العربية
中国
Français
Deutsch
Ελληνική
हिन्दी
Italiano
日本語
Português
Русский
EspañolEUROPEAN EMISSION STANDARDS
(Redirected from Euro V)
'European emission standards' are sets of requirements defining the acceptable limits for exhaust emissions of new vehicles sold in EU member states. The emission standards are defined in a series of European Union directives staging the progressive introduction of increasingly stringent standards.
Currently, emissions of NOX, HC, carbon monoxide (CO), and particulate matter are regulated for most vehicle types, including cars, lorries, trains, tractors and similar machinery, barges, but excluding seagoing ships and airplanes. For each vehicle type, different standards apply. Compliance is determined by running the engine at a standardised test cycle. Noncompliant vehicles cannot be sold in the EU, but new standards do not apply to vehicles already on the roads. No use of specific technologies is mandated to meet the standards, though available technology is considered when setting the standards.
Also see the EU mandated European On-Board Diagnostics.
The target fixed at Kyoto Protocol was an 8% reduction of emissions in all sectors of the economy compared to 1990 levels by 2008-2012.
Relative Carbon dioxide emissions from transport have risen rapidly in recent years, from 21% of the total in 1990 to 28% in 2004 [1], but currently there are no standards for CO2 emission limits for pollution from vehicles.
EU transport emissions of CO2 currently account for about 3.5% of global CO2 emissions. Any action taken to reduce CO2 emissions will have to involve curbing transport emissions.
Passenger cars account for about half the transport-related CO2 emissions in the European Union and air transport that accounts for 12% of the transport emissions of CO2 in the atmosphere.
Carbon dioxide is the most ubiquitous of the six greenhouse gases.
The purpose of ''Directive 1999/94/EC of the European Parliament and the Council of 13 December 1999 relating to the availability of consumer information on fuel economy and CO2 emissions in respect of the marketing of new passenger cars'' [2] is to ensure that information
relating to the fuel economy and CO2 emissions of new passenger cars offered for sale or lease in the Community is made available to consumers in order to enable consumers to make an informed choice.
In the United Kingdom, the initial approach was deemed ineffective. The way the information was presented was too complicated for consumers to understand. As a result, car manufacturers in the United Kingdom voluntarily agreed to put a more “consumer-friendly,” color-coded label displaying CO2 emissions on all new cars beginning in September 2005, with with a letter from A (<100 CO2 g/km ) to F ( 186+ CO2 g/km) . The goal of the new “green label” is to give consumers clear information about the environmental performance of different vehicles. [3]
Other EU member countries are also in the process of introducing consumer-friendly labels.
The CO2 emission limits generated by vehicles are nowadays subject to a voluntary agreement (in this differ from the obligatory limits in the U.S. CAFE legislation) between the EU and the automanufacturers (see ACEA agreement). The ultimate EU target with voluntary agreements are to contribute, is to reach an average CO2 emission (as measured according to Commission Directive 93/116/EC) [4] of 120 g/km for all new passenger cars by 2012.
However, as it becomes increasingly clear that the agreement will not deliver (having achieved only 160 g/km in 2005, from 186 g/km in 1995) lawmakers have started considering regulation.
In late 2005, the European Parliament European Parliament resolution on "Winning the Battle Against Global Climate Change", 16 November 2005 passed a resolution in support for mandatory CO2 emission standards to replace current voluntary commitments by the automanufacturers and labelling.
In late 2006, in response to a new report, by the European Federation for Transport and Environment "How clean is your car brand?" Transport and environment, 25 October 2005 documenting lack of progress on the voluntary targets, the European Commission announced that it was working on a proposal for legally-binding limit CO2 emissions from cars. http://news.yahoo.com/s/afp/20061103/sc_afp/eutransportauto_061103190746 "EU to introduce legislation as car makers fail on emission targets" AFP, 3 November 2006 According to the mentioned European Federation for Transport and Environment study, Fiat is the best performer in Europe.
On 7th February 2007 the European Commission published its key draft proposal (COM 2007 0019) EC legislation to limit average CO2 emissions from the European fleet of cars to 120g CO2/km. Some people interpreted this as meaning that all manufacturers would have to average 120g for their fleet, but this is not the case. Some volume manufacturers of smaller cars such as Fiat, Renault and Peugeot-Citroen are already quite close to the target whilst smaller volume manufacturers of higher emissions cars such as BMW, Mercedes, Audi, Saab and Porsche are a long way from reaching this target. Not surpisingly the french manufacturers want a blanket target whereas the German manufacturers feel a blanket target would destroyt their industries. Whatever the likely outcome of the final legislation (likely in in late 2007 /early 2008), if the intention is to truly bring down CO2 emission from the whole Euopean fleet then the legislation has to require all manufacturers to pull their weight and all reduce their emissions by similar amounts.
The environmental group T&E insists on the need for a longer-term target that doubles fuel efficiency of new cars over the next decade, 80 g/km by 2020. [5]. It says new-car emissions from European producers slipped to 160 grams per kilometre (g/km) on average last year (reduced only 0.2 percent in 2006), still way off a voluntary goal of 140 g/km by 2008.
The stages are typically referred to as Euro 1, Euro 2, Euro 3, Euro 4 and Euro 5 'fuels' for Light Duty Vehicle standards. The corresponding series of standards for Heavy Duty Vehicles use Roman, rather than Arabic numerals (Euro I, Euro II, etc.)
The legal framework consists in a series of directives, each amendments to the 1970 Directive 70/220/EEC [1]. Here is a summary list of the standards, when they come into force, what they apply to, and which EU directives provide the definition of the standard.
