European emission standards define 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.
Contents
[hide]
1Background
2CO2 emission
o
2.1Obligatory labelling
5Electrification
6See also
7References
8External links
o
Background[edit]
CO2 emission[edit]
See also: Global warming
Within the European Union, road transport is responsible for about 20% of all CO2 emissions, with
passenger cars and vans contributing about 15%. [1][2]
The target fixed at Kyoto Protocol was an 8% reduction of emissions in all sectors of the economy
compared to 1990 levels by 200812.
Relative CO2 emissions from transport have risen rapidly in recent years, from 21% of the total in
1990 to 28% in 2004,[1][3][4] but currently there are no standards for limits on CO2 emissions from
vehicles.
EU transport emissions of CO2 currently account for about 3.5% of total global CO2 emissions.
Obligatory labelling[edit]
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 CO 2 emissions in
respect of the marketing of new passenger cars[5] 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 CO 2 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. [6]
Other EU member countries are also in the process of introducing consumer-friendly labels.
EU Regulation No 443/2009 sets an average CO2 emissions target for new passenger cars of 130
grams per kilometre. The target is gradually being phased in between 2012 and 2015. A target of 95
grams per kilometre will apply from 2021.
For light commercial vehicle, an emissions target of 175 g/km applies from 2017, and 147 g/km from
2020.[7]
Euro 1 (1993):
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% of all transport fossil fuels
(petrol and diesel) should be replaced by biofuels by 31 December 2010, with an intermediate target
of 2% by the end of 2005. However, MEPs have since voted to lower this target in the wake of new
scientific evidence about the sustainability of biofuels and the impact on food prices. In a vote in
Strasbourg, the European parliaments environment committee supported a plan to curb the EU
target for renewable sources in transport to 4% by 2015. They also said that a thorough review
would be required in 2015 before the EU could progress to an 810% mark by 2020.
Tier
Date
CO
THC NMHC
NOx
HC+NOx
PM
P [#/km]
2.72 (3.16) -
Euro 2
January 1996
1.0
0.7
0.08
Euro 3
January 2000
0.64
0.50
0.56
0.05
Euro 4
January 2005
0.50
0.25
0.30
0.025
0.180 0.230
0.005
0.180 0.230
0.005
61011
Euro 6
0.080 0.170
0.005
61011
Diesel
Petrol (Gasoline)
2.72 (3.16) -
0.97 (1.13) -
Euro 2
January 1996
2.2
0.5
Euro 3
January 2000
2.3
0.20
0.15
Euro 4
January 2005
1.0
0.10
0.08
Euro 5
0.10
0.068
0.060 -
0.005**
Euro 6
0.10
0.068
0.060 -
0.005**
61011***
* Before Euro 5, passenger vehicles > 2500 kg were type approved as light commercial vehicles N1-I
** Applies only to vehicles with direct injection engines
*** 61012/km within first three years from Euro 6 effective dates
Values in parentheses are conformity of production (COP) limits
