Groupe Renault - 2020 Universal Registration Document

180 GROUPE RENAULT I UNIVERSAL REGISTRATION DOCUMENT 2020 Find out more at group.renault.com 02 OUR ENVIRONMENTAL COMMITMENT GROUPE RENAULT: A COMPANY THAT ACTS RESPONSIBLY Internal governance processes aim to analyze and control discrepancies between the consumption and emissions values certified in the laboratory on a standardized cycle, and values measured during customer use: systematic measurement, for all models in the range, of emissions P under real driving conditions using the “RDE” protocol (a “customer” driving cycle has also been used internally for many years to evaluate the consumption of our vehicles during use by the customer); third parties (government commissions, NGOs, specialist companies such as Emissions Analytics ® in particular) and the emission values certified in the laboratory on a standardized cycle, and cross-checking of this information against feedback gained from customer satisfaction surveys; analysis of differences between the results of these internal P measurements, other measurements of the same type taken by definition by the Group Executive Committee of strict guidelines P and arbitration by this committee of the investments required for the ongoing reduction of pollutant emissions from internal combustion engine vehicles. EMISSION STANDARDS APPLICABLE TO PASSENGER CARS IN THE EUROPEAN UNION Standard and year of introduction (all types) Euro 1 Euro 2 Euro 3 Euro 4 Euro 5 Euro 6b/6c Euro 6d temp Euro 6d % reduction compared to the first limit value 1993 1997 2001 2006 2011 2015/2018 2019 2021 DIESEL Nitrogen oxides (NO x ): limit value/compliance factor (1) - - 500/- 250/- 180/- 80/- 80/2.1 80/1.5 -84% Carbon monoxide (CO) 2,720 1,000 640 500 500 500 500 500 -82% Hydrocarbons and nitrogen oxides (HC + NO x ) 970 900 560 300 230 170 170 170 -82% Particles – by mass (PM) 140 100 50 25 5 4.5 4.5 4.5 -97% Particles – Number (PN): limit value/compliance factor (1) - - - - 6×10 11 /- 6×10 11 /- 6×10 11 /1.5 (3) 6×10 11 /1.5 - GASOLINE Nitrogen oxides (NO x ): limit value/compliance factor (1) - - 150/- 80/- 60/- 60/- 60/2.1 60/1.5 -60% Carbon monoxide (CO) 2,720 2,200 2,200 1,000 1,000 1,000 1,000 1,000 -63% Hydrocarbons (HC) - - 200 100 100 100 100 100 -50% Non-methane hydrocarbons (NMHC) - - - - 68 68 68 68 - Particles – by mass (PM) - - - - 5 4.5 4.5 4.5 - Particles – Number (PN): limit value/compliance factor (1) - - - - - 6×10 12 (2) /- 6×10 11 /1.5 (3) 6×10 11 /1.5 - All values are expressed in mg/km except PN, which is expressed in number of particles per km. Compliance factor: Maximum ratio allowed between emissions measured under real conditions using the RDE protocol, and the emission limit values in the certification (1) cycle. Regulation no. 459/2012 authorizes direct-injection gasoline cars to emit 6×10 12 particles until 2017; from then on, they are limited to 6x10 11 the same as diesel vehicles. (2) Compliance factor applicable from 2018 for particles by number. (3) CONTRIBUTION OF ELECTRIC VEHICLES TO THE IMPROVEMENT OF AIR QUALITY IN URBAN AREAS AIR Electric vehicles form a major strand of the Group’s strategy to combat atmospheric pollution. Once they reach a significant proportion of all vehicles on the road, they will contribute to improving air quality in urban areas because they do not generate emissions during use. In 2012 Renault (1) teamed up with the city authorities in Rome and with Aria Technologies and Arianet, two companies specialized in modeling atmospheric pollution, to quantify the health benefits of electric vehicles in urban areas. Nissan, along with Aria Technologies, also led a similar study in the city of Hong Kong in 2014. These studies, which assessed both the reduction in local emissions due to electric vehicles and the increase in emissions caused by the increase in electricity generation, modeled the impact of a proactive policy to promote electric mobility. In the scenario tested in Rome, electric vehicles represented 20% of all vehicles in city center areas subject to existing traffic restrictions, reflecting political proactiveness to promote clean vehicles (replacing the public fleet with electric vehicles and promoting small electric LCVs for goods delivery to end-customers). The study’s findings showed a clear health benefit from the proactive scenario compared with the base scenario. Concentrations of nitrogen dioxide (NO 2 ) would be reduced by 9% to 25% depending on the season, and up to 45% on major arterial roads, and particle concentrations (PM 10 ) would be reduced by up to 30%. Finally, the number of inhabitants and visitors alike exposed to benzene concentrations higher than 2μg/m 3 (maximum value recommended by France’s High Council for Public Health) in the historic city center would be reduced by nearly 50% in relation to the base scenario. The proactive scenario modeled in Hong Kong assumed that 20% of passenger cars and light commercial vehicles (including light buses) would be electric and 20% of taxis and light buses would be bi-fuel LPG vehicles, all within a downtown area of 1km 2 (Mong Kok neighborhood). This modeling demonstrates that if 20% of vehicles were electric, this fact alone would generate a 46% reduction in winter concentrations of volatile organic compounds and a 25% Excluding consumable parts (1)