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(Redirected from G/km)
'Emission standards' are requirements that set specific limits to the amount of pollutants that can be released into the environment. Many emission standards focus on regulating pollutants released by automobiles (motor cars) and other powered vehicles but they can also regulate emissions from industry, power plants, small equipment such as lawn mowers and diesel generators. Frequent policy alternatives to emission standards are technology standards (which mandate the use of a specific technology) and emission trading.
Standards generally regulate the emissions of NOx, particulate matter (PM) or soot, carbon monoxide (CO), or volatile hydrocarbons (see carbon dioxide equivalent).
The main components of automobile exhaust are nitrogen (N2), carbon dioxide (CO2), and water vapor (H2O). Carbon dioxide is the most important anthropogenic greenhouse gas (GHG) and the most significant Greenhouse Gas emitted in the U.S. (with 82-84% of all U.S. emissions).[1] Increases in carbon dioxide concentration are due primarily to fossil fuel use and land-use change.[2]
The CO2 emission standards can be referred to the fuel or to the vehicle :
★ The European Union is moving towards fuel mandatory CO2 standards and USA has reflected it in the Greenhouse Gas Score.
★ There are information, but mandatory, standards for CO2 limits in vehicle (engine) emissions, excepting some concrete or state regulations (i.e. CAFE or California Air Resources Board). See hybrid vehicles.
CO2 mass emission in vehicles is measured in 'g/km' (g/mi
★ 0.621371192 = g/km).
Transportation accounts for forty percent of California's annual greenhouse gas emissions, and California relies on petroleum-based fuels for 96 percent of its transportation needs.
The Californian Governor Arnold Schwarzenegger announced an Executive Order that California adopt so-called Low Carbon Fuel Standard (LCFS).[3] The LCFS requires fuel providers to ensure that the mix of fuel they sell in the California Market meets, on average, a declining target for greenhouse gas emissions measured in CO2-equivalent grammes per unit of fuel energy sold. By '2020', the LCFS will produce a '10 %' reduction in GHG emissions from production and use of fuel in passenger vehicles in California.
In the United States, emissions standards are managed by the Environmental Protection Agency (EPA) as well as some state governments.
Some of the strictest standards in the world are enforced in California by the California Air Resources Board (CARB), following the California AB 1493.
Main articles: Tier (emission standard)
Currently, vehicles sold in the United States must meet "Tier II" standards that went into effect in 2004. "Tier II" standards are currently being phased in—a process that should be complete by 2009. Within the Tier II ranking, there is a subranking ranging from BIN 1-10, with 1 being the cleanest (Zero Emission vehicle) and 10 being the dirtiest. The former Tier 1 standards that were effective from 1994 until 2003 were different between automobiles and light trucks (SUVs, pickup trucks, and minivans), but Tier II standards are the same for both types.
A common measurement system for American standards is the somewhat confusing mixed-standard unit of grams per mile.
There are several ratings that can be given to vehicles. A certain percentage of the cars produced by major manufacturers must meet these different levels in order for the company to sell their products in affected regions. Tier 1 has been the baseline used. Beyond Tier 1, in increasing stringency, there are:
★ TLEV – Transitional Low Emission Vehicle
★ LEV – Low Emission Vehicle
★ ULEV – Ultra-Low Emission Vehicle
★ SULEV – Super-Ultra Low Emission Vehicle
★ ZEV – Zero Emission Vehicle
The last category is largely restricted to electric vehicles and hydrogen cars, although such vehicles are usually not entirely non-polluting. In those cases, the other emissions are transferred to another site, such as a power plant or hydrogen reforming center, unless such sites run on renewable energy. However, a battery-powered electric vehicle charged from the California power grid will still be up to ten times cleaner than even the cleanest gasoline vehicles over their respective lifetimes.
The above standards are being made even more stringent. Tier 2 variations are appended with "II", such as LEV II or SULEV II. There are other categories that have also been created.
