亚洲伊人成综合网_亚洲 欧美 国产 日韩 精品_人妻精品久久久久中文字幕_中文无码AV在线亚洲电影_久久久一本精品99久久精品66直播_五月丁香六月综合缴情在线_日本无码视频在线观看_日韩AV中文无码影院_久久亚洲AV无码精品色午夜麻豆_狠狠躁夜夜躁人人爽天天5,97国产精品视频观看,色悠久久久久综合欧美99,免费无码又色又爽又黄的视频软件

????
?
?
當(dāng)前位置: 首頁(yè) ? 全球資訊 ? 行業(yè)資訊 ? 正文

大眾丑聞之后 歐美排放檢測(cè)還靠得住嗎

Emission Test Standard in Europe and America Still Reliable After Volkswagen Scandal?

放大字體??縮小字體 ??瀏覽次數(shù):1336
核心提示:在美國(guó),汽車制造商自己進(jìn)行排放測(cè)試,,然后把結(jié)果提交給政府,。在歐洲,,汽車制造商挑選由誰(shuí)在哪里進(jìn)行測(cè)試,。這兩種監(jiān)管機(jī)制被視為全球最佳標(biāo)準(zhǔn),。 在大眾汽車(Volkswagen)爆出柴油車排放作弊丑聞,,其首席執(zhí)行官辭職之后,,本周出現(xiàn)了一些疑問(wèn)的聲音:讓汽車制造商在空氣污染標(biāo)準(zhǔn)的執(zhí)行上發(fā)揮這么大的作用,,是否明智?

在美國(guó),,汽車制造商自己進(jìn)行排放測(cè)試,,然后把結(jié)果提交給政府。在歐洲,,汽車制造商挑選由誰(shuí)在哪里進(jìn)行測(cè)試,。這兩種監(jiān)管機(jī)制被視為全球最佳標(biāo)準(zhǔn)。

在大眾汽車(Volkswagen)爆出柴油車排放作弊丑聞,,其首席執(zhí)行官辭職之后,,本周出現(xiàn)了一些疑問(wèn)的聲音:讓汽車制造商在空氣污染標(biāo)準(zhǔn)的執(zhí)行上發(fā)揮這么大的作用,是否明智,?

歐洲一些國(guó)家的監(jiān)管機(jī)構(gòu)已經(jīng)在開展調(diào)查,,美國(guó)檢察長(zhǎng)們也加入聯(lián)邦調(diào)查的行列,而從韓國(guó)到巴西的很多市場(chǎng)出現(xiàn)了對(duì)大眾和柴油車的廣泛批評(píng),。

大眾汽車已經(jīng)承認(rèn),,公司在1100萬(wàn)輛汽車上安裝了軟件,以提供有關(guān)排放的虛假結(jié)果,,目前還不清楚,,它是否在所有銷售大眾汽車的國(guó)家都使用了這種軟件。但這起丑聞的廣泛影響可能最終會(huì)給這個(gè)行業(yè)帶來(lái)變化,;汽車業(yè)自從受到監(jiān)管的那一天起,,作弊事件就陳出不窮。

雖然美國(guó)汽車制造商獲許自己進(jìn)行車輛測(cè)試,,但美國(guó)國(guó)家環(huán)境保護(hù)局(Environmental Protection Agency,,簡(jiǎn)稱EPA)也會(huì)進(jìn)行抽查,而絕大部分執(zhí)法行動(dòng)是由美國(guó)監(jiān)管機(jī)構(gòu)開展的,。

相比之下,,歐盟的汽車制造商可以在任何一個(gè)成員國(guó)測(cè)試新車型,也可以聘請(qǐng)私人公司進(jìn)行測(cè)試,;對(duì)于這些私人公司來(lái)說(shuō),,汽車制造商就是客戶。歐盟成員國(guó)擁有監(jiān)管管轄權(quán),,執(zhí)法行動(dòng)非常不足,。

歐洲汽車制造商常用的一家測(cè)試公司是西班牙的Applus Idiada,。其客戶包括大眾汽車和其他一些大牌汽車制造商,但除大眾之外,,沒(méi)有哪家公司卷入當(dāng)前的丑聞,。

但一些維權(quán)者認(rèn)為,這些公司使用的策略突顯了歐洲機(jī)制的缺陷,。 Applus Idiada在一份宣傳資料中稱自己能夠“優(yōu)化發(fā)動(dòng)機(jī)行為,,以滿足排放和FE目標(biāo)”—— FE指燃油經(jīng)濟(jì)性。該公司在其他宣傳資料中也使用了類似語(yǔ)言,。

對(duì)于汽車制造商客戶來(lái)說(shuō),,這意味著什么呢?

