European emission standards

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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 nitrogen oxide (NO_x), hydrocarbons (HC), carbon monoxide (CO) and particulate matter (PM) are regulated for most vehicle types, including cars, lorries, trains, tractors and similar machinery, barges, but excluding seagoing ships and aeroplanes. For each vehicle type, different standards apply. Compliance is determined by running the engine at a standardised test cycle. Non-compliant 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.

Contents 1 Transport and global warming 1.1 By vehicle type 1.2 Obligatory labelling 1.3 Non-existent obligatory vehicle emission limits 2 Non-CO2 fuel emission: stages and legal framework 2.1 Emission standards for passenger cars 2.2 Emission standards for light commercial vehicles 2.3 Emission standards for lorries and buses 2.4 Emission standards for Large Goods Vehicles 2.5 Enhanced environmentally friendly vehicle 2.6 Cycle beating 3 See also 4 References 5 External links 5.1 In the media

[edit] Transport and global warming

Main article: 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.

[edit] 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.

Main article: Energy efficiency

[edit] Obligatory labelling

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,” colour-coded label displaying CO₂ emissions on all new cars beginning in September 2005, 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.

[edit] Non-existent 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 ^[5] 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 ^[6] 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. ^[7] 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 surprisingly the French and Italian manufacturers want a blanket target whereas the German manufacturers feel a blanket target would destroy their industries.

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. ^[8]. 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.

[edit] 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 [3]. 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 ^[9].
  • 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 ^[10]
• Euro 4 (2005) for any vehicle - 98/69/EC (& 2002/80/EC)
• Euro 5 (2008/9) and Euro 6 (2014) for light passenger and commercial vehicles - 2007/715/EC^[11]

These limits supersede the original directive on emission limits 70/220/EEC.

The classifications for vehicle types are defined by ^[12]:

• 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^[13]
• 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, rebuffs calls to extend deadline to implement CO₂ reduction standards.

[edit] Emission standards for passenger cars

Emission standards for passenger cars and light commercial vehicles are summarised 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 NO_x emissions. Gasoline-powered vehicles are exempted from particulate matter (PM) standards through the Euro 4 stage, but vehicles with direct injection engines will be subject to a limit of 0.005 g/km for Euro 5 and Euro 6.

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

Tier	Date	CO	HC	NOx	HC+NOx	PM
Diesel
EM1	January 1989	2.72 (3.16)	-	-	0.97 (1.13)	0.14 (0.18)
Euro 2, IDI	January 1993	1.0	-	-	0.7	0.08
Euro 2, DI	January 1993	1.0	-	-	0.9	0.10
Euro 3	December 1997	0.64	-	0.50	0.56	0.05
Euro 4	January 2003	0.50	-	0.25	0.30	0.025
Euro 5 (future)	September 2009	0.50	-	0.18	0.23	0.005
Euro 6 (future)	September 2014	0.50	-	0.08	0.17	0.005
Petrol (Gasoline)
EM1	January 1989	2.72 (3.16)	-	-	0.97 (1.13)	-
Euro 2	January 1993	2.2	-	-	0.5	-
Euro 3	January 1997	2.30	0.20	0.15	-	-
Euro 4	January 2003	1.0	0.10	0.08	-	-
Euro 5 (future)	September 2009	1.0	0.10	0.06	-	0.005**
Euro 6 (future)	September 2014	1.0	0.10	0.06	-	0.005**
* Before Euro 5, passenger vehicles > 2500 kg were type approved as light commercial vehicle N1 - I ** Applies only to vehicles with direct injection engines

[edit] Emission standards for light commercial vehicles

European emission standards for light commercial vehicles ≤1305 kg (Category N1 - I), g/km

Tier	Date	CO	HC	NOx	HC+NOx	PM
Diesel
Euro 1	October 1994	2.72	-	-	0.97	0.14
Euro 2, IDI	January 1998	1.00	-	-	0.70	0.08
Euro 2, DI	January 1998	1.00	-	-	0.90	0.10
Euro 3	January 2000	0.64	-	0.50	0.56	0.05
Euro 4	January 2005	0.50	-	0.25	0.30	0.025
Euro 5 (future)	September 2009	0.50	-	0.18	0.23	0.005
Euro 6 (future)	September 2014	0.50	-	0.08	0.17	0.005
Petrol (Gasoline)
Euro 1	October 1994	2.72	-	-	0.97	-
Euro 2	January 1998	2.20	-	-	0.50	-
Euro 3	January 2000	2.30	0.20	0.15	-	-
Euro 4	January 2005	1.00	0.10	0.08	-	-
Euro 5 (future)	September 2009	1.00	0.10	0.06	-	0.005*
Euro 6 (future)	September 2014	1.00	0.10	0.06	-	0.005*
* Applies only to vehicles with direct injection engines

European emission standards for light commercial vehicles 1305 kg-1760 kg (Category N1 - II), g/km