★ ILEV – Inherently Low-Emission Vehicle
★ PZEV – Partial Zero Emission Vehicle
★ AT-PZEV – Advanced Technology Partial Zero Emission Vehicle
★ NLEV – National Low Emission Vehicle
PZEVs meet SULEV emission standards, but in addition have zero evaporative emissions and an extended (15-year/150,000 mile) warranty on their emission-control equipment. Several ordinary gasoline vehicles from the 2001 and later model years qualify as PZEVs; in addition, if a PZEV has technology that can also be used in ZEVs like an electric motor or high-pressure gaseous fuel tanks for compressed natural gas (CNG) or liquified petroleum gas (LPG), it qualifies as an AT-PZEV. Hybrid electric vehicles like the Toyota Prius can qualify, as can internal combustion engine vehicles that run on natural gas like the Honda Civic GX. These vehicles are called "partial" ZEVs because they receive partial credit in place of ZEVs that automakers would otherwise be required to sell in California.
The Greenhouse Gas Score reflects the exhaust emissions of carbon dioxide (CO2), a greenhouse gas, and one of the biggest by-products of engine combustion. The Greenhouse Gas Score allows you to compare the expected amount of greenhouse gas emissions for different vehicles. The scoring is from 0 to 10, where 10 is the best because it represents the lowest amount of greenhouse gases.
:"In Europe and the United States, particulate emissions from vehicles are expected to decline over the next decade. For example, by 2005, the European Union will introduce more stringent standards for particulate emissions from light duty vehicles of 0.025 grams per kilometer [0.04 grams per mile]. Even under these standards, diesel-powered cars may still warm the climate more over the next 100 years than may gasoline-powered cars, according to the study.
:The state of California is implementing an even more restrictive standard in 2004, allowing only 0.006 grams per kilometer [0.01 grams per mile] of particulate emissions. Even if the California standard were introduced worldwide, says Jacobson, diesel cars may still warm the climate more than gasoline cars over 13 to 54 years." Particulate Emissions
California standard uses grams per mile average CO2-equivalent value, which means that emissions of the various greenhouse gases are weighted to take into account their differing impact on climate change (i.e. in 2009, 323 g/mi for passenger cars).[4]
See also : GHG Vehicle Test Group, upstream emission factor, greenhouse gas credit and grenhouse gas debit.
Main articles: European emission standards
The European Union has its own set of emission standards that all new vehicles must meet. Currently, standards are set for all road vehicles, trains, barges and 'nonroad mobile machinery' (such as tractors). No standards apply to seagoing ships or airplanes. The emissions standards change based on the test cycle used: ECE R49 (old) and ESC (European Steady Cycle, since 2000).
Currently there are no standards for CO2 emissions. The European Parliament has suggested to introduce mandatory CO2 emission standards European Parliament resolution on "Winning the Battle Against Global Climate Change", 16 November 2005 to replace current voluntary commitments by the automanufacturers (see ACEA agreement) and labelling. In late 2005, the European Commission started working on a proposal for a new law to limit CO2 emissions from carshttp://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 .
Sigmar Gabriel, Germany’s environment minister, s calls to extend deadline to implement CO2 reduction standards.
Transport and Environment (T&E) said new-car emissions from European producers slipped to 160 grams per kilometre (g/km) on average last year (0.2 percent in 2006), still way off a voluntary goal of 140 g/km by 2008. [5]
Due to rapidly expanding wealth and prosperity, the number of coal power plants and cars on China's roads is rapidly growing, creating an ongoing pollution problem. China enacted its first emissions controls on automobiles in 2000, equivalent to Euro I standards. They were upgraded again in 2005 to Euro II. More strigent emission controls will go into effect in 2007, equivalent to Euro III standards. Plans are for Euro IV standards to take effect in 2010.
The first Indian emission regulations were idle emission limits which became effective in 1989. These idle emission regulations were soon replaced by mass emission limits for both gasoline (1991) and diesel (1992) vehicles, which were gradually tightened during the 1990’s. Since the year 2000, India started adopting European emission and fuel regulations for four-wheeled light-duty and for heavy-dc. Indian own emission regulations still apply to two- and three-wheeled vehicles.