“他們會(huì)找到辦法,,使用靈活的測(cè)試方法,,人為地降低測(cè)試結(jié)果,”格雷格·阿徹(Greg Archer)在接受采訪時(shí)說(shuō),。阿徹是英國(guó)可再生燃料監(jiān)管機(jī)構(gòu)的前總監(jiān),,現(xiàn)在在權(quán)益團(tuán)體“交通運(yùn)輸和環(huán)境“(Transport and Environment)工作。這個(gè)總部設(shè)在布魯塞爾的組織進(jìn)行了自己的測(cè)試,。

這種制度的安排存在其固有問(wèn)題,,阿徹說(shuō)。

“汽車制造商在歐洲各地的測(cè)試機(jī)構(gòu)中‘選購(gòu)’最劃算的服務(wù),,并直接為這種服務(wù)買單,,”他近日在關(guān)于大眾丑聞的一份聲明中說(shuō)。“負(fù)責(zé)測(cè)試的工程師能不能保住飯碗,,最終取決于和汽車制造商簽訂的下一份合同,。”

該公司沒(méi)有當(dāng)即予以置評(píng)。

就像債券發(fā)行人長(zhǎng)期以來(lái)“選購(gòu)”可以給予他們最高信用評(píng)級(jí)的信用評(píng)級(jí)機(jī)構(gòu)一樣,,汽車制造商同樣也會(huì)“選購(gòu)”比較寬松的測(cè)試公司的服務(wù),。那些基于抵押貸款價(jià)格的復(fù)雜金融工具獲得了過(guò)分高的評(píng)級(jí),被廣泛指責(zé)為引爆全球金融危機(jī)的原因之一,。

大眾汽車公司的競(jìng)爭(zhēng)對(duì)手對(duì)排放作弊丑聞做出了明確回應(yīng):我們不這樣,。“沒(méi)有證據(jù)表明,這是整個(gè)行業(yè)的問(wèn)題,,”歐洲汽車制造商協(xié)會(huì)(European Automobile Manufacturers’ Association)本周三在一份聲明中表示:“對(duì)于影響個(gè)別公司的問(wèn)題,,我們不予置評(píng)。”

本周三,,歐洲議會(huì)(European Parliament)的議員深入辯論了丑聞的影響,,有幾方的成員主張由歐盟政府而不是成員國(guó)自己發(fā)揮更大的監(jiān)管和監(jiān)督作用,。

“當(dāng)然,,這會(huì)是與成員國(guó)之間的一場(chǎng)大爭(zhēng)斗,,”荷蘭綠黨成員、歐洲議會(huì)環(huán)境,、公共衛(wèi)生和食品安全(Environmental, Public Health and Food Safety)委員會(huì)成員巴斯·??撕捞?baseickhout)說(shuō)。

他說(shuō),,他希望歐盟的行政機(jī)構(gòu)歐盟委員會(huì)(European Commission)能迅速讓新的排放測(cè)試計(jì)劃生效,;該計(jì)劃要求在獨(dú)立實(shí)驗(yàn)室進(jìn)行測(cè)試。他希望委員會(huì)的官員迅速確定大眾汽車是否用軟件來(lái)逃避歐洲的測(cè)試,;大眾汽車尚未披露相關(guān)情況,。

他說(shuō),一些議員還哀嘆歐洲的執(zhí)法落后了,,要讓美國(guó)監(jiān)管機(jī)構(gòu)去應(yīng)對(duì)這些問(wèn)題,。

“我們善于談?wù)摗C绹?guó)善于行動(dòng),,”他說(shuō),,“這個(gè)總結(jié)有點(diǎn)讓人難受。”

在美國(guó),,各地的檢察長(zhǎng)開啟了調(diào)查行動(dòng),。汽車安全中心(Center for Auto Safety)的安全氣候活動(dòng)主管丹·貝克爾(Dan Becker)表示,美國(guó)需要重新考慮如何進(jìn)行排放測(cè)試,。獨(dú)立測(cè)試顯示,,實(shí)驗(yàn)室和現(xiàn)實(shí)世界測(cè)試結(jié)果之間的差距正在拉大,已經(jīng)引起了一些人的懷疑,。