Tier	Date	CO	HC	NOx	HC+NOx	PM
Diesel
Euro 1	October 1994	5.17	-	-	1.40	0.19
Euro 2, IDI	January 1998	1.25	-	-	1.00	0.12
Euro 2, DI	January 1998	1.25	-	-	1.00	0.12
Euro 3	January 2001	0.80	-	0.650	0.720	0.07
Euro 4	January 2006	0.63	-	0.330	0.390	0.04
Euro 5 (future)	September 2010	0.63	-	0.235	0.295	0.005
Euro 6 (future)	September 2015	0.63	-	0.105	0.195	0.005
Petrol (Gasoline)
Euro 1	October 1994	5.17	-	-	1.40	-
Euro 2	January 1998	4.00	-	-	0.65	-
Euro 3	January 2001	4.17	0.25	0.180	-	-
Euro 4	January 2006	1.81	0.13	0.100	-	-
Euro 5 (future)	September 2010	1.81	0.13	0.075	-	0.005*
Euro 6 (future)	September 2015	1.81	0.13	0.075	-	0.005*
* Applies only to vehicles with direct injection engines

European emission standards for light commercial vehicles >1760 kg max 3500 kg. (Category N1 - III), g/km

Tier	Date	CO	HC	NOx	HC+NOx	PM
Diesel
Euro 1	October 1994	6.90	-	-	4.90	0.25
Euro 2, IDI	January 1998	1.50	-	-	0.96	0.17
Euro 2, DI	January 1998	1.50	-	-	0.96	0.20
Euro 3	January 2001	0.95	-	0.780	0.86	0.10
Euro 4	January 2006	0.95	-	0.390	0.46	0.06
Euro 5 (future)	September 2010	0.74	-	0.280	0.350	0.005
Euro 6 (future)	September 2015	0.74	-	0.125	0.215	0.005
Petrol (Gasoline)
Euro 1	October 1994	6.90	-	-	1.7	-
Euro 2	January 1998	5.00	-	-	0.8	-
Euro 3	January 2001	5.22	0.29	0.210	-	-
Euro 4	January 2006	2.27	0.16	0.110	-	-
Euro 5 (future)	September 2010	2.27	0.16	0.082	-	0.005*
Euro 6 (future)	September 2015	2.27	0.16	0.082	-	0.005*
* Applies only to vehicles with direct injection engines

[edit] 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)

Tier	Date	Test cycle	CO	HC	NOx	PM	Smoke
Euro I	1992, < 85 kW	ECE R-49	4,5	1,1	8,0	0,612
	1992, > 85 kW		4,5	1,1	8,0	0,36
Euro II	October 1996		4,0	1,1	7,0	0,25
	October 1998		4,0	1,1	7,0	0,15
Euro III	October 1999 EEVs only	ESC & ELR	1,0	0,25	2,0	0,02	0,15
	October 2000	ESC & ELR	2,1	0,66	5,0	0,10 0,13*	0,8
Euro IV	October 2005		1,5	0,46	3,5	0,02	0,5
Euro V	October 2008		1,5	0,46	2,0	0,02	0,5
* 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".

[edit] Emission standards for Large Goods Vehicles

Euro norm emissions for category N2, EDC, (2000 and up)

Standard	Date	CO (g/kWh)	HC (g/kWh)	NOx (g/kWh)	PM (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

Euro norm emissions for (older) ECE R49 cycle

Standard	Date	CO (g/kWh)	HC (g/kWh)	NOx (g/kWh)	PM (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

[edit] 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.

[edit] 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 optimise 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' NO_x reductions have been achieved after 13 years of stricter standards [4].

[edit] See also

• ACEA agreement (the voluntary agreement with auto manufacturers to limit CO₂ emissions)
• Biofuels Directive
• Emission standards
• Energy policy of the European Union
• European Common Transport Policy
• European Federation for Transport and Environment
• European Union Emission Trading Scheme
• Life cycle assessment
• National Emission Ceiling
• Portable Emissions Measurement System (PEMS)
• Type approval

[edit] 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. ^ 1999/94/EC
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 measured in g/km. See [1]
5. ^ European Parliament resolution on "Winning the Battle Against Global Climate Change", 16 November 2005
6. ^ "How clean is your car brand?" Transport and environment, 25 October 2005
7. ^ 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
8. ^ http://www.transportenvironment.org/docs/Press/2007/2007_02_12_te_letter_environment_council.pdfPDF (517 KiB)
9. ^ 91/441/EEC
10. ^ [2]
11. ^ http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2007:171:0001:0016:EN:PDF
12. ^ Scadplus: Technical Harmonisation For Motor Vehicles
13. ^ Council Directive 70/156/EEC, about Type-approval of motor vehicles and their trailers, [http://www.tuev-sued.de/uploads/images/1134986896205242531101/001116e.pdf 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]

[edit] External links

• European emission standards.
• European Environment Agency
  • glossary
  • EEA transport page.
• 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

[edit] 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