★ Euro 1 (1993):
★
★ For passenger cars - 91/441/EEC [6].
★
★ Also for passenger cars and light trucks - 93/59/EEC.
★ Euro 2 (1996) for passenger cars - 94/12/EC (& 96/69/EC)
★ Euro 3 (2000) for any vehicle - 98/69/EC [7]
★ Euro 4 (2005) for any vehicle - 98/69/EC (& 2002/80/EC)
★ Euro 5 (2008/9) for any vehicle - (COM(2005) 683 - proposed)[8]
These limits supersede the original directive on emission limits 70/220/EEC.
The classifications for vehicle types are defined by [9]:
★ Commission Directive 2001/116/EC of 20 December 2001, adapting to technical progress Council Directive 70/156/EEC on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers[10]
★ Directive 2002/24/EC of the European Parliament and of the Council of 18 March 2002 relating to the type-approval of two or three-wheeled motor vehicles and repealing Council Directive 92/61/EEC
In the area of fuels, the 2001 Biofuels Directive requires that '5,75%' all transport fossil fuels (petrol and diesel) should be replaced by 'biofuels' by December 31, '2010', with an intermediate target of 2 % by the end of 2005.
Sigmar Gabriel, Germany’s environment minister, s calls to extend deadline to implement CO2 reduction standards.
Emission standards for passenger cars and light commercial vehicles are summarized in the following tables. Since the Euro 2 stage, EU regulations introduce different emission limits for diesel and gasoline vehicles. Diesels have more stringent CO standards but are allowed higher NOx. Gasoline vehicles are exempted from PM standards through the Euro 4 stage (Euro 5 proposal introduces PM standards for lean-burning gasoline cars).
All dates listed in the tables refer to new type approvals. The EC Directives also specify a second date—one year later—which applies to first registration (entry into service) of existing, previously type-approved vehicle models.
'European emission standards for Passenger Cars (Category M1
★ ), g/km'
{| class="wikitable"
|- bgcolor="#ececec"
{| id="cars" class="data"
! Tier
! Date
! CO
! HC
! HC+NOx
! NOx
! PM
|-
| class="hi" colspan="7" | 'Diesel'
|-
| Euro I†
| July 1992
| 2.72 (3.16)
| -
| 0.97 (1.13)
| -
| 0.14 (0.18)
|-
| Euro II, IDI
| Jan. 1996
| 1.0
| -
| 0.7
| -
| 0.08
|-
| Euro II, DI
| Jan. 1996a
| 1.0
| -
| 0.9
| -
| 0.10
|-
| Euro III
| Jan. 2000
| 0.64
| -
| 0.56
| 0.50
| 0.05
|-
| Euro IV
| Jan. 2005
| 0.50
| -
| 0.30
| 0.25
| 0.025
|-
| Euro V (proposed)
| Sept. 2009
| 0.50
| -
| 0.23
| 0.18
| 0.005
|-
| Euro VI (proposed)
| Sept. 2014
| 0.50
| -
| 0.17
| 0.08
| 0.005
|-
| class="hi" colspan="7" | 'Petrol (Gasoline)'
|-
| Euro I†
| July 1992
| 2.72 (3.16)
| -
| 0.97 (1.13)
| -
| -
|-
| Euro II
| Jan. 1996
| 2.2
| -
| 0.5
| -
| -
|-
| Euro III
| Jan. 2000
| 2.30
| 0.20
| -
| 0.15
| -
|-
| Euro IV
| Jan. 2005
| 1.0
| 0.10
| -
| 0.08
| -
|-
| Euro V (proposed)
| Sept. 2009
| 1.0
| 0.10
| -
| 0.06
| 0.005b
|-
| Euro VI (proposed)
| Sept. 2014
| 1.0
| 0.10
| -
| 0.06
| 0.005
|-
| class="tNote" colspan="7" |
★ Before Euro V passenger vehicles > 2500 kg were type approved as Light commercial vehicle N1 - I
|}
'European emission standards for Light commercial vehicles ≤1305 kg (Category N1 - I), g/km'
{| class="wikitable"
|- bgcolor="#ececec"
{| id="cars" class="data"
! Tier
! Date
! CO
! HC
! HC+NOx
! NOx
! PM
|-
| class="hi" colspan="7" | 'Diesel'
|-
| Euro I
| Oct. 1994
| 2.72
| -
| 0.97
| -
| 0.14
|-
| Euro II, IDI
| Jan. 1998
| 1.0
| -
| 0.7
| -
| 0.08
|-
| Euro II, DI
| Jan. 1998
| 1.0
| -
| 0.9
| -
| 0.10
|-
| Euro III
| Jan. 2000
| 0.64
| -
| 0.56
| 0.50
| 0.05
|-
| Euro IV
| Jan. 2005
| 0.50
| -
| 0.30
| 0.25
| 0.025
|-
| Euro V (proposed)
| Sept. 2010
| 0.50
| -
| 0.23
| 0.18
| 0.005
|-
| Euro VI
| Sep. 2015
| 0.50
| -
| 0.17
| 0.08
| 0.05
|-
| class="hi" colspan="7" | 'Petrol (Gasoline)'
|-