On October 6, 2003, the National Auto Fuel Policy has been announced, which envisages a phased program for introducing Euro 2 - 4 emission and fuel regulations by 2010. The implementation schedule of EU emission standards in India is summarized in Table 1.
The above standards apply to all new 4-wheel vehicles sold and registered in the respective regions. In addition, the National Auto Fuel Policy introduces certain emission requirements for interstate buses with routes originating or terminating in Delhi or the other 10 cities.
For 2-and 3-wheelers, Bharat Stage II (Euro 2) will be applicable from April 1, 2005 and Stage III (Euro 3) standards would come in force preferably from April 1, 2008, but not later than April 1, 2010.
[1]
Emission standards for new heavy-duty diesel engines—applicable to vehicles of GVW > 3,500 kg—are listed in Table 1. Emissions are tested over the ECE R49 13-mode test (through the Euro II stage)
More details on Euro I-III regulations can be found in the EU heavy-duty engine standards page.
Emission standards for light-duty diesel vehicles (GVW ≤ 3,500 kg) are summarized in Table 3. Ranges of emission limits refer to different classes (by reference mass) of light commercial vehicles; compare the EU light-duty vehicle emission standards page for details on the Euro 1 and later standards. The lowest limit in each range applies to passenger cars (GVW ≤ 2,500 kg; up to 6 seats).
The test cycle has been the ECE + EUDC for low power vehicles (with maximum speed limited to 90 km/h). Before 2000, emissions were measured over an Indian test cycle.
Engines for use in light-duty vehicles can be also emission tested using an engine dynamometer. The respective emission standards are listed in Table 4.
Emission standards for gasoline vehicles (GVW ≤ 3,500 kg) are summarized in Table 5. Ranges of emission limits refer to different classes of light commercial vehicles (compare the EU light-duty vehicle emission standards page). The lowest limit in each range applies to passenger cars (GVW ≤ 2,500 kg; up to 6 seats).
Gasoline vehicles must also meet an evaporative (SHED) limit of 2 g/test (effective 2000).
Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables. [2]
★ 1991 - Idle CO Limits for Gasoline Vehicles and Free Acceleration Smoke for Diesel Vehicles, Mass Emission Norms for Gasoline Vehicles.
★ 1992 - Mass Emission Norms for Diesel Vehicles.
★ 1996 - Revision of Mass Emission Norms for Gasoline and Diesel Vehicles, mandatory fitment of Catalytic Converter for Cars in Metros on Unleaded Gasoline.
★ 1998 - Cold Start Norms Introduced.
★ 2000 - India 2000 (Eq. to Euro I) Norms, Modified IDC (Indian Driving Cycle), Bharat Stage II Norms for Delhi.
★ 2001 - Bharat Stage II (Eq. to Euro II) Norms for All Metros, Emission Norms for CNG & LPG Vehicles.
★ 2003 - Bharat Stage II (Eq. to Euro II) Norms for 11 major cities.
★ 2005 - From 1st April Bharat Stage III (Eq. to Euro III) Norms for 11 major cities.
★ 2010 - Bharat Stage III Emission Norms for 4-wheelers for entire country whereas Bharat Stage - IV (Eq. to Euro IV) for 11 major cities.
1. http://www.greenbuilder.com/sbc/newsletters/99july.html
2. IPCC, '' .
3. http://gov.ca.gov/index.php?/press-release/5074
4. http://www.arb.ca.gov/newsrel/nr092404.htm
5. http://www.planetark.com/dailynewsstory.cfm/newsid/44167/story.htm
★ A special issue of the ''Journal of Cleaner Production'' that focuses specifically on Zero Emissions
★ Dieselnet pages on vehicle emission standards.
★ .
★ EPA National Vehicle and Fuel Emissions Laboratory.
★ EPA Clean Air Technology Center.
★ for heavy duty and nonroad engines.
★ http://www.fueleconomy.gov/
★ Federal Income Tax Credits for Hybrids placed in service.
★ http://www.epa.gov/globalwarming
★ Environmental health news.
★ Automaker Rankings 2007: The Environmental Performance of Car Companies
★ .
★ Council Directive 80/1268/EEC Fuel consumption of motor vehicles.
