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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 NO_x, sulfur oxides, particulate matter (PM) or soot, carbon monoxide (CO), or volatile hydrocarbons (see carbon dioxide equivalent).

Contents 1 Vehicles and CO2 1.1 Low Carbon Fuel Standard 2 Americas 2.1 USA 2.1.1 Light-duty vehicles 2.1.2 Heavy-duty vehicles 3 Europe 3.1 European Union 3.2 Russia 4 Asia 4.1 China 4.2 India 4.2.1 Background 4.2.2 Trucks and Buses 4.2.3 Light duty diesel vehicles 4.2.4 Light duty gasoline vehicles 4.2.4.1 4-wheel vehicles 4.2.4.2 3- and 2-wheel vehicles 4.2.5 Overview of the emission norms in India 4.3 Japan 5 Africa 6 See also 7 References 8 External links 8.1 EU

Main article: 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 700 million cars currently on the world´s roads produce 2.8 billion tons of CO2 annually. This represents 20% of the world´s CO2 emissions. ^[3]

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 (e.g. 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).^[4] 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.

Main article: US emission standard

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 2002 enactment of California AB 1493, which includes regulation of greenhouse gases.

Main article: 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.^{[citation needed]}

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).^[5]

See also : GHG Vehicle Test Group, upstream emission factor, greenhouse gas credit and grenhouse gas debit.

Main article: 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^[6] 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 cars^[7]. Sigmar Gabriel, Germany’s environment minister, rebuffs 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. ^[8]

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 stringent emission controls will go into effect in 2007, equivalent to Euro III standards. Plans are for Euro IV standards to take effect in 2010.^{[citation needed]}

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.^[9]

Table 1: Indian Emission Standards (4-Wheel Vehicles)

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

^{[citation needed]}

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)

Table 2 Emission Standards for Diesel Truck and Bus Engines, g/kWh

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.

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).

Table 3 Emission Standards for Light-Duty Diesel Vehicles, g/km

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.

Table 4 Emission Standards for Light-Duty Diesel Engines, g/kWh

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

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).

Table 5 Emission Standards for Gasoline Vehicles (GVW ≤ 3,500 kg), g/km

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).

Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables. [2]

Table 6 Emission Standards for 3-Wheel Gasoline Vehicles, g/km

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

Table 7 Emission Standards for 2-Wheel Gasoline Vehicles, g/km

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

• 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.

Background

In 1992, to cope with NOx pollution problems from existing vehicle fleets in highly populated metropolitan areas, the Ministry of the Environment adopted the “Law Concerning Special Measures to Reduce the Total Amount of Nitrogen Oxides Emitted from Motor Vehicles in Specified Areas”, called in short The Motor Vehicle NOx Law. The regulation designated a total of 196 communities in the Tokyo, Saitama, Kanagawa, Osaka and Hyogo Prefectures as areas with significant air pollution due to nitrogen oxides emitted from motor vehicles. Under the Law, several measures had to be taken to control NOx from in-use vehicles, including enforcing emission standards for specified vehicle categories.

The regulation was amended in June 2001 to tighten the existing NOx requirements and to add PM control provisions. The amended rule is called the “Law Concerning Special Measures to Reduce the Total Amount of Nitrogen Oxides and Particulate Matter Emitted from Motor Vehicles in Specified Areas”, or in short the Automotive NOx and PM Law.

The amended regulation became effective starting in October 2002. Emission Standards

The NOx and PM Law introduces emission standards for specified categories of in-use highway vehicles including commercial goods (cargo) vehicles such as trucks and vans, buses, and special purpose motor vehicles, irrespective of the fuel type. The regulation also applies to diesel powered passenger cars (but not to gasoline cars).

In-use vehicles in the specified categories must meet 1997/98 emission standards for the respective new vehicle type (in the case of heavy duty engines NOx = 4.5 g/kWh, PM = 0.25 g/kWh). In other words, the 1997/98 new vehicle standards are retroactively applied to older vehicles already on the road. Vehicle owners have two methods to comply:

  1. Replace old vehicles with newer, cleaner models
  2. Retrofit old vehicles with approved NOx and PM control devices

Vehicles have a grace period, between 9 and 12 years from the initial registration, to comply. The grace period depends on the vehicle type, as follows:

   * Light commercial vehicles (GVW ≤ 2500 kg): 8 years
   * Heavy commercial vehicles (GVW > 2500 kg): 9 years
   * Micro buses (11-29 seats): 10 years
   * Large buses (≥ 30 seats): 12 years
   * Special vehicles (based on a cargo truck or bus): 10 years
   * Diesel passenger cars: 9 years

Furthermore, the regulation allows to postpone its requirements by an additional 0.5-2.5 years, depending on the age of the vehicle. This delay was introduced in part to harmonize the NOx and PM Law with the Tokyo diesel retrofit program.

The NOx and PM Law is enforced in connection with Japanese vehicle inspection program, where non-complying vehicles cannot undergo the inspection in the designated areas. This, in turn, may trigger an injunction on the vehicle operation under the Road Transport Vehicle Law.

Air pollution Automobile emissions control AP 42 Compilation of Air Pollutant Emission Factors Biofuel Bivalent Certificate of conformity Carbon dioxide equivalent Code of Federal Regulations Corporate Average Fuel Economy Engine test stand Emission factor Emission test cycle Environmental standard European emission standards

Flexible-fuel vehicle Flexible fuel Fuel efficiency and consumption. Global warming Global warming potential Kyoto protocol List of countries by carbon dioxide emissions Low-carbon economy Mobile Emission Reduction Credit (MERC) National Emissions Standards for Hazardous Air Pollutants Not-To-Exceed (NTE). Oil dependence Portable Emissions Measurement System (PEMS) Post carbon Radiative forcing

SmartWay Test cycle Timeline of major US environmental and occupational health regulation Ultra low sulphur diesel Vehicle efficiency Vehicle acronyms and abbreviations.

1. ^ http://www.greenbuilder.com/sbc/newsletters/99july.html
2. ^ IPCC, Climate Change 2007: The Physical Science BasisPDF (2.20 MiB) .
3. ^ http://www.projectbetterplace.com/images/resources/factsheet_projectbetterplace.pdf
4. ^ http://gov.ca.gov/index.php?/press-release/5074
5. ^ http://www.arb.ca.gov/newsrel/nr092404.htm
6. ^ European Parliament resolution on "Winning the Battle Against Global Climate Change", 16 November 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.planetark.com/dailynewsstory.cfm/newsid/44167/story.htm
9. ^ http://www.siamindia.com/scripts/emission-standards.aspx

• Dieselnet pages on vehicle emission standards.
• US EPA Vehicle Environmental Performance Score SpecificationsPDF (26.5 KiB).
• EPA National Vehicle and Fuel Emissions Laboratory.
• EPA Clean Air Technology Center.
• Emission Standards Reference GuidePDF (141 KiB) 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

• DIRECTIVE 1999/94/EC OF THE EUROPEAN PARLIAMENT AND OF 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 carsPDF (140 KiB).
• Council Directive 80/1268/EEC Fuel consumption of motor vehicles.