| Euro I
| Oct 1994
| 2.72
| -
| 0.97
| -
| -
|-
| Euro II
| Jan. 1998
| 2.2
| -
| 0.5
| -
| -
|-
| Euro III
| Jan. 2000
| 2.30
| 0.20
| -
| 0.15
| -
|-
| Euro IV
| Jan. 2005
| 1.0
| 0.10
| -
| 0.08
| -
|-
| Euro V
| Sept. 2010
| 1.0
| 0.075
| -
| 0.06
| 0.005
|-
| Euro VI
|
|
|
|
|
|
|}
'European emission standards for Light commercial vehicles 1305 kg-1760 kg (Category N1 - II), g/km'
{| class="wikitable"
|- bgcolor="#ececec"
{| id="cars" class="data"
! Tier
! Date
! CO
! HC
! HC+NOx
! NOx
! PM
|-
| class="hi" colspan="7" | 'Diesel'
|-
| Euro I
| Oct. 1994
| 5.17
| -
| 1.4
| -
| 0.19
|-
| Euro II, IDI
| Jan. 1998
| 1.25
| -
| 1.0
| -
| 0.12
|-
| Euro II, DI
| Jan. 1998
| 1.25
| -
| 1.0
| -
| 0.12
|-
| Euro III
| Jan. 2001
| 0.80
| -
| 0.72
| 0.65
| 0.07
|-
| Euro IV
| Jan. 2006
| 0.63
| -
| 0.39
| 0.33
| 0.04
|-
| Euro V
| Sept. 2010
| 0.63
| -
| 0.295
| 0.235
| 0.005
|-
| Euro VI
| Sep. 2015
| 0.63
| -
| 0.195
| 0.105
| 0.005
|-
| class="hi" colspan="7" | 'Petrol (Gasoline)'
|-
| Euro I
| Oct 1994
| 5.17
| -
| 1.4
| -
| -
|-
| Euro II
| Jan. 1998
| 4.0
| -
| 0.65
| -
| -
|-
| Euro III
| Jan. 2001
| 4,17
| 0.25
| -
| 0.18
| -
|-
| Euro IV
| Jan. 2006
| 1.81
| 0.13
| -
| 0.10
| -
|-
| Euro V
| Sept. 2010
| 1.81
| 0.13
| -
| 0.075
| 0.005
|-
| Euro VI
|
|
|
|
|
|
|}
'European emission standards for Light commercial vehicles >1760 kg max 3500 kg. (Category N1 - III), g/km'
{| class="wikitable"
|- bgcolor="#ececec"
{| id="cars" class="data"
! Tier
! Date
! CO
! HC
! HC+NOx
! NOx
! PM
|-
| class="hi" colspan="7" | 'Diesel'
|-
| Euro I
| Oct. 1994
| 6.9
| -
| 1.7
| -
| 0.25
|-
| Euro II, IDI
| Jan. 1998
| 1.5
| -
| 1.2
| -
| 0.17
|-
| Euro II, DI
| Jan. 1998
| 1.5
| -
| 1.6
| -
| 0.20
|-
| Euro III
| Jan. 2001
| 0.95
| -
| 0.86
| 0.78
| 0.10
|-
| Euro IV
| Jan. 2006
| 0.95
| -
| 0.46
| 0.39
| 0.06
|-
| Euro V
| Sept. 2010
| 0.74
| -
| 0.3505
| 0.280
| 0.005
|-
| Euro VI
| Sep. 2015
| 0.74
| -
| 0.350
| 0.280
| 0.005
|-
| class="hi" colspan="7" | 'Petrol (Gasoline)'
|-
| Euro I
| Oct 1994
| 6.9
| -
| 1.7
| -
| -
|-
| Euro II
| Jan. 1998
| 5.0
| -
| 0.8
| -
| -
|-
| Euro III
| Jan. 2001
| 5.22
| 0.29
| -
| 0.21
| -
|-
| Euro IV
| Jan. 2006
| 2.27
| 0.16
| -
| 0.11
| -
|-
| Euro V
| Sept. 2010
| 2.27
| 0.16
| -
| 0.082
| 0.005
|-
| Euro VI
|
|
|
|
|
|
|}
Whereas for passenger cars, the standards are defined in g/km, for lorries (trucks) they are defined by engine power, g/kWh, and are therefore in no way comparable. The following table contains a summary of the emission standards and their implementation dates. Dates in the tables refer to new type approvals; the dates for all type approvals are in most cases one year later (EU type approvals are valid longer than one year).
The official category name is heavy-duty diesel engines, which generally includes lorries and buses.
'EU Emission Standards for HD Diesel Engines, g/kWh (smoke in m-1)'
{| class="wikitable"
|- bgcolor="#ececec"
{| id="tab1" class="data" width="85%"
|-
! Tier
! Date
! Test cycle
! CO
! HC
! NOx
! PM
! Smoke
|-
| rowspan="2" | Euro I
| 1992, < 85 kW
| rowspan="4" |
ECE R-49
| 4.5
| 1.1
| 8.0
| 0.612
|
|-
| 1992, > 85 kW
| 4.5
| 1.1
| 8.0
| 0.36
|
|-
| rowspan="2" | Euro II
| Oct. 1996
| 4.0
| 1.1
| 7.0
| 0.25
|
|-
| Oct. 1998
| 4.0
| 1.1
| 7.0
| 0.15
|
|-
| rowspan="2" | Euro III
| ''Oct. 1999 EEVs only''
| ''ESC & ELR''
| ''1.5''
| ''0.25''
| ''2.0''
| ''0.02''
| ''0.15''
|-
| Oct. 2000
| rowspan="3" |
ESC & ELR
| 2.1
| 0.66
| 5.0
| 0.10
0.13
★
| 0.8
|-
| Euro IV
| Oct. 2005
| 1.5
| 0.46
| 3.5
| 0.02
| 0.5
|-
| Euro V
| Oct. 2008
| 1.5
| 0.46
| 2.0
| 0.02
| 0.5
|-
| class="tNote" colspan="8" |
★ for engines of less than 0.75 dm3 swept volume per cylinder and a rated power speed of more than 3000 per minute. EEV is "Enhanced environmentally friendly vehicle".
