companies.

The commission has also opened so-called infringement proceedings against six EU member states in relation to Dieselgate. This procedure can end up in fines for member states, but can take a long time.
cars  dieselgate 
december 2017 by henningninneh
German lobbyists test EU on car emissions
Sigmar Gabriel, the outgoing centre-left German foreign minister, wrote to Commission head Jean-Claude Juncker urging him to abandon binding quotas for electric cars and the 2025 mandatory target.

"It is … very important to me that we do not stifle the innovation power of the automotive industry by overly tight EU legislation", he said, according to the Reuters news agency.

Matthias Wissmann, the head of the German car industry lobby, the VDA, also phoned Juncker's chief of staff, Martin Selmayr, and Germany's EU commissioner, Gunther Oettinger, in the run-up to Wednesday urging them to dilute the measures, according to German newspaper Suddeutsche Zeitung.

The net result risks being that the 2025 target will be reduced and that threats of sanctions will be removed from the bill, making it "toothless", the Brussels-based green pressure group, Transport & Energy (T&E), said.
cars  environment 
november 2017 by henningninneh
Who’s the world’s leading eco-vandal? It’s Angela Merkel | George Monbiot | Opinion | The Guardian
The EU decision to replace petrol engines with diesel, though driven by German car manufacturers, predates her premiership. It was a classic European fudge, a means of averting systemic change while creating an impression of action, based on the claim (which now turns out to be false) that diesel engines produce less carbon dioxide than petrol. But once she became chancellor, Merkel used every conceivable tactic, fair and foul, to preserve this deadly cop-out.

The worst instance was in 2013, when, after five years of negotiations, other European governments had finally agreed a new fuel economy standard for cars: they would produce an average of no more than 95g of CO2 per km by 2020. Merkel moved in to close the whole thing down.

She is alleged to have threatened the then president of the European council, Irish taoiseach Enda Kenny, with the cancellation of Ireland’s bailout funds. She told the Netherlands and Hungary the German car plants in their countries would be closed. She struck a filthy deal with David Cameron, offering to frustrate European banking regulations if he helped her to block the fuel regulations. Through these brutal strategies, she managed to derail the agreement. The €700,000 donation her party then received from the major shareholders in BMW does not suggest they were unhappy with what she had achieved.
environment  climate  cars 
november 2017 by henningninneh
Angela Merkel 'blocks' EU plan on limiting emissions from new cars | Environment | The Guardian
David Cameron helped Merkel block the plan to limit emissions from new cars sold in 2020, despite his own department of transport being in favour. The plan had been expected to be rubber stamped by national leaders at the quarterly European council meeting on Thursday, but was dropped from the agenda after Merkel telephoned other leaders to lobby them.
cars  environment 
november 2017 by henningninneh
Lead MEP says EU is weeks away from deal on car approvals
In January 2016, the European Commission proposed increased EU oversight in the wake of the Dieselgate emissions cheating scandal.

The national governments however are reluctant to share power over car approvals with the Commission.

According to leaked documents, reported on by this website on Tuesday, the Council aims to water down the Commission's proposal on several fronts.
environment  cars 
november 2017 by henningninneh
French minister turns up heat on EDF over shift to renewables
Since being appointed by Mr Macron in May, Mr Hulot has announced a plan to ban the sale of petrol and diesel cars — with financial incentives for lower-earning families
energy  renewable_energy  cars 
november 2017 by henningninneh
EU Commission taken to court over new emissions tests for vehicles – EURACTIV.com
Environmental group ClientEarth has taken legal action against the European Commission’s new rules for car emissions tests, which will allow manufacturers to keep their emissions control systems secret and, according to the group, could cause another Dieselgate-type scandal.

ClientEarth said on Monday (9 October) it was “seeking legal standing in the Court of Justice of the EU”. A successful challenge would make this the first case ever to be allowed before EU judges by an NGO and would pave the way for more environmental challenges against the EU and its institutions, it said.
cars 
october 2017 by henningninneh
VW diesel repairs could take until 2019
At a monthly average of 200,000, it will take until early 2019 before the European recall campaign is finished.
dieselgate  cars 
october 2017 by henningninneh
European car industry: China's electric quotas 'challenging'
Last week, China's ministry of industry and information technology announced that carmakers that sell over 30,000 vehicles a year must have 10 percent electric vehicles in their fleet, or buy credits.

The quota potentially provides an impetus for European carmakers to incentivise producing electric cars, something which the EU itself does not obligate via any quota regime.
cars  china 
october 2017 by henningninneh
EU urges use of roadside sensors on car emissions
Until the beginning of this month, all official tests were done only in a laboratory, but now cars coming on the road have to pass a Real Driving Emissions (RDE) test.

"We have to move on from the very dumb form of testing that we have at the moment, where we put a specially prepared vehicle into a laboratory," said clean transport campaigner Greg Archer, from the environmentalist organisation Transport & Environment.
cars  emission 
october 2017 by henningninneh
VW has to fix 3.3 million cheating cars in under a month
Volkswagen Group (VW) has removed illegal cheating software from 5.2 million diesel cars in the European Union, a spokesman told EUobserver on Friday (25 August).
A total of 8.5 million cars are affected in the EU, which means that 61.2 percent of cars have now been fixed.

This means there is still a substantial amount of work to be done if VW is to keep its promise made to the European Commission, with 3.3 million cars that still require the update.
In September 2016, the commission announced that the German carmaker would “have all cars repaired by autumn 2017”.

The agreement did not specify whether the deadline expires at the beginning of meteorological autumn (1 September) or astronomical autumn (22 September). The commission did not respond to a request for comment.

It was discovered in September 2015 that Volkswagen Group had installed so-called defeat devices in 11 million diesel cars worldwide.

The devices helped the cars to pass emissions test by making them appear much cleaner than they actually were.

Meanwhile, it is still unclear what long-term effects Volkswagen's “fix” will have on the performance of cars.


Last July, the EU's Joint Research Centre found that one VW vehicle actually became dirtier after the cheating device was removed.
cars  dieselgate 
august 2017 by henningninneh
Commission: clean up diesel cars, or EU agency inevitable
As of 1 September 2017, carmakers will be required to pass a new test, which is conducted on the road, instead of in a laboratory. But according to Bienkowska, the introduction of that test “is not enough”, since cars that are currently on the road have already been approved.

“We have to remove non-compliant cars from the market and circulation as soon as possible,” Bienkowska said.

She also called for “additional voluntary measures of the automotive sector to rapidly reduce NOx emissions of the existing diesel fleet in Europe”.

The commissioner praised Germany, France, and the Netherlands in that regard, and called on other member states to follow their example.

Prosecutors in Germany and France have opened investigations, while the Dutch type approval authority, RDW, has challenged some (but not all) carmakers' use of defeat devices.

“I call for a Europeanisation of these national measures which is not (yet) possible under the current EU type-approval legislation,” Bienkowska said, noting a “harmonised European approach” is needed.

Type approval is mainly a national affair, whereby a car approved in one EU country is automatically approved to be sold in all EU member states.

After the summer, EU lawmakers are expected to negotiate on a commission proposal that would increase the role of the EU executive.

“We need mutual trust between our authorities, otherwise even the new type approval system will not work and the only alternative would be an EU agency; something I did not propose initially, but some still see as a way forward,” said Bienkowska.
single_market  environment  cars  dieselgate  enforcement 
august 2017 by henningninneh
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