1. Evap OBD II field data Summary to support OBD II leak check introduction for Europe

2. Why is EVAP OBD II needed?
Source
Even though new vehicles sold in California are the cleanest in the world, the millions of cars on the road and the ever increasing miles they travel each day make them our single greatest source of smog forming emissions. While the new vehicles in California may start out with very low emissions, improper maintenance or faulty components can cause the vehicle emission levels to sharply increase. Studies estimate that approximately 50% of the total emissions from late-model vehicles are the result of emission-related malfunctions. OBD II works to ensure that the vehicles remain as clean as possible over their entire life.
Approximately 50% of the total emissions are the result of emission-related malfunctions. 

3. Cost/benefit of OBD II system..
Source
In most cases, equipping a new vehicle with an OBD II system has only required minimal additional hardware, resulting in only slight additional costs. This is because most OBD II requirements are usually met by new software in the vehicle's on-board computer.
In 1996, the federal government estimated that the OBD II requirements increased the retail cost of a 1996 model year new vehicle by an average of $61. Overall, OBD II is anticipated to result in cost-savings to the consumer by catching faults quickly (before other components can be damaged) and by pinpointing the source of the fault to aid technicians in making fast, effective repairs.
Overall, OBD II is anticipated to result in cost-savings to the consumer by catching faults quickly.. 

4. Lack of Evap OBD II legislation causes problems with Evap Emission
>30% failure rate in Sweden (E05 fuel), >10% failure rate in Germany (E0 fuel) for Evap. Emission Systems in the filed 

5. High evaporative emissions issues found in field
Evaporative emissions tested on 169 vehicles with positive ignition engines in Sweden
•52 (31%) exceeding the limit for evaporative emissions
– % (AVL-MTC laboratories)
– % (TÜV Nord laboratories)
– % (AVL-MTC laboratories)
–201033% (AVL-MTC laboratories)
•Failure rate in parallel program on German vehicles 10%
•Test only done with reference fuel
–Higher emissions on the Swedish cars are remaining ethanol effects on charcoal canister capacity and tank permeation.
•Effects are long term effect, probably not seen in type approval, even if E5 is used
Source: TRAFIKVERKET
Swedish inputs on evaporative
Emissions
>30% failure rate in Sweden (E05 fuel), >10% failure rate in Germany (E0 fuel) for Evap. Emission Systems in the filed 

6. Emission related malfunctions
What Problem is Addressed by OBD II Systems?
New vehicles are being designed to meet increasingly stringent exhaust and evaporative emission standards. When emission-related malfunctions occur, however, emissions can increase well beyond the standards the vehicle is intended to meet. One report estimates that approximately percent of the total hydrocarbon and carbon monoxide emissions from fuel injected vehicles are a result of emission-related malfunctions. Such malfunctions increasingly occur as vehicles age. Recent data show that the percentage of vehicles failing California’s inspection and maintenance program can range from about % for two to three-year-old vehicles to about 10.6% for ten-year-old vehicles. The chances for emission-related malfunctions also increase as vehicles continue to show a trend of being driven longer and more often in California. For 2001, projections indicate that 60% of all light-duty passenger cars on the road in California will have accumulated more than 100,000 miles, 50% will have more than 125,000 miles, and 41% will have more than 150,000 miles. This reflects a significant increase even from 1995 when only 44% of all light-duty passenger cars had accumulated more than 100,000 miles, 27% had more than 125,000 miles, and 17% had more than 150,000 miles. Additionally, in 2001, 34% of all light-duty passenger car miles traveled will be by cars with more than 150,000 miles on the odometer, an increase from only 10% in Taking into consideration that more cars are present in California in 2001 than in 1995, the increase in high-mileage vehicles and their miles traveled is substantial. Consequently, there is a significant need to ensure that emission control systems continue to operate effectively not only on relatively new vehicles, but especially on vehicles well beyond the first 100,000 miles. 
Source
State of California AIR RESOURCES BOARD 
Analysis of Causes of Failure in High Emitting Cars, American Petroleum Institute, Publication Number 4637, February 1996.
Bureau of Automotive Repair: Smog Check, Executive Summary Report, January to December, 2000.
Emission Factors 2000 (EMFAC2000), Version 2.02 
California’s Motor Vehicle Emission Inventory (MVEI 7G), Version 1.0, September 27, 1996
Current tailpipe emission standards generally only apply to vehicles with less than 100,000 to 120,000 miles.
40-50 percent of the total HC and carbon monoxide emissions from fuel injected vehicles are a result of emission-related malfunctions.