|}
Large Goods Vehicle European emission standards
{|class="wikitable"
|+ Euro norm emissions for category N2, EDC, (2000 and up)
|-
!Standard
!Date
!CO (g/kWh)
!NOx (g/kWh)
!HC (g/kWh)
!Particulates (g/kWh)
|-
| Euro 0
| 1988-1992
| 12.30
| 15.8
| 2.60
| none
|-
| Euro I
| 1992-1995
| 4.90
| 9.00
| 1.23
| 0.40
|-
| Euro II
| 1995-1999
| 4.00
| 7.00
| 1.10
| 0.15
|-
| Euro III
| 1999-2005
| 2.10
| 5.00
| 0.66
| 0.10
|-
| Euro IV
| 2005-2008
| 1.50
| 3.50
| 0.46
| 0.02
|-
| Euro V
| 2008-2012
| 1.50
| 2.00
| 0.46
| 0.02
|-
| Euro VI
|
|
|
|
|
|}
{|class="wikitable"
|+ Euro norm emissions for (older) ECE R49 cycle
|-
!Standard
!Date
!CO (g/kWh)
!NOx (g/kWh)
!HC (g/kWh)
!Particulates (g/kWh)
|-
| Euro 0
| 1988-1992
| 11.20
| 14.40
| 2.40
| none
|-
| Euro I
| 1992-1995
| 4.50
| 8.00
| 1.10
| 0.36
|-
| Euro II
| 1995-1999
| 4.00
| 7.00
| 1.10
| 0.15
|}
'Enhanced environmentally friendly vehicle' or 'EEV' is a term used in the European emission standards for the definition of a "clean vehicle" > 3.5 tonne in the category M2 and M3.
For the emission standards to deliver real emission reductions it is crucial that the test cycles under which the emissions have to comply as much as possible reflect normal driving situations. It was recently discovered that engine manufacturers would engage in what was called 'cycle beating' to optimize emission performance to the test cycle, while emissions from typical driving conditions would be much higher than expected, undermining the standards and public health. In one particular instance, recent research from two German technology institutes found that for diesel cars no 'real' NOx reductions have been achieved after 13 years of stricter standards[4].
★ ACEA agreement (the voluntary agreement with auto manufacturers to limit CO2 emissions)
★ Air pollution
★ Automobile emissions control
★ Biofuels Directive
★ Carbon dioxide equivalent
★ Emission standards
★ Energy efficiency
★ Energy policy of the European Union
★ Emission factor
★ European Common Transport Policy
★ European Federation for Transport and Environment
★ European Union Emission Trading Scheme
★ Fuel efficiency
★ Life cycle assessment
★ National Emission Ceiling
★ Oil dependence
★ Portable Emissions Measurement System (PEMS)
★ Plug-in hybrid
★ Tier (emission standard)
★ Tecnological
1. http://news.bbc.co.uk/2/hi/europe/6337057.stm, http://europa.eu/rapid/pressReleasesAction.do?reference=IP/07/155&format=HTML&aged=0&language=EN&guiLanguage=en and http://www.iht.com/articles/2007/02/06/news/carbon.php
2. http://ec.europa.eu/environment/co2/9994/en.pdf
3. http://www.weathervane.rff.org/images/Feature_Graphics/One_Car_At_A_Time/UKFuelEconomyLabel.pdf
4. The application for EC type-approval for a vehicle type with regard to CO2 emissions must be submitted by the manufacturer. CO2 mass emission is mesured in g/km See http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=CELEX:31993L0116:EN:HTML
5.
6. 91/441/EEC
7. [2]
8. [3]
9. http://europa.eu/scadplus/leg/en/s06021.htm
10. Council Directive 70/156/EEC, about Type-approval of motor vehicles and their trailers, Commission Directive 2001/116/EC
of 20 December 2001, adapting to technical progress Council Directive 70/156/EEC on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers
★ European Environment Agency (http://glossary.eea.europa.eu/EEAGlossary/E)
★ Dieselnet: EU emission standards
★ Netherlands Environmental Assessment Agency The Impact of Euro 5 - Facts and figures.
★ Commission proposal for Euro 5
★ T&E: No diesel NOX reduction in 13 years due to cycle beating
★ COM 2007/19 Results of the review of the Community Strategy to reduce CO2 emissions from passenger cars and light-commercial vehicles
★ European Commission: Options to Reduce Greenhouse Gas Emissions due to Mobile Air Conditioning
★ 2007-07-02, Auto Industry: ACEA welcomes EU Environment Council’s recognition of need for integrated approach to CO2 reduction
★ Feb 07, 2007, ''BBC'': EU car CO2 fight only beginning
★ Feb 07, 2007, ''European Commission'': EU plans legislation to cut CO2 emissions from cars
★ Feb 06, 2007, ''International Herald Tribune'': EU to compromise on auto emissions
★ Jan 31, 2007, ''Transport & Environment'': Europe set to clean up fuels but stalls on cars
★ Jan 31, 2007, ''European Commission'': EU proposes stricter fuel standards to cut CO2 emissions
★ Jan 24, 2007, ''The Guardian'': Grand plan for a low-carbon Europe goes up in smoke
★ Oct 19, 2004: ''European Environment Agency'': Poor European test standards understate air pollution from cars
Simplified chart showing the progression of European emission standards for ''Diesel'' cars.
Simplified chart showing the progression of European emission standards for ''Petrol'' cars. Note that until Euro 5, there were no PM limits.
