Commission staff working document


Overview of preferred options, detailed analysis and comparison with other options



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Overview of preferred options, detailed analysis and comparison with other options


Objective

Preferred policy option(s)

Link to detailed analysis of preferred policy option

Link to detailed comparison of policy options

Simplification of existing EU legislation

Option (2) Repeal current directives and replace with a minimum number of regulations

Annex X

Annex XIV

Environmental measures: new or revised measures for the type-approval of new vehicles

Revised lower emissions limits:
Option (3) motorcycle industry (ACEM) proposal for the short to mid-term and Option (5) Equivalent Euro 5 passenger car limits for the long term

Annex XI Ch. 1.2 Opt. 3

AND


Annex XI Ch. 1.2 Opt. 5


Annex XV, Ch. 1.1

Emission laboratory test cycle:
Option (2) Use of a revised World-wide Motorcycle emissions Testing Cycle (WMTC) for all L-category vehicles

Annex XI, Ch. 1.4

Annex XV, Ch. 1.2

Type-approval requirement for CO2 measurement and fuel consumption determination and reporting:

Option 2: Actual introduction of type-approval requirements for CO2 measurement and fuel consumption determination and reporting.

Annex XI, Ch. 1.5

Annex XV, Ch. 1.3

Environmental measures: New measures to control vehicle emissions over vehicle life.

Evaporative emissions test and limit:
Option (3) Evaporative emissions test and limit ensuring evaporative emission control for L-category vehicles.

Annex XI, Ch. 1.6

Annex XV, Ch. 1.4

Durability requirements:
Option (2) Deterioration reduced to 10 % over useful life and linear extrapolation for higher mileages

Annex XI, Ch. 1.7

Annex XV, Ch. 1.5

In-use conformity (IUC) testing and limits:
Option (1) No change

Annex XI, Ch. 2.1

Annex XV, Ch. 2.1

On-board diagnostic (OBD) systems and access to repair information:
Option (3) Use of best available technology (BAT): minor malfunction monitoring (e.g. circuit integrity check) (OBD stage 1) for all L-category vehicles, no catalyst efficiency of misfire monitoring. Provision of access to repair and maintenance information, as for passenger cars.

Annex XI, Ch. 2.2 Opt. 3

Annex XV, Ch. 2.2

Safety measures

Obligatory fitting of advanced brake systems:
Option (3) Anti-lock brake systems on PTWs with cylinder capacity >125 cm3 and advanced brake systems (combined brake systems and/or anti-lock brake systems) on motorcycles with 50 cm3 < cylinder capacity ≤ 125 cm3; (NB 125 cm3 relates to the performance criteria of PTWs that can be driven with an A1 driving licence)
OR
Option (4) Obligatory fitting of advanced brake systems (combined brake systems and/or anti-lock braking systems) on motorcycles that conform to the performance criteria for the A2 driving licence. Obligatory fitting of anti-lock brake systems on all other L3e motorcycles;

Annex XII Ch. 1.3

OR

Annex XII Ch. 1.4
Annex XVI Ch. 1.3

OR

Annex XVI Ch. 1.4

Anti-tampering measures:
Option (3) New measures on anti-tampering.

Annex XII, Ch. 2.2 Opt.3

Annex XVI, Ch. 2

74kW power limitation for motorcycles:
Option (2) Repeal the option given to Member States to limit power to 74kW;

Annex XII, Ch. 3

Annex XVI, Ch. 3



Improved categorisation of L-category vehicles

Recategorise vehicle types such as electric cycles, motorcycles (L3e), tricycles (L5e) and quadricycles (categories L6e and L7e):
Option (5) Refine vehicle categories by introducing new sub-categories in L1e, L3e, L5e, L6e, and L7e. Add new/revised requirements for these sub-categories.



Annex XIII, Ch. 1

Annex XVII, Ch. 1

Specific requirements for category L7e vehicles:
Option (2) Exclude off-road quads (ATVs) from the Regulation and add new requirements on safety and emissions for on-road quadricycles (on-road quads and mini-cars);

Annex XIII, Ch. 2

Annex XVII, Ch. 2

Specific requirements for gaseous alternative fuels and other non-traditional propulsions:
Option (2) Legislation at EU level through a more refined vehicle categorisation with specific measures for the different vehicles and propulsion technologies.