7. Present Field data (US) Air Resources Board
Info from Allen Lyons, Staff Air Pollution Specialist, Air Resources Board, Research Division ( 2. Sept. 2011)
Data Source: Smog Check database

8. Present Field data (US) Air Resources Board, cont.
Info from Allen Lyons, Staff Air Pollution Specialist, Air Resources Board, Research Division ( 2. Sept. 2011)
Data Source: Smog Check database for the first six months of 2011
Included all generic evaporative system faults, and highlighted those that are directly related to detected leaks (as opposed to solenoid faults, for example)
Included one manufacturer specific fault code (P1456) that appears to be usually related to evaporative system leaks.
Below are some points to consider in looking at the data:
1. Vehicles that had an evaporative system leak that was repaired in preparation for the inspection aren’t captured. Therefore, the true in-use failure rate would tend to be higher.
2. Although I’ve put in one manufacturer specific code for evap leaks, there are others, which would also tend to push the in-use failure rate higher. Identifying the manufacturer specific codes can take a lot of time.
3. I included all vehicles with the fault codes present regardless of whether or not the MIL was currently illuminated. Therefore, for some of the vehicles, the evaporative fault may have already been fixed, but the ‘history’ code is still present. I thought this better showed the extent to which the faults are detected in-use, but it tends to overestimate the true in-use failure rate at the time of the inspection.
4. Vehicles with evaporative system leaks can emit very high levels of hydrocarbons on warm days (up to 15X our diurnal standards when tested according to our test procedure).
Overall, close to two percent of the vehicles that come in for an inspection have a fault code present for a detected leak.
Allen Lyons, Staff Air Pollution

9. Reason why OBD leak check is needed for EU !
Assumptions:
8 Mio. gasoline cars sold in Europe per year
2% OBD leak check failure each year (conservative calculation)
First year: 2% x 8 Mio. = cars with leak issues
Second year: 2% x 16 Mio. = cars with leak issues
Third year: 2% of 24 Mio. = cars with leak issues
Fourth year: 2% of 32 Mio. = cars with leak issues
California data: 2% failure rate after 4 years
German data: 10% failure rate after 4 years
Sweden data: 30% failure rate after 4 years
OBD leak check introduction would prevent close to leak issues after 4 years of OBD introduction in Europe from allowing fuel vapor (evaporative) emissions into the air

10. Field data 1994 – Air Resources staff report
Staff Report State of California
AIR RESOURCES BOARD
Technical Status and Proposed Revisions to Malfunction and Diagnostic System Requirements for 1994 and Subsequent Model-Year Passenger Cars,
Light-Duty Trucks, and Medium-Duty Vehicles and Engines (OBD II)
Regarding your question about pre-OBD vehicles, I went back and found a draft of our 1994 Staff Report. There is a discussion starting on page 18 wherein we estimated that the rate of in-use leaks was about 7.8%.
(see page 21) Given the estimated percentage of vehicles with small leaks, there is little choice but to pursue detection of leaks at least as small as a inch orifice. To illustrate the magnitude of the problem in terms of fleet average HC emissions, if the 2003 fleet average requirement of g/mi HC is adjusted for allowable evaporative emissions, fleet average HC emissions could (as indicated earlier) be as high as g/mi. If, as the staff's data suggest, 7.8 percent of the vehicles contained an evaporative leak between to inches, the fleet average would rise to g/mi, over a 50 percent increase (see Figure 7).
.. estimated that the rate of in-use leaks was about 7.8%

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12. Stoneridge
Thank You for Your attention! Europe Contact: Stoneridge GmbH Paradiesweg Esslingen, Germany Tel: Ralf Zyprian,
We are looking forward to meeting with you for a deeper exchange about the systems to be used for EU6 and the related need of Valves. 12