'European emission standards' are sets of requirements defining the acceptable limits for exhaust emissions of new vehicles sold in EU member states. The emission standards are defined in a series of European Union directives staging the progressive introduction of increasingly stringent standards.
Currently, emissions of NOX, HC, carbon monoxide (CO), and particulate matter are regulated for most vehicle types, including cars, lorries, trains, tractors and similar machinery, barges, but excluding seagoing ships and airplanes. For each vehicle type, different standards apply. Compliance is determined by running the engine at a standardised test cycle. Noncompliant vehicles cannot be sold in the EU, but new standards do not apply to vehicles already on the roads. No use of specific technologies is mandated to meet the standards, though available technology is considered when setting the standards.
Also see the EU mandated European On-Board Diagnostics.
Transport and global warming
The target fixed at Kyoto Protocol was an 8% reduction of emissions in all sectors of the economy compared to 1990 levels by 2008-2012.
Relative Carbon dioxide emissions from transport have risen rapidly in recent years, from 21% of the total in 1990 to 28% in 2004 [1], but currently there are no standards for CO2 emission limits for pollution from vehicles.
EU transport emissions of CO2 currently account for about 3.5% of global CO2 emissions. Any action taken to reduce CO2 emissions will have to involve curbing transport emissions.
By vehicle type
Passenger cars account for about half the transport-related CO2 emissions in the European Union and air transport that accounts for 12% of the transport emissions of CO2 in the atmosphere.
CO2 emissions: no limits
Carbon dioxide is the most ubiquitous of the six greenhouse gases.
Obligatory labeling
The purpose of ''Directive 1999/94/EC of the European Parliament and the Council of 13 December 1999 relating to the availability of consumer information on fuel economy and CO2 emissions in respect of the marketing of new passenger cars'' [2] is to ensure that information
relating to the fuel economy and CO2 emissions of new passenger cars offered for sale or lease in the Community is made available to consumers in order to enable consumers to make an informed choice.
In the United Kingdom, the initial approach was deemed ineffective. The way the information was presented was too complicated for consumers to understand. As a result, car manufacturers in the United Kingdom voluntarily agreed to put a more “consumer-friendly,” color-coded label displaying CO2 emissions on all new cars beginning in September 2005, with with a letter from A (<100 CO2 g/km ) to F ( 186+ CO2 g/km) . The goal of the new “green label” is to give consumers clear information about the environmental performance of different vehicles. [3]
Other EU member countries are also in the process of introducing consumer-friendly labels.
Nonexistent obligatory vehicle emission limits
The CO2 emission limits generated by vehicles are nowadays subject to a voluntary agreement (in this differ from the obligatory limits in the U.S. CAFE legislation) between the EU and the automanufacturers (see ACEA agreement). The ultimate EU target with voluntary agreements are to contribute, is to reach an average CO2 emission (as measured according to Commission Directive 93/116/EC) [4] of 120 g/km for all new passenger cars by 2012.
However, as it becomes increasingly clear that the agreement will not deliver (having achieved only 160 g/km in 2005, from 186 g/km in 1995) lawmakers have started considering regulation.
In late 2005, the European Parliament European Parliament resolution on "Winning the Battle Against Global Climate Change", 16 November 2005 passed a resolution in support for mandatory CO2 emission standards to replace current voluntary commitments by the automanufacturers and labelling.
In late 2006, in response to a new report, by the European Federation for Transport and Environment "How clean is your car brand?" Transport and environment, 25 October 2005 documenting lack of progress on the voluntary targets, the European Commission announced that it was working on a proposal for legally-binding limit CO2 emissions from cars. http://news.yahoo.com/s/afp/20061103/sc_afp/eutransportauto_061103190746 "EU to introduce legislation as car makers fail on emission targets" AFP, 3 November 2006 According to the mentioned European Federation for Transport and Environment study, Fiat is the best performer in Europe.
On 7th February 2007 the European Commission published its key draft proposal (COM 2007 0019) EC legislation to limit average CO2 emissions from the European fleet of cars to 120g CO2/km. Some people interpreted this as meaning that all manufacturers would have to average 120g for their fleet, but this is not the case. Some volume manufacturers of smaller cars such as Fiat, Renault and Peugeot-Citroen are already quite close to the target whilst smaller volume manufacturers of higher emissions cars such as BMW, Mercedes, Audi, Saab and Porsche are a long way from reaching this target. Not surpisingly the french manufacturers want a blanket target whereas the German manufacturers feel a blanket target would destroyt their industries. Whatever the likely outcome of the final legislation (likely in in late 2007 /early 2008), if the intention is to truly bring down CO2 emission from the whole Euopean fleet then the legislation has to require all manufacturers to pull their weight and all reduce their emissions by similar amounts.
The environmental group T&E insists on the need for a longer-term target that doubles fuel efficiency of new cars over the next decade, 80 g/km by 2020. [5]. It says new-car emissions from European producers slipped to 160 grams per kilometre (g/km) on average last year (reduced only 0.2 percent in 2006), still way off a voluntary goal of 140 g/km by 2008.
Non-CO2 fuel emission: stages and legal framework
The stages are typically referred to as Euro 1, Euro 2, Euro 3, Euro 4 and Euro 5 'fuels' for Light Duty Vehicle standards. The corresponding series of standards for Heavy Duty Vehicles use Roman, rather than Arabic numerals (Euro I, Euro II, etc.)
The legal framework consists in a series of directives, each amendments to the 1970 Directive 70/220/EEC [1]. Here is a summary list of the standards, when they come into force, what they apply to, and which EU directives provide the definition of the standard.
★ Euro 1 (1993):
★
★ For passenger cars - 91/441/EEC [6].
★
★ Also for passenger cars and light trucks - 93/59/EEC.