Tier
Date
CO
THC
NMHC
NOx
HC+NOx
PM
P [#/km]
Diesel
Euro 1
October 1994
2.72
0.97
0.14
Euro 2
January 1998
1.0
0.7
0.08
Euro 3
January 2000
0.64
0.50
0.56
0.05
Euro 4
January 2005
0.50
0.25
0.30
0.025
0.180 0.230
0.005
0.180 0.230
0.005
61011
Euro 6
0.080 0.170
0.005
61011
Petrol (Gasoline)
Euro 1
October 1994
2.72
0.97
Euro 2
January 1998
2.2
0.5
Euro 3
January 2000
2.3
0.20
0.15
Euro 4
January 2005
1.0
0.10
0.08
Euro 5
0.060 -
0.005* -
Euro 6
0.060 -
0.005* 61011
European emission standards for light commercial vehicles 13051760 kg (Category N1-II),
g/km
Tier
Date
CO
THC
NMHC
NOx
HC+NOx
PM
P [#/km]
Diesel
Euro 1
October 1994
5.17
1.4
0.19
Euro 2
January 1998
1.25
1.0
0.12
Euro 3
January 2001
0.80
0.65
0.72
0.07
Euro 4
January 2006
0.63
0.33
0.39
0.04
0.235 0.295
0.005
0.235 0.295
0.005
61011
Euro 6
0.105 0.195
0.005
61011
Petrol (Gasoline)
Euro 1
October 1994
5.17
1.4
Euro 2
January 1998
4.0
0.6
Euro 3
January 2001
4.17
0.25
0.18
Euro 4
January 2006
1.81
0.130 -
0.10
Euro 5
0.075 -
0.005* -
Euro 6
0.075 -
0.005* 61011
Tier
Date
CO
THC
NMHC
NOx
HC+NOx
PM
P [#/km]
Diesel
Euro 1
October 1994
6.9
1.7
0.25
Euro 2
January 1998
1.5
1.2
0.17
Euro 3
January 2001
0.95
0.78
0.86
0.10
Euro 4
January 2006
0.74
0.39
0.46
0.06
0.280 0.350
0.005
0.280 0.350
0.005
61011
Euro 6
0.125 0.215
0.005
61011
Petrol (Gasoline)
Euro 1
October 1994
6.9
1.7
Euro 2
January 1998
5.0
0.7
Euro 3
January 2001
5.22
0.29
0.21
Euro 4
January 2006
2.27
0.16
0.11
Euro 5
0.082 -
0.005* -
Euro 6
0.082 -
0.005* 61011
Date
Test cycle
1992, < 85 kW
CO
HC
NOx
PM
Smoke
4.5
1.1
8.0
0.612
4.5
1.1
8.0
0.36
4.0
1.1
7.0
0.25
4.0
1.1
7.0
0.15
1.0
0.25
2.0
0.02
2.1
0.66
5.0
1.5
0.46
3.5
0.02
0.5
0.5
Euro I
1992, > 85 kW
ECE R-49
October 1996
Euro II
October 1998
October 1999 EEVs only
Euro III
October 2000
Euro IV
October 2005
0.10
0.13*
0.15
0.8
October 2008
1.5
0.46
2.0
0.02
Euro VI
31 December 2013[20]
1.5
0.13
0.4
0.01
* for engines of less than 0.75 dm3 swept volume per cylinder and a rated power speed of more than
3,000 per minute. EEV is "Enhanced environmentally friendly vehicle".
Standard
Date
Euro 0
198892
12.3
15.8
2.6
NA
Euro I
199295
4.9
9.0
1.23
0.40
Euro II
199599
4.0
7.0
1.1
0.15
Euro III
19992005 2.1
5.0
0.66
0.1
Euro IV
200508
1.5
3.5
0.46
0.02
Euro V
200812
1.5
2.0
0.46
0.02
Standard
Date
Euro 0
198892 11.2
14.4
2.4
NA
Euro I
199295 4.5
8.0
1.1
0.36
Euro II
199599 4.0
7.0
1.1
0.15
European standards for non-road diesel engines harmonize with the US EPA standards, and
comprise gradually stringent tiers known as Stage IIV standards. The Stage I/II was part of the
1997 directive (Directive 97/68/EC). It was implemented in two stages with Stage I implemented in
1999 and Stage II implemented between 2001 and 2004. In 2004, the European Parliament adopted
Stage III/IV standards. The Stage III standards were further divided into Stage III A and III B were
phased in between 2006 and 2013. Stage IV standards are enforced from 2014.