Annex XIII, Ch. 3

Annex XVII, Ch. 3


Table 30: Summary table of preferred policy options with links to the detailed analysis, including all available quantitative and qualitative elements, and the detailed comparison with other policy options in terms of effectiveness, efficiency and coherence

  1. Monitoring and evaluation

    1. Simplification


See Annex XVIII for the complete list of recommended monitoring and evaluation parameters. These mainly concern the number of amendments and the required time and cost of implementing these changes.

    1. Environmental measures

      1. New or revised environmental measures for the type-approval of new vehicles

        1. Revised lower emissions limits


Four years after first application, the new legal framework should be reviewed to determine whether the assumptions and modelled emissions conform to reality at that point in time. An increase in the number of mass-produced hybrid and electrical vehicles may have a positive impact on local pollutant reduction. In 2016 – 2017 timeframe, the Commission should assess whether the additional promotion of electrified vehicles would effectively address the disproportionately high emissions from L-category vehicles equipped with combustion engines. In addition, it should assess the need to include off-cycle emission provisions in 2020 for vehicles equipped with traditional propulsion technology. The long-term preferred option 5 will initially be between braces, and further monitoring and evaluation by both the Member States and the Commission will be required in the period up to 2016, during which option 3 will be in force.

        1. Use of a revised World-wide Motorcycle emissions Testing Cycle (WMTC) for all L-category vehicle categories


No specific monitoring and evaluation are deemed necessary, other than a comparison of actual pollutant emissions vs. predicted average emissions based on test cycle measurements. The same applies to real-world fuel consumption and the value determined in the test cycle. For mopeds, a WMTC-based test cycle does not yet exist. A study will be started in 2011 and an initiative will be launched by the Commission within UNECE in the informal group for WMTC development in order to extend the scope of the WMTC to mopeds, so that the type-approval emission test better reflects real-world driving conditions.



Figure 8: WMTC-based moped test cycle proposal (bottom) to replace the conventional R47 moped test cycle (top)

        1. Type-approval requirements for CO2 measurement and fuel consumption determination and reporting


For this policy option as well, real-world fuel consumption and CO2 emissions should be monitored by both the Member States and the Commission and should be compared to the modelled results, which are based on the measurements obtained in the test cycle. For example, three years after the introduction of a future energy efficiency labelling system consumers should be asked if this additional, standardised information has substantially influenced their purchasing decisions towards more fuel-efficient vehicles.

        1. Evaporative emissions test and limit


Actual and modelled HC emissions must be compared by the Member States and the Commission, e.g. in 2016 – 2017 timeframe, in order to judge if cost-effectiveness is as good as anticipated. Manufacturers should be asked to present the actual costs compared with the anticipated costs as presented in the various Motor Cycle Working Group meetings.

        1. Durability testing of anti-pollution devices and aged vehicles


The Member States and the Commission should run a stand-alone durability test programme and have a statistically relevant sample of aged vehicles from the field, with a known maintenance history, by 2016. The actual test results of these vehicles should be compared with aged emission results from type-approval demonstration testing. This will indicate if the accelerated-ageing methods used to demonstrate aged vehicle emissions are effective and if there is a need to increase the durability mileage requirement as suggested by option 3.

      1. New measures to control vehicle emissions over vehicle life

        1. In-use conformity (IUC) testing and limits


In the 2016 – 2017 timeframe, this policy option should be reassessed by Member States and the Commission in the environmental assessment study to see if it should remain discarded or if the conditions or assumptions have changed to allow it to be reconsidered. Experience gained with e.g. passenger-car IUC may provide a better evidence base than available today.

        1. On-board diagnostic (OBD) systems and access to repair information


In the 2016 – 2017 timeframe an environmental impact study should be conducted by the Commission with input from the Member States to assess the success of this option. The environmental advantages should be more accurately quantified and independent repairers should be asked if their current competitive disadvantage has changed for the better.


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