★ Euro 2 (1996) for passenger cars - 94/12/EC (& 96/69/EC)
★ Euro 3 (2000) for any vehicle - 98/69/EC [7]
★ Euro 4 (2005) for any vehicle - 98/69/EC (& 2002/80/EC)
★ Euro 5 (2008/9) for any vehicle - (COM(2005) 683 - proposed)[8]
These limits supersede the original directive on emission limits 70/220/EEC.
The classifications for vehicle types are defined by [9]:
★ Commission Directive 2001/116/EC of 20 December 2001, adapting to technical progress Council Directive 70/156/EEC on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers[10]
★ Directive 2002/24/EC of the European Parliament and of the Council of 18 March 2002 relating to the type-approval of two or three-wheeled motor vehicles and repealing Council Directive 92/61/EEC
In the area of fuels, the 2001 Biofuels Directive requires that '5,75%' all transport fossil fuels (petrol and diesel) should be replaced by 'biofuels' by December 31, '2010', with an intermediate target of 2 % by the end of 2005.
Sigmar Gabriel, Germany’s environment minister, s calls to extend deadline to implement CO2 reduction standards.
Emission standards for passenger cars
Exhaust is much less harmful today than it was a decade ago, thanks to emission standards.
Emission standards for passenger cars and light commercial vehicles are summarized in the following tables. Since the Euro 2 stage, EU regulations introduce different emission limits for diesel and gasoline vehicles. Diesels have more stringent CO standards but are allowed higher NOx. Gasoline vehicles are exempted from PM standards through the Euro 4 stage (Euro 5 proposal introduces PM standards for lean-burning gasoline cars).
All dates listed in the tables refer to new type approvals. The EC Directives also specify a second date—one year later—which applies to first registration (entry into service) of existing, previously type-approved vehicle models.
'European emission standards for Passenger Cars (Category M1
★ ), g/km'
{| class="wikitable"
|- bgcolor="#ececec"
{| id="cars" class="data"
! Tier
! Date
! CO
! HC
! HC+NOx
! NOx
! PM
|-
| class="hi" colspan="7" | 'Diesel'
|-
| Euro I†
| July 1992
| 2.72 (3.16)
| -
| 0.97 (1.13)
| -
| 0.14 (0.18)
|-
| Euro II, IDI
| Jan. 1996
| 1.0
| -
| 0.7
| -
| 0.08
|-
| Euro II, DI
| Jan. 1996a
| 1.0
| -
| 0.9
| -
| 0.10
|-
| Euro III
| Jan. 2000
| 0.64
| -
| 0.56
| 0.50
| 0.05
|-
| Euro IV
| Jan. 2005
| 0.50
| -
| 0.30
| 0.25
| 0.025
|-
| Euro V (proposed)
| Sept. 2009
| 0.50
| -
| 0.23
| 0.18
| 0.005
|-
| Euro VI (proposed)
| Sept. 2014
| 0.50
| -
| 0.17
| 0.08
| 0.005
|-
| class="hi" colspan="7" | 'Petrol (Gasoline)'
|-
| Euro I†
| July 1992
| 2.72 (3.16)
| -
| 0.97 (1.13)
| -
| -
|-
| Euro II
| Jan. 1996
| 2.2
| -
| 0.5
| -
| -
|-
| Euro III
| Jan. 2000
| 2.30
| 0.20
| -
| 0.15
| -
|-
| Euro IV
| Jan. 2005
| 1.0
| 0.10
| -
| 0.08
| -
|-
| Euro V (proposed)
| Sept. 2009
| 1.0
| 0.10
| -
| 0.06
| 0.005b
|-
| Euro VI (proposed)
| Sept. 2014
| 1.0
| 0.10
| -
| 0.06
| 0.005
|-
| class="tNote" colspan="7" |
★ Before Euro V passenger vehicles > 2500 kg were type approved as Light commercial vehicle N1 - I
|}
Emission standards for Light commercial vehicles
'European emission standards for Light commercial vehicles ≤1305 kg (Category N1 - I), g/km'
{| class="wikitable"
|- bgcolor="#ececec"
{| id="cars" class="data"
! Tier
! Date
! CO
! HC
! HC+NOx
! NOx
! PM
|-
| class="hi" colspan="7" | 'Diesel'
|-
| Euro I
| Oct. 1994
| 2.72
| -
| 0.97
| -
| 0.14
|-
| Euro II, IDI
| Jan. 1998
| 1.0
| -
| 0.7
| -
| 0.08
|-
| Euro II, DI
| Jan. 1998
| 1.0
| -
| 0.9
| -
| 0.10
|-
| Euro III
| Jan. 2000
| 0.64
| -
| 0.56
| 0.50
| 0.05
|-
| Euro IV
| Jan. 2005
| 0.50
| -
| 0.30
| 0.25
| 0.025
|-
| Euro V (proposed)
| Sept. 2010
| 0.50
| -
| 0.23
| 0.18
| 0.005
|-
| Euro VI
| Sep. 2015
| 0.50
| -
| 0.17
| 0.08
| 0.05
|-
| class="hi" colspan="7" | 'Petrol (Gasoline)'