'Emission standards' are requirements that set specific limits to the amount of pollutants that can be released into the environment. Many emission standards focus on regulating pollutants released by automobiles (motor cars) and other powered vehicles but they can also regulate emissions from industry, power plants, small equipment such as lawn mowers and diesel generators. Frequent policy alternatives to emission standards are technology standards (which mandate the use of a specific technology) and emission trading.
Standards generally regulate the emissions of NOx, particulate matter (PM) or soot, carbon monoxide (CO), or volatile hydrocarbons (see carbon dioxide equivalent).
Vehicles and CO2
The main components of automobile exhaust are nitrogen (N2), carbon dioxide (CO2), and water vapor (H2O). Carbon dioxide is the most important anthropogenic greenhouse gas (GHG) and the most significant Greenhouse Gas emitted in the U.S. (with 82-84% of all U.S. emissions).[1] Increases in carbon dioxide concentration are due primarily to fossil fuel use and land-use change.[2]
The CO2 emission standards can be referred to the fuel or to the vehicle :
★ The European Union is moving towards fuel mandatory CO2 standards and USA has reflected it in the Greenhouse Gas Score.
★ There are information, but mandatory, standards for CO2 limits in vehicle (engine) emissions, excepting some concrete or state regulations (i.e. CAFE or California Air Resources Board). See hybrid vehicles.
CO2 mass emission in vehicles is measured in 'g/km' (g/mi
★ 0.621371192 = g/km).
Low Carbon Fuel Standard
Transportation accounts for forty percent of California's annual greenhouse gas emissions, and California relies on petroleum-based fuels for 96 percent of its transportation needs.
The Californian Governor Arnold Schwarzenegger announced an Executive Order that California adopt so-called Low Carbon Fuel Standard (LCFS).[3] The LCFS requires fuel providers to ensure that the mix of fuel they sell in the California Market meets, on average, a declining target for greenhouse gas emissions measured in CO2-equivalent grammes per unit of fuel energy sold. By '2020', the LCFS will produce a '10 %' reduction in GHG emissions from production and use of fuel in passenger vehicles in California.
Americas
USA
In the United States, emissions standards are managed by the Environmental Protection Agency (EPA) as well as some state governments.
Some of the strictest standards in the world are enforced in California by the California Air Resources Board (CARB), following the California AB 1493.
Light-duty vehicles
Main articles: Tier (emission standard)
Currently, vehicles sold in the United States must meet "Tier II" standards that went into effect in 2004. "Tier II" standards are currently being phased in—a process that should be complete by 2009. Within the Tier II ranking, there is a subranking ranging from BIN 1-10, with 1 being the cleanest (Zero Emission vehicle) and 10 being the dirtiest. The former Tier 1 standards that were effective from 1994 until 2003 were different between automobiles and light trucks (SUVs, pickup trucks, and minivans), but Tier II standards are the same for both types.
A common measurement system for American standards is the somewhat confusing mixed-standard unit of grams per mile.
There are several ratings that can be given to vehicles. A certain percentage of the cars produced by major manufacturers must meet these different levels in order for the company to sell their products in affected regions. Tier 1 has been the baseline used. Beyond Tier 1, in increasing stringency, there are:
★ TLEV – Transitional Low Emission Vehicle
★ LEV – Low Emission Vehicle
★ ULEV – Ultra-Low Emission Vehicle
★ SULEV – Super-Ultra Low Emission Vehicle
★ ZEV – Zero Emission Vehicle
The last category is largely restricted to electric vehicles and hydrogen cars, although such vehicles are usually not entirely non-polluting. In those cases, the other emissions are transferred to another site, such as a power plant or hydrogen reforming center, unless such sites run on renewable energy. However, a battery-powered electric vehicle charged from the California power grid will still be up to ten times cleaner than even the cleanest gasoline vehicles over their respective lifetimes.
The above standards are being made even more stringent. Tier 2 variations are appended with "II", such as LEV II or SULEV II. There are other categories that have also been created.
