Balanced article on EPA Tests + Info for Georgia Residents

http://www.savannahnow.com/stories/052704/...4/2193889.shtml

Your mileage may vary

EPA, environmentalists differ over which method provides the most accurate fuel efficiency levels.

Alison Zielenbach
912.652.0362
[email protected]

Jerry Clark loves his office. It's a sleek 2004 Honda Civic hybrid that has cut his monthly gasoline bill by about 60 percent.

"I'm sure glad I bought it when I did," Clark said.

His decision to switch from a Dodge Dakota came just before gas prices started to climb earlier this year. Clark delivers medical equipment for Diamed Equipment Inc., so he's in his car all day getting, on average, 45 miles to the gallon. That figure is just within the U.S. Environmental Protection Agency's suggested highway mileage estimates of 45-51 miles per gallon.

Russell Long, of San Francisco, isn't doing as well. He owns a Toyota Prius, another hybrid vehicle. He's getting around 40 miles to the gallon - considerably below the EPA sticker rating of 51 miles per gallon in the city, and 60 on the highway.

Edmunds.com Road Test Editor Brian Moody feels Long's pain. The online automotive guide's editor test drives vehicles over extended periods so he can gauge "real life" fuel consumption rates.

"And for all of them, the actual fuel economy is lower than the lowest number quoted by the EPA," he said.

Jerry Clark, who logs a lot of miles on his vehicle because of his medical equipment sales job, enjoys the 40-plus miles to the gallon he receives from his Honda Civic Hybrid car, even in city driving. Scott Bryant
Long, like Clark, is happy with his car, but he's not happy with the EPA's fuel efficiency rating system.

"The federal government cracks down on any corporation that has misleading advertising," he said. "But when it comes to spending more money on gas efficiency, they turn a blind eye."

New data, old data

Road tests aren't used to establish gas mileage figures.

Instead of real road tests, the results from emissions tests are measured in a lab in Ann Arbor, Mich., and then run through an equation. The test methods were set by Congress in the early 1970s.

"It's really quite a stretch to think you can use carbonated compound emission measurements to test mileage," said Long, executive director of Bluewater Network, a national environmental organization. "They're using a bastardized test that gives unrealistic numbers."

Chris Grundler, who heads up the EPA's National Vehicle and Fuel Emissions Laboratory, defends the test, saying it was well established and "very precise."

Long countered that 21st century driving conditions make the numbers even less accurate. Speed limits are higher; urban sprawl has increased the percentage of city driving over highway driving; and cities are more congested.

Furthermore tests are done assuming highway speeds of 48 miles per hour and without turning on the air conditioner or testing for accessories like roof racks that increase drag, he said.

Grundler agrees these changes might necessitate a second look at the test.

Long is not the first to raise questions on the test and its accuracy.

Back in 1974, the U.S. General Accounting Office issued a report to the House subcommittee on Conservation and Natural Resources suggesting the task of determining fuel efficiency be moved from the EPA, citing concerns with the accuracy of the testing methods.

Then in 1981, it issued the report "Consumers Need More Reliable Automobile Fuel Economy Data." It found that on-road experience consistently fell short of the lab-tested mileage figures. The report also suggested the lab test be adjusted and on-road fuel economy data included in any calculation.

A tough task

Long estimates inaccurate EPA stickers mean consumers pay around $300 more for fuel annually than they thought they would when they chose their car. So, Long sent a petition to the EPA.

Almost a year later, the agency is calling for public comments on its current testing procedure, and specifically, is asking motorists to track fuel efficiency of their vehicles and submit it to the agency.

"I think it's a terrific first step," Long said. "We commend them for receiving public comments, but we're deeply concerned that, for political reasons, they may not be allowed to do anything with the data."

Since Congress approved the testing methods, only it could change them.

After the comment period ends, the EPA will determine whether further downward adjustment of the lab results -currently 15 percent on average - is necessary to better reflect real driving conditions.

Grundler, who had not reviewed comments already been submitted, said the EPA has no timetable for action.

"We need to be convinced that the current procedures are inaccurate," he said. "And whether it is worth spending taxpayer money to undertake a study."

Long said an accurate testing system will force vehicle manufacturers to develop more fuel-efficient cars, which will in turn reduce fuel consumption. According to the U.S. Department of Energy, transportation currently accounts for about two thirds U.S. oil consumption, up from just over half in 1978.

Moody adopts a softer line, allowing that driving styles and conditions do have an effect on fuel efficiency. For that reason, the EPA has a tough task ahead.

"I don't think there's a way to accurately test everything," he said. "I do think it's OK to say 'here's a baseline which will vary according to driving conditions,'" he said.

Grundler agreed that the rating was intended as a guide, although he said providing consumers with accurate information was also important.


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Track your fuel economy

If you're one of almost 800,000 Georgians taking to the road this Memorial Day weekend, the Bluewater Network asks you to track your fuel economy, compare your results to the EPA sticker on your car and send your findings and comments to the EPA.

Online:

http://cascade.epa.gov/RightSite/dk_public_home.htm

Input docket number in the Quick search page

Docket #: OAR-2003-0214

By mail:

Air and Radiation Docket

Environmental Protection Agency

Mailcode 6102T

1200 Pennsylvania Avenue

NW Washington, D.C. 20460

Attention: Docket I.D. no. OAR-2003-0214

Comment deadline: July 27 2004