|-
| Euro I
| Oct 1994
| 2.72
| -
| 0.97
| -
| -
|-
| Euro II
| Jan. 1998
| 2.2
| -
| 0.5
| -
| -
|-
| Euro III
| Jan. 2000
| 2.30
| 0.20
| -
| 0.15
| -
|-
| Euro IV
| Jan. 2005
| 1.0
| 0.10
| -
| 0.08
| -
|-
| Euro V
| Sept. 2010
| 1.0
| 0.075
| -
| 0.06
| 0.005
|-
| Euro VI
|
|
|
|
|
|
|}
'European emission standards for Light commercial vehicles 1305 kg-1760 kg (Category N1 - II), g/km'
{| class="wikitable"
|- bgcolor="#ececec"
{| id="cars" class="data"
! Tier
! Date
! CO
! HC
! HC+NOx
! NOx
! PM
|-
| class="hi" colspan="7" | 'Diesel'
|-
| Euro I
| Oct. 1994
| 5.17
| -
| 1.4
| -
| 0.19
|-
| Euro II, IDI
| Jan. 1998
| 1.25
| -
| 1.0
| -
| 0.12
|-
| Euro II, DI
| Jan. 1998
| 1.25
| -
| 1.0
| -
| 0.12
|-
| Euro III
| Jan. 2001
| 0.80
| -
| 0.72
| 0.65
| 0.07
|-
| Euro IV
| Jan. 2006
| 0.63
| -
| 0.39
| 0.33
| 0.04
|-
| Euro V
| Sept. 2010
| 0.63
| -
| 0.295
| 0.235
| 0.005
|-
| Euro VI
| Sep. 2015
| 0.63
| -
| 0.195
| 0.105
| 0.005
|-
| class="hi" colspan="7" | 'Petrol (Gasoline)'
|-
| Euro I
| Oct 1994
| 5.17
| -
| 1.4
| -
| -
|-
| Euro II
| Jan. 1998
| 4.0
| -
| 0.65
| -
| -
|-
| Euro III
| Jan. 2001
| 4,17
| 0.25
| -
| 0.18
| -
|-
| Euro IV
| Jan. 2006
| 1.81
| 0.13
| -
| 0.10
| -
|-
| Euro V
| Sept. 2010
| 1.81
| 0.13
| -
| 0.075
| 0.005
|-
| Euro VI
|
|
|
|
|
|
|}
'European emission standards for Light commercial vehicles >1760 kg max 3500 kg. (Category N1 - III), g/km'
{| class="wikitable"
|- bgcolor="#ececec"
{| id="cars" class="data"
! Tier
! Date
! CO
! HC
! HC+NOx
! NOx
! PM
|-
| class="hi" colspan="7" | 'Diesel'
|-
| Euro I
| Oct. 1994
| 6.9
| -
| 1.7
| -
| 0.25
|-
| Euro II, IDI
| Jan. 1998
| 1.5
| -
| 1.2
| -
| 0.17
|-
| Euro II, DI
| Jan. 1998
| 1.5
| -
| 1.6
| -
| 0.20
|-
| Euro III
| Jan. 2001
| 0.95
| -
| 0.86
| 0.78
| 0.10
|-
| Euro IV
| Jan. 2006
| 0.95
| -
| 0.46
| 0.39
| 0.06
|-
| Euro V
| Sept. 2010
| 0.74
| -
| 0.3505
| 0.280
| 0.005
|-
| Euro VI
| Sep. 2015
| 0.74
| -
| 0.350
| 0.280
| 0.005
|-
| class="hi" colspan="7" | 'Petrol (Gasoline)'
|-
| Euro I
| Oct 1994
| 6.9
| -
| 1.7
| -
| -
|-
| Euro II
| Jan. 1998
| 5.0
| -
| 0.8
| -
| -
|-
| Euro III
| Jan. 2001
| 5.22
| 0.29
| -
| 0.21
| -
|-
| Euro IV
| Jan. 2006
| 2.27
| 0.16
| -
| 0.11
| -
|-
| Euro V
| Sept. 2010
| 2.27
| 0.16
| -
| 0.082
| 0.005
|-
| Euro VI
|
|
|
|
|
|
|}
Emission standards for lorries and buses
Whereas for passenger cars, the standards are defined in g/km, for lorries (trucks) they are defined by engine power, g/kWh, and are therefore in no way comparable. The following table contains a summary of the emission standards and their implementation dates. Dates in the tables refer to new type approvals; the dates for all type approvals are in most cases one year later (EU type approvals are valid longer than one year).
The official category name is heavy-duty diesel engines, which generally includes lorries and buses.
'EU Emission Standards for HD Diesel Engines, g/kWh (smoke in m-1)'
{| class="wikitable"
|- bgcolor="#ececec"
{| id="tab1" class="data" width="85%"
|-
! Tier
! Date
! Test cycle
! CO
! HC
! NOx
! PM
! Smoke
|-
| rowspan="2" | Euro I
| 1992, < 85 kW
| rowspan="4" |
ECE R-49
| 4.5
| 1.1
| 8.0
| 0.612
|
|-
| 1992, > 85 kW
| 4.5
| 1.1
| 8.0
| 0.36
|
|-
| rowspan="2" | Euro II
| Oct. 1996
| 4.0
| 1.1
| 7.0
| 0.25
|
|-
| Oct. 1998
| 4.0
| 1.1
| 7.0
| 0.15
|
|-
| rowspan="2" | Euro III
| ''Oct. 1999 EEVs only''
| ''ESC & ELR''
| ''1.5''
| ''0.25''
| ''2.0''
| ''0.02''
| ''0.15''
|-
| Oct. 2000
| rowspan="3" |
ESC & ELR
| 2.1
| 0.66
| 5.0
| 0.10
0.13
★
| 0.8
|-
| Euro IV
| Oct. 2005
| 1.5
| 0.46
| 3.5
| 0.02
| 0.5
|-
| Euro V
| Oct. 2008
| 1.5
| 0.46
| 2.0
| 0.02
| 0.5
|-
| class="tNote" colspan="8" |
★ for engines of less than 0.75 dm3 swept volume per cylinder and a rated power speed of more than 3000 per minute. EEV is "Enhanced environmentally friendly vehicle".