“汽車制造商已經(jīng)證明了他們不值得信賴,,”貝克爾說(shuō)。“政府必須對(duì)測(cè)試機(jī)制進(jìn)行全面修改,,讓獨(dú)立機(jī)構(gòu)來(lái)確保路上的汽車污染更少,,更加安全。”

德國(guó)汽車制造商正在努力為柴油車開辟更多的出口市場(chǎng),,這起新丑聞可能會(huì)讓他們的努力付諸東流,。多年來(lái),大眾汽車一直在試圖獲得一些政府的許可,,以便在歐洲以外的地方銷售柴油車,,現(xiàn)在要實(shí)現(xiàn)這個(gè)目標(biāo)似乎變得特別困難。

在中國(guó),,官方幾乎沒(méi)有對(duì)大眾汽車丑聞做出回應(yīng),。中國(guó)官方通訊社新華社簡(jiǎn)短地提到此事,主要是報(bào)道韓國(guó)將調(diào)查大眾的三種車型,。但中國(guó)監(jiān)管機(jī)構(gòu)可能在無(wú)意中讓大眾汽車免于陷入更大的麻煩,。

中國(guó)對(duì)于柴油車僅僅采用了歐4排放標(biāo)準(zhǔn),,但政府官員行使了相當(dāng)大的監(jiān)管自由裁量權(quán),阻止了柴油車在中國(guó)的大規(guī)模生產(chǎn),。關(guān)于這項(xiàng)政策,,大眾汽車進(jìn)行了多年的游說(shuō),但都不成功,,公司每年在中國(guó)銷售的柴油車不到1000輛,,而且全部是進(jìn)口的。大眾在中國(guó)的年銷量約300萬(wàn)輛,,幾乎全都是汽油動(dòng)力車,。

但是中國(guó)網(wǎng)民對(duì)此事的議論相當(dāng)多,而且對(duì)該公司看法幾乎都是負(fù)面的,。

“作為世界知名企業(yè),,作為行業(yè)前二,好好做好汽車本身,,好好做些實(shí)事,,真的那么難嗎?”知乎網(wǎng)站的鐘小逸問(wèn)道,。

很多評(píng)論者對(duì)中國(guó)的監(jiān)管狀況發(fā)出了感概,,一名微博用戶寫道:“他們肯定是把本應(yīng)出口到中國(guó)的汽車出口到了美國(guó)。”(中國(guó)進(jìn)出口網(wǎng)

In the United States, automakers conduct their own emissions tests and submit the results to the government. In Europe, automakers pick who conducts the tests and wher they are done. And these two regulatory systems are considered the world’s gold standards.

Questions about the wisdom of allowing automakers so much sway in how air pollution standards are enforced grew this week after the resignation of Volkswagen’s chief executive, following the company’s diesel emissions cheating scandal.

Regulators in several European countries have opened investigations, attorneys general in the United States have joined federal inquiries, and there has been broader criticism of Volkswagen, and diesels, in markets from South Korea to Brazil.

Volkswagen has admitted installing software in 11 million vehicles that was used to provide false results about emissions, though it was not clear if it was used in all countries wher the cars were sold. But the breadth of the scandal could finally threaten to bring change to an industry with a record of cheating since cars were first regulated.

While United States automakers are allowed to test their own cars, the Environmental Protection Agency does its own random checking, and the vast majority of enforcement actions are undertaken by American regulators.

In the European unio, by contrast, automakers can get new car models tested in any member state and can hire private companies, which regard them as clients, to conduct the testing. Member states have regulatory jurisdiction, and enforcement is scant.

One of the testing firms used by automakers in Europe is Applus Idiada of Spain, which has counted the major automakers, including Volkswagen, among its clients, though no company beyond Volkswagen has been implicated in the current scandal.

But advocates say tactics used by such companies highlight flaws in the European system. Applus Idiada markets itself as being able to provide “optimization of engine behavior to fulfill emissions and F.E. targets” — F.E. refers to fuel economy — in one of its publications, and uses similar language in others.

What does that mean for automaker clients?

“They will find ways to artificially lower the test results using flexibilities in the testing methods,” Greg Archer, a former director at Britain’s renewable-fuels regulator who now works at Transport and Environment, a Brussels-based advocacy group that has done its own testing, said in an interview.

The way the system is set up creates inherent problems, Mr. Archer added.

“Carmakers ‘shop’ for the best deal from agencies across Europe and directly pay for their services,” he said in a recent statement on the Volkswagen scandal. “The job of the engineer overseeing the test is ultimately dependent on the next contract from the carmaker.”

