How to get out of the ZFI stagnation? This is the question that an informative report presented on Wednesday June 14 by Senator Philippe Tabarot tries to answer.
A document that at the same time recognizes the need to establish these “low emission zones” in order to reduce pollution linked to road traffic in large cities, the cause of many deaths each year. But also of a confused policy to reach the ultimate goal deployed by the EPZs: to exclude from circulation the most polluting vehicles in large French cities, with the main risks of aggravating social and territorial inequalities, simply depriving some French of their modes. main trip without an attractive alternative.
A time to check
Among the proposals in the report, review the schedule for the creation of ZFI. The metropolis of Greater Paris is a good example, with already two Crit’Air cartoons banned from circulating on weekdays from 8 a.m. to 8 p.m., but without any real communication and, above all, verbalizations set in motion.
And the next planned sticker, the Crit’Air 3 (diesel before 2011 and gasoline before 2006), is constantly being postponed: of a ban initially planned for 2022, there has recently been talk of late 2024 or early 2025.
For Senator Philippe Tabarot, it is simply not sustainable to show such calendars without being able to put them into practice:
“In the 3rd arrondissement of Marseille, for example, banning Crit’Air 3, 4 and 5 would be equivalent to banning 52% of the vehicles,” he gave as an example during a press conference.
Therefore, the idea would be to propose a more realistic calendar, which really allows the car fleet to adapt:
“The schedule for the entry into force of the different stages of the traffic restriction scheme provided for by the ‘Climate and Resilience’ law seems difficult to meet in view of the vehicle fleet that will be renewed: by 2025, the ban on vehicle classes Crit’air 3 would require the replacement of almost 13 million cars, 2.5 million light commercial vehicles (VUL) and more than 230,000 heavy vehicles (PL) of the national fleet”, underlines the Senate report.
Alors que les Crit’Air 3 devaient être interdits de circuler dès 2025 dans la quarantiné d’agglomérations concernées, le rapport suggeste de repousser cette échéance à 2030, tout en laissant la possibilité aux métropoles qui s’estimated suffisamment en advance de les interdire avan you this date.
more specific help
Another proposal of the report, promote the conversion of the existing vehicle fleet.
To achieve this, he recommends reinforcing the green bonus for used vehicles and allowing professionals to use this system. This bonus is currently 1000 euros, but it clashes with the still very limited offer of 100% electric used cars.
Low-income households could also access additional specific aid, potentially open to Crit’Air 1 vehicles (petrol and hybrids registered since 2011), with tools such as zero-rate loans or “social leasing” at 100 euros per month.
The idea would also be to be able to provide assistance for changing vehicles to households that reside outside the ZFIs, but who go there to work.
The report also proposes as additional support the retrofit, the replacement of a heat engine by an electric one, for individuals and professionals. The latter do not have access to the aid that accompanies this new practice, although it would be relevant for utility vehicles and heavy machinery.
An eco-label to encourage vehicle maintenance
Finally, Why not let older, but well-maintained vehicles circulate in export processing zones?, and therefore pollute less than others? This is the solution proposed by the company Spheretech, a specialist in automotive gas analysis and which highlights a “health-motor” sticker, instead of an “age sticker”, the current Crit’air stickers.
“A 2010 Euro 4 (Crit’air 3) can pollute less than a slightly younger, poorly maintained, Euro 5 (Crit’air 2) standard vehicle,” explained David Deregnecourt, Spheretech guest director of On the Road to Tomorrow last May. .
This anti-pollution test could be carried out within the framework of the technical control, with an analysis of 5 gases that allows a control of the engine’s health. If a single level of nitrogen oxide (NOx) is exceeded, for example, eco-maintenance services will be offered, with cleaning of the engine or certain elements such as injectors.
If the test is positive, with an engine at maximum performance, the vehicle could obtain an “ecopass” that would act as an exception to drive in an ZPE that would have already prohibited the circulation of this same vehicle with the Crit’Air sticker.
Main interest of this solution: to create a real control of the pollution level of the existing rolling stock, while the “anti-pollution” part of the technical control is currently still too limited to carry out a real verification of the condition of the engine. In this way, it would allow truly virtuous vehicles to circulate in ZFE and not only according to a criterion of age of entry into circulation.
In addition, this would allow the development of eco-maintenance: better monitoring of the vehicle’s health, which can help to avoid costly breakdowns in terms of repair costs. And to avoid necessarily having to change cars, scrap the old one.
The senator’s report thus underlines “the advantage of this device that allows motorists who own a vehicle with a combustion engine and who cannot change vehicles to be better considered individually” and recommends developing this concept of “derogatory label” in the form of ecopass or eco-label of maintenance.
Source: BFM TV