|}
Emission standards for Large Goods Vehicles
Large Goods Vehicle European emission standards
{|class="wikitable"
|+ Euro norm emissions for category N2, EDC, (2000 and up)
|-
!Standard
!Date
!CO (g/kWh)
!NOx (g/kWh)
!HC (g/kWh)
!Particulates (g/kWh)
|-
| Euro 0
| 1988-1992
| 12.30
| 15.8
| 2.60
| none
|-
| Euro I
| 1992-1995
| 4.90
| 9.00
| 1.23
| 0.40
|-
| Euro II
| 1995-1999
| 4.00
| 7.00
| 1.10
| 0.15
|-
| Euro III
| 1999-2005
| 2.10
| 5.00
| 0.66
| 0.10
|-
| Euro IV
| 2005-2008
| 1.50
| 3.50
| 0.46
| 0.02
|-
| Euro V
| 2008-2012
| 1.50
| 2.00
| 0.46
| 0.02
|-
| Euro VI
|
|
|
|
|
|}
{|class="wikitable"
|+ Euro norm emissions for (older) ECE R49 cycle
|-
!Standard
!Date
!CO (g/kWh)
!NOx (g/kWh)
!HC (g/kWh)
!Particulates (g/kWh)
|-
| Euro 0
| 1988-1992
| 11.20
| 14.40
| 2.40
| none
|-
| Euro I
| 1992-1995
| 4.50
| 8.00
| 1.10
| 0.36
|-
| Euro II
| 1995-1999
| 4.00
| 7.00
| 1.10
| 0.15
|}
Enhanced environmentally friendly vehicle
'Enhanced environmentally friendly vehicle' or 'EEV' is a term used in the European emission standards for the definition of a "clean vehicle" > 3.5 tonne in the category M2 and M3.
Cycle beating
For the emission standards to deliver real emission reductions it is crucial that the test cycles under which the emissions have to comply as much as possible reflect normal driving situations. It was recently discovered that engine manufacturers would engage in what was called 'cycle beating' to optimize emission performance to the test cycle, while emissions from typical driving conditions would be much higher than expected, undermining the standards and public health. In one particular instance, recent research from two German technology institutes found that for diesel cars no 'real' NOx reductions have been achieved after 13 years of stricter standards[4].
See also
★ ACEA agreement (the voluntary agreement with auto manufacturers to limit CO2 emissions)
★ Air pollution
★ Automobile emissions control
★ Biofuels Directive
★ Carbon dioxide equivalent
★ Emission standards
★ Energy efficiency
★ Energy policy of the European Union
★ Emission factor
★ European Common Transport Policy
★ European Federation for Transport and Environment
★ European Union Emission Trading Scheme
★ Fuel efficiency
★ Life cycle assessment
★ National Emission Ceiling
★ Oil dependence
★ Portable Emissions Measurement System (PEMS)
★ Plug-in hybrid
★ Tier (emission standard)
★ Tecnological
References
1. http://news.bbc.co.uk/2/hi/europe/6337057.stm, http://europa.eu/rapid/pressReleasesAction.do?reference=IP/07/155&format=HTML&aged=0&language=EN&guiLanguage=en and http://www.iht.com/articles/2007/02/06/news/carbon.php
2. http://ec.europa.eu/environment/co2/9994/en.pdf
3. http://www.weathervane.rff.org/images/Feature_Graphics/One_Car_At_A_Time/UKFuelEconomyLabel.pdf
4. The application for EC type-approval for a vehicle type with regard to CO2 emissions must be submitted by the manufacturer. CO2 mass emission is mesured in g/km See http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=CELEX:31993L0116:EN:HTML
5.
6. 91/441/EEC
7. [2]
8. [3]
9. http://europa.eu/scadplus/leg/en/s06021.htm
10. Council Directive 70/156/EEC, about Type-approval of motor vehicles and their trailers, Commission Directive 2001/116/EC
of 20 December 2001, adapting to technical progress Council Directive 70/156/EEC on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers
External links
★ European Environment Agency (http://glossary.eea.europa.eu/EEAGlossary/E)
★ Dieselnet: EU emission standards
★ Netherlands Environmental Assessment Agency The Impact of Euro 5 - Facts and figures.
★ Commission proposal for Euro 5
★ T&E: No diesel NOX reduction in 13 years due to cycle beating
★ COM 2007/19 Results of the review of the Community Strategy to reduce CO2 emissions from passenger cars and light-commercial vehicles
★ European Commission: Options to Reduce Greenhouse Gas Emissions due to Mobile Air Conditioning
In the media
★ 2007-07-02, Auto Industry: ACEA welcomes EU Environment Council’s recognition of need for integrated approach to CO2 reduction
★ Feb 07, 2007, ''BBC'': EU car CO2 fight only beginning
★ Feb 07, 2007, ''European Commission'': EU plans legislation to cut CO2 emissions from cars
★ Feb 06, 2007, ''International Herald Tribune'': EU to compromise on auto emissions
★ Jan 31, 2007, ''Transport & Environment'': Europe set to clean up fuels but stalls on cars
★ Jan 31, 2007, ''European Commission'': EU proposes stricter fuel standards to cut CO2 emissions
★ Jan 24, 2007, ''The Guardian'': Grand plan for a low-carbon Europe goes up in smoke
★ Oct 19, 2004: ''European Environment Agency'': Poor European test standards understate air pollution from cars
This article provided by Wikipedia. To edit the contents of this article, click here for original source.
psst.. try this: add to faves