★ ILEV – Inherently Low-Emission Vehicle
★ PZEV – Partial Zero Emission Vehicle
★ AT-PZEV – Advanced Technology Partial Zero Emission Vehicle
★ NLEV – National Low Emission Vehicle
PZEVs meet SULEV emission standards, but in addition have zero evaporative emissions and an extended (15-year/150,000 mile) warranty on their emission-control equipment. Several ordinary gasoline vehicles from the 2001 and later model years qualify as PZEVs; in addition, if a PZEV has technology that can also be used in ZEVs like an electric motor or high-pressure gaseous fuel tanks for compressed natural gas (CNG) or liquified petroleum gas (LPG), it qualifies as an AT-PZEV. Hybrid electric vehicles like the Toyota Prius can qualify, as can internal combustion engine vehicles that run on natural gas like the Honda Civic GX. These vehicles are called "partial" ZEVs because they receive partial credit in place of ZEVs that automakers would otherwise be required to sell in California.
The Greenhouse Gas Score reflects the exhaust emissions of carbon dioxide (CO2), a greenhouse gas, and one of the biggest by-products of engine combustion. The Greenhouse Gas Score allows you to compare the expected amount of greenhouse gas emissions for different vehicles. The scoring is from 0 to 10, where 10 is the best because it represents the lowest amount of greenhouse gases.
:"In Europe and the United States, particulate emissions from vehicles are expected to decline over the next decade. For example, by 2005, the European Union will introduce more stringent standards for particulate emissions from light duty vehicles of 0.025 grams per kilometer [0.04 grams per mile]. Even under these standards, diesel-powered cars may still warm the climate more over the next 100 years than may gasoline-powered cars, according to the study.
:The state of California is implementing an even more restrictive standard in 2004, allowing only 0.006 grams per kilometer [0.01 grams per mile] of particulate emissions. Even if the California standard were introduced worldwide, says Jacobson, diesel cars may still warm the climate more than gasoline cars over 13 to 54 years." Particulate Emissions
California standard uses grams per mile average CO2-equivalent value, which means that emissions of the various greenhouse gases are weighted to take into account their differing impact on climate change (i.e. in 2009, 323 g/mi for passenger cars).[4]
See also : GHG Vehicle Test Group, upstream emission factor, greenhouse gas credit and grenhouse gas debit.
Heavy-duty vehicles
Europe
European Union
Main articles: European emission standards
The European Union has its own set of emission standards that all new vehicles must meet. Currently, standards are set for all road vehicles, trains, barges and 'nonroad mobile machinery' (such as tractors). No standards apply to seagoing ships or airplanes. The emissions standards change based on the test cycle used: ECE R49 (old) and ESC (European Steady Cycle, since 2000).
Currently there are no standards for CO2 emissions. The European Parliament has suggested to introduce mandatory CO2 emission standards European Parliament resolution on "Winning the Battle Against Global Climate Change", 16 November 2005 to replace current voluntary commitments by the automanufacturers (see ACEA agreement) and labelling. In late 2005, the European Commission started working on a proposal for a new law to limit CO2 emissions from carshttp://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 .
Sigmar Gabriel, Germany’s environment minister, s calls to extend deadline to implement CO2 reduction standards.
Transport and Environment (T&E) said new-car emissions from European producers slipped to 160 grams per kilometre (g/km) on average last year (0.2 percent in 2006), still way off a voluntary goal of 140 g/km by 2008. [5]
Russia
Asia
China
Due to rapidly expanding wealth and prosperity, the number of coal power plants and cars on China's roads is rapidly growing, creating an ongoing pollution problem. China enacted its first emissions controls on automobiles in 2000, equivalent to Euro I standards. They were upgraded again in 2005 to Euro II. More strigent emission controls will go into effect in 2007, equivalent to Euro III standards. Plans are for Euro IV standards to take effect in 2010.
India
Background
The first Indian emission regulations were idle emission limits which became effective in 1989. These idle emission regulations were soon replaced by mass emission limits for both gasoline (1991) and diesel (1992) vehicles, which were gradually tightened during the 1990’s. Since the year 2000, India started adopting European emission and fuel regulations for four-wheeled light-duty and for heavy-dc. Indian own emission regulations still apply to two- and three-wheeled vehicles.