As of 1 January 2015, EU Member States have to ensure that ships in the Baltic, the North Sea and
the English Channel are using fuels with a sulphur content of no more than 0.10%. Higher sulphur
contents are still possible, but only if the appropriate exhaust cleaning systems are in place. [21]
limit. However, some of the vehicles did show reduced emissions, suggesting that real world
NOx emission control is possible.[26]
In 2015, the Volkswagen common-rail TDI diesel engine emissions controversy involved revelations
that Volkswagen AG had deliberately falsified emission reports by programming engine management
unit firmware to detect test conditions, and change emissions controls when under test. The cars
thus passed the test, but in real world conditions, emitted up to 40 times more NO x emissions than
allowed by law.[27] An independent report in September 2015 warned that this extended to "every
major car manufacturer",[28] with BMW, and Opel named alongside Volkswagen and its sister
company Audi as "the worst culprits",[28] and that approximately 90% of diesel cars "breach emissions
regulations".[28] Overlooking the direct responsibility of the companies involved, the authors blamed
the violations on a number of factors, including "unrealistic test conditions, a lack of transparency
and a number of loopholes in testing protocols". [28]
In 2017, the European Union will introduce testing in real-world conditions called Real Driving
Emissions, using Portable Emission Measurement Systems in addition to laboratory tests.[29] The
actual limits will use 110% Conformity Factor in 2017, and 50% in 2021 for NO x,[30] conformity factor
for particles number P being left for further study. Environment organizations critizised the decision
as insufficient.[31][32] while ACEA mentions it will be extremely difficult for automobile manufacturers to
reach such a limit in such short period of time. [33] In 2015 an ADAC study (ordered by ICCT) of 32
Euro6 cars showed that few complied with on-road emission limits, and LNT/NOx adsorber cars
(with about half the market) had the highest emissions. [34] At the end of this study, ICCT was
expecting a 100% conformity factor.[35]
NEDC Euro6b not to exceed limit of 80 mg/km NOx will then continue to apply for the WLTC Euro6c
tests performed on a dyno while WLTC-RDE will be performed in the middle of the traffic with a
PEMS attached at the rear of the car. RDE testing is then far more difficult than the dyno tests. RDE
not to exceed limits have then been updated to take into account different test conditions such as
PEMS weight (305533 kg in various ICCT testing[36]), driving in the middle of the traffic, road
gradient, etc
ADAC also performed NOx emission tests with a cycle representative of the real driving environment.
[37][38]
- 17 cars emit less than 80 mg/km i-e do not emit more NOx on this more demanding cycle than on
the NEDC cycle
- 22 additional cars fall below the 110% conformity factor. In total: 57% of cars have then a good
chance to be compatible with WLTC-RDE
- 30 cars fall above the 110% conformity factor and have then to be improved to satisfy the WLTCRDE test.
[39][40]
representing a real driving environment and gives a global notation independent from the type of
engine used (petrol, diesel, natural gas, LPG, hybrid, etc.). To get the maximum 50/50 note on this
cycle, the car shall emit less than the minimum limit applicable to either petrol or diesel car, that is to
say 100 mg HC, 500 mg CO, 60 mg NOx, 3 mg PM and 61010 P. Unlike ambient discourse dirty
diesel versus clean petrol cars, the results are much more nuanced and subtle. Some Euro6 diesel
cars perform as well as the best hybrid petrol cars ; some other recent Euro6 petrol indirect injection
cars perform as the worst Euro5 diesel cars ; finally some petrol hybrid cars are at the same level as
the best Euro5 diesel cars.[41][42]
Electrification[edit]
As Europe's requirements for its vehicle fleets head toward a goal of 98 grams of CO2 per kilometer
by 2020, Christian Maloney of the German office of consulting groupMcKinsey & Co. says the only
way the automakers can get there and make money is with plug-in vehicles.[43][44]
Many EU member states have responded to this problem by exploring the possibility of including
electric vehicle-related infrastructure into their existing road traffic system, with some even having
begun implementation. The UK has begun its "plugged-in-places" scheme which sees funding go to
several areas across the UK in order to create a network of charging points for electric vehicles. [45]