§ Mr. Roger KingTo ask the Secretary of State for Transport what initiatives his Department proposes to encourage greater use of diesel-powered cars.
§ Mr. ChopeThere is less tax on diesel fuel than petrol. The greater fuel economy of diesel cars also acts as a considerable incentive to purchasers. The cost of adding catalysts to petrol cars will also reduce or remove their price advantage and provide a further incentive to the purchase of diesel cars.
§ Mr. Roger KingTo ask the Secretary of State for Transport if he will make a statement on the EC agreed standards of emissions of oxides of nitrogen from diesel-powered cars.
§ Mr. ChopeEC directive 91/441/EEC, which takes effect on all new cars sold from 31 December 1992, applies100W a single standard for the combined sum of hydrocarbons —HC—and oxides of nitrogen—NOx. The limit value for HC + NOx applicable to type-approval testing is 0.97g/km, and that for conformity of production testing is 1.13g/km. It does not differentiate between petrol and diesel cars in the application of this standard, except to allow a derogation up to 31 December 1994 for cars fitted with a diesel engine of the direct injection type, which may exceed the limit value by 40 per cent. The directive, which will mean that all new petrol-engined cars will have to be fitted with three-way catalysts, will make a substantial contribution to the Government's objective of improving local air quality.
§ Mr. Roger KingTo ask the Secretary of State for Transport what advice he has received concerning the role of the diesel-powered car in reducing carbon dioxide emissions.
§ Mr. ChopeThe Government have been advised by the motor industry that a shift towards the greater use of diesel cars could offer immediate benefits in terms of carbon dioxide reduction in the order of 15 to 20 per cent. per vehicle. Diesel vehicles will, however, continue to produce higher emissions of particulates and are likely to offer less scope for reductions in NOx emissions than catalyst-equipped petrol cars.