20年前，欧洲人原本都是开汽油车，市占率超过90%以上，但後来柴油车却越来越多。 近20年来，柴油车在欧洲崛起盛行，造成严重的NOx空气污染，连带使得欧洲每年 都有非常多人死於NOx污染造成的疾病。 英国政府的研究显示，英国每年有23,500人死於NOx空气污染*。 法国环境部长贺雅尔女士在接受国会议员质询时，也坦承法国每年有2~4万人死於NOx 空气污染**。 (注*: 英国政府研究数据 The Department for Environment, Food and Rural Affairs (Defra) estimated that the effects of NO2 on mortality are equivalent to 23,500 deaths annually in the UK. https://is.gd/pdDPGN ) (注**: 法国纪录片: 窒息的城市 Unbreathable: Cities on the Verge of Asphyxiation https://is.gd/lkA0Qy ) (图) 英国伦敦的天空一片朦胧，肇因是NOx氮氧化物空气污染严重。 http://i.imgur.com/B109pqt.jpg (图) 2000~2014年，英国柴油车、汽油车销售量走势图，含新能源车(电动车、氢能车) http://i.imgur.com/IKyQVjG.jpg (数量单位是百万辆) 以下是柴油车在欧洲是崛起的过程及幕後原因。 [英国卫报] 柴油车在欧洲的崛起: 对民众健康与空气污染所造成的冲击 The rise of diesel in Europe: the impact on health and pollution https://is.gd/axn91a 欧盟推行柴油车，表面上是为了节能减碳，但事实上是德国车厂在幕後游说运作， 欧盟才会推行柴油车的，那些车厂才是柴油车贻害欧洲民众健康的始作俑者， 因为当时日本车厂押宝油电车，柴油车政策有利於德国车厂的市占率。 ◇德国车厂游说欧盟，错误政策贻害台湾 直到1990年代中期以前，欧洲的柴油车原本只是少数，市占率低於10%， 仅限於某些利基市场需求。 Diesel was a niche market in Europe until the mid-1990s, making up less than 10% of the car fleet. 但在1997年，有许多国家签署「京都议定书」，大部份的富裕国家必须在15年内减碳8% 。 Following the signing of the Kyoto protocol climate change agreement in 1997 , most rich countries were legally obliged to reduce CO2 emissions by an average of 8% over 15 years. 当初1997年，就是因为德国福斯、宾士、BMW积极游说，欧盟才会鼓励使用柴油的。 当年德国汽车业者声称，柴油是便宜又快速的减碳妙招。 在1997年，当时为了因应京都议定书，日本和美国车厂就押宝研发油电车和电动车， 因此德国车厂就去推动柴油车政策。 (评: 车厂不顾民众健康，种下空污恶果。) Japanese and American car makers backed research into hybrid and electric cars, but the European commission was lobbied strongly by big German car makers BMW, Volkswagen and Daimler, to incentivise diesel. A switch to diesel was said by the industry to be a cheap and fast way to reduce the carbon emissions that drive climate change. ◇政府补贴，柴油车成欧洲主流 之後在1998年，在欧盟执委会交通运输委员Neil Kinnock的力挺之下， 所有欧洲车厂都签署「EC 1998欧洲汽车协会协议书」(EC 1998 ACEA agreement)， 各大车厂必须在10年内减少碳排放量多达「25%」。 伦敦空气品质协会(Clean Air London)总监Simon Birkett指出， 「这份协议简直就是叫欧洲车厂全都改用柴油引擎，欧洲车从原本几乎都是汽油车， 转变成大部份都是柴油车了。 英国、德国、法国和义大利政府都有提供政策奖励和补助，鼓励民众购买柴油车。」 於是众家欧洲车厂也跟着增加柴油引擎的产量。 The subsequent EC 1998 Acea agreement with all European car makers was backed by then EU transport commissioner Neil Kinnock and UK environment secretary John Prescott. It committed passenger car-makers to reduce CO2 emissions by 25% over 10 years. "It was practically an order to switch to diesel. The European car fleet was transformed from being almost entirely petrol to predominantly diesel. Britain, along with Germany, France and Italy, offered subsidies and sweeteners to persuade car makers and the public to buy diesel," said Simon Birkett, director of the Clean Air London group. The European auto industry ramped up diesel engine production 在欧盟的压力下，欧洲各国政府一直去压低柴油价格，让柴油比汽油便宜。 在英国，汽车税金的高低和CO2排放量有关，成功地鼓励民众购买柴油车。 Under EU pressure, governments kept the diesel price below that of petrol. In the UK, the amount motorists paid in vehicle excise duty was linked to cars' CO2 emissions, effectively incentivising people to buy diesels. 但是在「降低CO2排放量」和「民众健康问题」两者之间的取舍， 当年英国却没有针对这项议题去进行广泛讨论。 But the trade-off between reducing climate emissions and increasing health problems was not widely debated, say civil servants and politicians. ◇排气测试规范太过宽松 车厂能轻易造假 英国伦敦大学国王学院教授，也是前英国政府「空气品质科学(顾问)小组」的大头目 Martin Williams说： 「当时柴油车看起来是个好东西，因为它CO2排放量较低，所以我们奖励民众去买柴油车 」 「车辆废气排放的测试程序根本不够严格， 这些测试程序是联合国的「车辆监管规范协调世界论坛」所设计出来的(World Forum for Harmonisation of Vehicle Regulations)，而这个论坛却是由汽车产业人士来主导。」 「更有甚者，某些汽车业者也很容易透过校准汽车电脑，让它能够辨认出排放测试程序 ，并在测试时刻意降低污染排放量。」 "Diesel was seen as a good thing because it produces less CO2, so we gave people incentives to buy diesel cars,” said Martin Williams, professor of air quality research at King’s College London since 2010, and former head of the government's air quality science unit. "The [emission] tests were simply not stringent enough. They were devised by a UN committee based in Geneva called the World Forum for Harmonisation of Vehicle Regulations, which was dominated by people from the car industry. "What's more, it was easy for some manufacturers to calibrate cars' computers to spot when the car was being tested and reduce emissions until the test was over," ==== 福斯柴油风暴後，欧洲车厂逐渐开始转向，着眼48V微型油电、油电混合、新能源电动车 未来在欧洲，柴油车的市占率应该会慢慢减少。 Volvo不看好柴油在2020年後的发展，他们未来会选择油电混合和电动车。 雷诺打算要在B,C级距放弃柴油车。 下一代VW Golf也不会出柴油车了，改以48V微型油电取代。 延伸阅读 [英国卫报] 柴油废气会害人过早死亡，尤其是对「儿童健康」的伤害更大 Diesel engine pollution linked to early deaths and costs NHS billions http://is.gd/185CcK [台湾文献] 柴油废气中的氮氧化物NOx，会形成「细悬浮微粒」PM2.5 http://shuchuan7.blogspot.tw/2015/10/blog-post_13.html [情报] 丹麦研究: 柴油废气让公鼠体内精子数量减少，可能跟不孕症有关 https://webptt.com/cn.aspx?n=bbs/car/M.1465384291.A.14B.html --

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