On October 6, 2003, the National Auto Fuel Policy has been announced, which envisages a phased program for introducing Euro 2 - 4 emission and fuel regulations by 2010. The implementation schedule of EU emission standards in India is summarized in Table 1.
| Standard | Reference | Date | Region |
|---|---|---|---|
| India 2000 | Euro 1 | 2000 | Nationwide |
| Bharat Stage II | Euro 2 | 2001 | NCR ★ , Mumbai, Kolkata, Chennai |
| 2003.04 | NCR ★ , 10 Cities† | ||
| 2005.04 | Nationwide | ||
| Bharat Stage III | Euro 3 | 2005.04 | NCR ★ , 10 Cities† |
| 2010.04 | Nationwide | ||
| Bharat Stage IV | Euro 4 | 2010.04 | NCR ★ , 10 Cities† |
★ National Capital Region (Delhi)† Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahmedabad, Pune, Surat, Kanpur and Agra | |||
The above standards apply to all new 4-wheel vehicles sold and registered in the respective regions. In addition, the National Auto Fuel Policy introduces certain emission requirements for interstate buses with routes originating or terminating in Delhi or the other 10 cities.
For 2-and 3-wheelers, Bharat Stage II (Euro 2) will be applicable from April 1, 2005 and Stage III (Euro 3) standards would come in force preferably from April 1, 2008, but not later than April 1, 2010.
[1]
Trucks and Buses
Emission standards for new heavy-duty diesel engines—applicable to vehicles of GVW > 3,500 kg—are listed in Table 1. Emissions are tested over the ECE R49 13-mode test (through the Euro II stage)
| Year | Reference | CO | HC | NOx | PM |
|---|---|---|---|---|---|
| 1992 | - | 17.3-32.6 | 2.7-3.7 | - | - |
| 1996 | - | 11.20 | 2.40 | 14.4 | - |
| 2000 | Euro I | 4.5 | 1.1 | 8.0 | 0.36 ★ |
| 2005† | Euro II | 4.0 | 1.1 | 7.0 | 0.15 |
| 2010† | Euro III | 2.1 | 0.66 | 5.0 | 0.10 |
★ 0.612 for engines below 85 kW† earlier introduction in selected regions, see Table 1 | |||||
More details on Euro I-III regulations can be found in the EU heavy-duty engine standards page.
Light duty diesel vehicles
Emission standards for light-duty diesel vehicles (GVW ≤ 3,500 kg) are summarized in Table 3. Ranges of emission limits refer to different classes (by reference mass) of light commercial vehicles; compare the EU light-duty vehicle emission standards page for details on the Euro 1 and later standards. The lowest limit in each range applies to passenger cars (GVW ≤ 2,500 kg; up to 6 seats).
| Year | Reference | CO | HC | HC+NOx | PM |
|---|---|---|---|---|---|
| 1992 | - | 17.3-32.6 | 2.7-3.7 | - | - |
| 1996 | - | 5.0-9.0 | - | 2.0-4.0 | - |
| 2000 | Euro 1 | 2.72-6.90 | - | 0.97-1.70 | 0.14-0.25 |
| 2005† | Euro 2 | 1.0-1.5 | - | 0.7-1.2 | 0.08-0.17 |
| † earlier introduction in selected regions, see Table 1 | |||||
The test cycle has been the ECE + EUDC for low power vehicles (with maximum speed limited to 90 km/h). Before 2000, emissions were measured over an Indian test cycle.