The company did not have an immediate comment.

Automakers have the same incentive to shop around for lenient testing companies that bond issuers have long had to shop around for the credit rating agency that would give them the highest credit rating. Overgenerous ratings of complex financial instruments based on mortgage prices were widely blamed as helping to set off the global financial crisis.

Volkswagen’s rivals have had a clear response to the emissions cheating scandal: not us. “There is no evidence that this is an industrywide issue,” the European Automobile Manufacturers’ Association said in a statement on Wednesday, adding, “We cannot comment on an issue affecting one individual company.”

Lawmakers in the European Parliament on Wednesday debated the implications of the scandal at length, with members in several parties advocating a greater regulatory and oversight role for the European government, instead of the member states.

“Of course that will be a big fight with the member states,” said baseickhout, a Dutch Green Party member who sits on the Parliament’s committee on Environmental, Public Health and Food Safety.

He said he wanted the European Commission, the government’s executive branch, to move quickly on plans to put new emissions testing into effect that will take place at independent laboratories. And he wanted commission officials to quickly determine if the Volkswagen software was used to evade European tests, something that has still not been disclosed by Volkswagen.

He said some lawmakers also lamented that Europe lagged on enforcement, leaving American regulators to take on such cases.

“We are better in talking. The U.S. is better in acting,” he said, adding, “That’s a bit of a painful conclusion.”

In the United States, as attorneys general across the country opened investigations, Dan Becker, director of the safe climate campaign at the Center for Auto Safety, said the country also needed to rethink how emissions were tested. Independent testing has shown a widening gap between results in laboratories and the real world, raising suspicion.

“The automakers have proven that they’re not trustworthy,” Mr. Becker said. “The government has to overhaul the testing to make sure that independent parties ensure that the cars that are put on the road pollute less and are safe.”

The new scandal could also crush the efforts of German automakers to open more export markets to diesel. Volkswagen had struggled for many years to win governments’ permission to sell diesel cars outside Europe, and that goal now seems especially challenged.

In China, there has been little official response to the Volkswagen revelations. Xinhua, the official Chinese news agency, made a terse mention, referring to reports that South Korea would investigate three Volkswagen models. But Chinese regulators may have unintentionally saved Volkswagen from bigger problems.

Although China only uses Euro 4 emissions standards for diesel cars, government officials have exercised their considerable regulatory discretion to discourage mass production within China of diesel engines for cars. Volkswagen has lobbied unsuccessfully for years against that policy, and sells fewer than 1,000 diesels a year in China, all imported, out of overall annual sales of about 3 million cars, virtually all of them gasoline-powered.

But there was much chatter online in China, with little positive for the company's image.

“I just want to ask, as a world famous corporation that ranks the second in the industry,” wrote Zhong Xiaoyi on the website Zhihu, “why is it so difficult for you to manufacture good cars, to do something good?”

Many commenters lamented the state of Chinese regulation, with a Weibo user writing: “They must have sold cars that should have been exported to China to the U.S.”

?

如果您認(rèn)為此信息侵犯了您的合法權(quán)益,,請(qǐng)您將相關(guān)資質(zhì)證明和您的權(quán)利要求發(fā)送至 [email protected] , 中國(guó)進(jìn)出口網(wǎng)工作人員會(huì)盡快回復(fù)處理,!本網(wǎng)轉(zhuǎn)載目的在于傳遞更多信息,,并不代表本網(wǎng)贊同其觀點(diǎn)和對(duì)其真實(shí)性負(fù)責(zé)。如轉(zhuǎn)載本站資訊,,請(qǐng)注明出處,。

?
[ 全球資訊搜索 ]? [ 加入收藏 ]? [ 告訴好友 ]? [ 打印本文 ]? [ 違規(guī)舉報(bào) ]? [ 關(guān)閉窗口 ]

?

?
推薦圖文
推薦全球資訊
點(diǎn)擊排行
?
網(wǎng)站首頁(yè) | 免責(zé)聲明 | 付款方式 | 關(guān)于我們 | 聯(lián)系方式 | 使用協(xié)議 | 版權(quán)隱私 | 網(wǎng)站地圖 | 排名推廣 | 網(wǎng)站留言 | RSS訂閱 | 豫B2-20030028-28
HomeSite | Payment | About Us | Contact | Agreement | Copyright | Sitemap | Spread | Guestbook | RSS Feed
?