The much mooted Euro 7 exhaust emissions standard was a hot topic at the 2016 IAA commercial motor show in Hanover. Junction Media’s Peter Shakespeare was invited to the show by MAN Truck & Bus and was on a mission to investigate the implications of the EU’s next pollution busting move.
Before I continue I must point out that no standard has been set for the EU’s next step in terms of vehicle emissions (Euro 7), but it has made it quite clear that reducing fuel consumption – by definition CO2 emissions – is a principle aim. There have been CO2 emission ratings for cars for some time, but achieving the same thing for buses, coaches and heavy goods vehicles is an entirely different and more complex challenge.
Thanks to the US achieving tighter controls on exhaust emissions that cause acid rain and breathing difficulties – NOx and Particulate Matter (soot) – it is likely that further reductions will be a requirement of Euro 7, but they will be minuscule compared with those achieved from Euro 3 to 6.
CO2 is the number one target and for the last two years the EU’s Directorate General for Climate Action (DG CLIMA) has lead a project to develop a way of rating and certifying commercial vehicles for CO2 emissions in the same way that is in place for cars and vans. The European Automobile Manufacturer’s Association (ACEA), the commercial vehicle OEMs, leading universities and component manufacturers have provided the major input to develop what is a massively complex computer simulation tool called VECTO (Vehicle Energy consumption Calculation Tool).
VECTO effectively takes seven classes of trucks and four classes of heavy passenger carrying vehicles and takes certified data provided by the vehicle manufacturers on each type and sub type to calculate fuel consumption results for a complete vehicle of truck and trailer combination accounting for its possible applications. The calculations are based on the work done principle – either per volume kilometer of transported goods or per tonne kilometer. It then provides the vehicle specific CO2 figure that applies to each truck model and its combinations and applications. While the EU is aiming for standards and certification to be in place by 2018, industry insiders tell me this will more likely be achieved by 2020. While this (VECTO) is not Euro 7 the result of the project is likely to heavily influence the new emissions standard.
Of course any standard means legislation and following HMG’s recent announcement that it will largely follow EU policy and law, adapting it to suit the UK post BREXIT, whatever the impact on the owners and operators of commercial vehicles will be, it is likely it will be felt here. And from my research, that looks like additional cost in terms of vehicle purchase prices and the cost of compliance.
My more detailed analysis of the implications will be published in the commercial vehicle trade press later this month.
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