Engines for use in light-duty vehicles can be also emission tested using an engine dynamometer. The respective emission standards are listed in Table 4.
| Year | Reference | CO | HC | NOx | PM |
|---|---|---|---|---|---|
| 1992 | - | 14.0 | 3.5 | 18.0 | - |
| 1996 | - | 11.20 | 2.40 | 14.4 | - |
| 2000 | Euro I | 4.5 | 1.1 | 8.0 | 0.36 ★ |
| 2005† | Euro II | 4.0 | 1.1 | 7.0 | 0.15 |
★ 0.612 for engines below 85 kW† earlier introduction in selected regions, see Table 1 | |||||
Light duty gasoline vehicles
4-wheel vehicles
Emission standards for gasoline vehicles (GVW ≤ 3,500 kg) are summarized in Table 5. Ranges of emission limits refer to different classes of light commercial vehicles (compare the EU light-duty vehicle emission standards page). The lowest limit in each range applies to passenger cars (GVW ≤ 2,500 kg; up to 6 seats).
| Year | Reference | CO | HC | HC+NOx |
|---|---|---|---|---|
| 1991 | - | 14.3-27.1 | 2.0-2.9 | - |
| 1996 | - | 8.68-12.4 | - | 3.00-4.36 |
| 1998 ★ | - | 4.34-6.20 | - | 1.50-2.18 |
| 2000 | Euro 1 | 2.72-6.90 | - | 0.97-1.70 |
| 2005† | Euro 2 | 2.2-5.0 | - | 0.5-0.7 |
★ for catalytic converter fitted vehicles† earlier introduction in selected regions, see Table 1 | ||||
Gasoline vehicles must also meet an evaporative (SHED) limit of 2 g/test (effective 2000).
3- and 2-wheel vehicles
Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables. [2]
| Year | CO | HC | HC+NOx |
|---|---|---|---|
| 1991 | 12-30 | 8-12 | - |
| 1996 | 6.75 | - | 5.40 |
| 2000 | 4.00 | - | 2.00 |
| 2005 (BS II) | 2.25 | - | 2.00 |
| Year | CO | HC | HC+NOx |
|---|---|---|---|
| 1991 | 12-30 | 8-12 | - |
| 1996 | 5.50 | - | 3.60 |
| 2000 | 5.00 | - | 2.00 |
| 2005 (BS II) | 1.50 | - | 1.50 |
Overview of the emission norms in India
★ 1991 - Idle CO Limits for Gasoline Vehicles and Free Acceleration Smoke for Diesel Vehicles, Mass Emission Norms for Gasoline Vehicles.
★ 1992 - Mass Emission Norms for Diesel Vehicles.
★ 1996 - Revision of Mass Emission Norms for Gasoline and Diesel Vehicles, mandatory fitment of Catalytic Converter for Cars in Metros on Unleaded Gasoline.
★ 1998 - Cold Start Norms Introduced.
★ 2000 - India 2000 (Eq. to Euro I) Norms, Modified IDC (Indian Driving Cycle), Bharat Stage II Norms for Delhi.
★ 2001 - Bharat Stage II (Eq. to Euro II) Norms for All Metros, Emission Norms for CNG & LPG Vehicles.
★ 2003 - Bharat Stage II (Eq. to Euro II) Norms for 11 major cities.
★ 2005 - From 1st April Bharat Stage III (Eq. to Euro III) Norms for 11 major cities.
★ 2010 - Bharat Stage III Emission Norms for 4-wheelers for entire country whereas Bharat Stage - IV (Eq. to Euro IV) for 11 major cities.
Japan
Africa
See also
References
1. http://www.greenbuilder.com/sbc/newsletters/99july.html
2. IPCC, '' .
3. http://gov.ca.gov/index.php?/press-release/5074
4. http://www.arb.ca.gov/newsrel/nr092404.htm
5. http://www.planetark.com/dailynewsstory.cfm/newsid/44167/story.htm
External links
★ A special issue of the ''Journal of Cleaner Production'' that focuses specifically on Zero Emissions
★ Dieselnet pages on vehicle emission standards.
★ .
★ EPA National Vehicle and Fuel Emissions Laboratory.
★ EPA Clean Air Technology Center.
★ for heavy duty and nonroad engines.
★ http://www.fueleconomy.gov/
★ Federal Income Tax Credits for Hybrids placed in service.
★ http://www.epa.gov/globalwarming
★ Environmental health news.
★ Automaker Rankings 2007: The Environmental Performance of Car Companies
EU
★ .
★ Council Directive 80/1268/EEC Fuel consumption of motor vehicles.
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