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.
Currently, emissions of nitrogen oxides (NOx), total hydrocarbon (THC), non-methane hydrocarbons (NMHC), 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. New models introduced must meet current or planned standards, but minor lifecycle model revisions may continue to be offered with pre-compliant engines.
In the early 2000s, Australia began harmonising Australian Design Rule certification for new motor vehicle emissions with Euro categories. Euro III was introduced on 1 January 2006 and is progressively being introduced to align with European introduction dates.
Also see the EU-mandated European on-board diagnostics.
CO2
emission
Within the European Union,
road transport is responsible for about 20% of all CO2
emissions, with passenger cars contributing about 12%.
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 CO2
emissions from transport have risen rapidly in recent years, from 21% of the
total in 1990 to 28% in 2004,
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
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
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.
Other EU member countries are also
in the process of introducing consumer-friendly labels.
Obligatory
vehicle CO2 emission limits
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.
Toxic
emission: stages and legal framework
The stages are typically referred to
as Euro 1, Euro 2, Euro 3, Euro 4 and Euro 5 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.
The following 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.
- Also for passenger cars and light trucks - 93/59/EEC.
- Euro 2 (1996) for passenger cars - 94/12/EC (& 96/69/EC)
- For motorcycle - 2002/51/EC (row A) - 2006/120/EC
- Euro 3 (2000) for any vehicle - 98/69/EC
- For motorcycle - 2002/51/EC (row B) - 2006/120/EC
- 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 - 715/2007/EC
These limits supersede the original
directive on emission limits 70/220/EEC.
- 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
- 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 parliament’s
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 8-10% mark by 2020.
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 petrol vehicles. Diesels have more stringent CO standards but are
allowed higher NOx
emissions. Petrol-powered vehicles are exempted from particulate matter (PM)
standards through to 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. A particulate number standard (P) or (PN) is part of Euro 5
and 6, but is not final. The standard is to be defined as soon as possible and
at the latest upon entry into force of 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.
Tier
|
Date
|
P***
|
||||||
Diesel
|
||||||||
Euro 1†
|
July 1992
|
2.72 (3.16)
|
-
|
-
|
-
|
0.97 (1.13)
|
0.14 (0.18)
|
-
|
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
|
-
|
Euro 5
|
September 2009
|
0.50
|
-
|
-
|
0.180
|
0.230
|
0.005
|
-
|
Euro 6 (future)
|
September 2014
|
0.50
|
-
|
-
|
0.080
|
0.170
|
0.005
|
-
|
Petrol (Gasoline)
|
||||||||
Euro 1†
|
July 1992
|
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
|
September 2009
|
1.0
|
0.10
|
0.068
|
0.060
|
-
|
0.005**
|
-
|
Euro 6 (future)
|
September 2014
|
1.0
|
0.10
|
0.068
|
0.060
|
-
|
0.005**
|
-
|
* Before Euro 5, passenger
vehicles > 2500 kg were type approved as light
commercial vehicles N1-I
** Applies only to vehicles with direct injection engines *** A number standard is to be defined as soon as possible and at the latest upon entry into force of Euro 6 † Values in brackets are conformity of production (COP) limits |
||||||||
Emission
standards for light commercial vehicles
Tier
|
Date
|
CO
|
THC
|
NMHC
|
NOx
|
HC+NOx
|
PM
|
P
|
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
|
-
|
Euro 5
|
September 2009
|
0.500
|
-
|
-
|
0.180
|
0.230
|
0.005
|
-
|
Euro 6
|
September 2014
|
0.500
|
-
|
-
|
0.080
|
0.170
|
0.005
|
-
|
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
|
September 2009
|
1.000
|
0.100
|
0.068
|
0.060
|
-
|
0.005*
|
-
|
Euro 6
|
September 2014
|
1.000
|
0.100
|
0.068
|
0.060
|
-
|
0.005*
|
-
|
* Applies only to vehicles with
direct injection engines
|
||||||||
Tier
|
Date
|
CO
|
THC
|
NMHC
|
NOx
|
HC+NOx
|
PM
|
P
|
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
|
-
|
Euro 5
|
September 2010
|
0.630
|
-
|
-
|
0.235
|
0.295
|
0.005
|
-
|
Euro 6
|
September 2015
|
0.630
|
-
|
-
|
0.105
|
0.195
|
0.005
|
-
|
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
|
0.13
|
-
|
0.10
|
-
|
-
|
-
|
Euro 5
|
September 2010
|
1.810
|
0.130
|
0.090
|
0.075
|
-
|
0.005*
|
-
|
Euro 6
|
September 2015
|
1.810
|
0.130
|
0.090
|
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 & N2), g/km
Tier
|
Date
|
CO
|
THC
|
NMHC
|
NOx
|
HC+NOx
|
PM
|
P
|
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
|
-
|
Euro 5
|
September 2010
|
0.740
|
-
|
-
|
0.280
|
0.350
|
0.005
|
-
|
Euro 6
|
September 2015
|
0.740
|
-
|
-
|
0.125
|
0.215
|
0.005
|
-
|
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
|
September 2010
|
2.270
|
0.160
|
0.108
|
0.082
|
-
|
0.005*
|
-
|
Euro 6
|
September 2015
|
2.270
|
0.160
|
0.108
|
0.082
|
-
|
0.005*
|
-
|
* Applies only to vehicles with
direct injection engines
|
||||||||
Emission
standards for trucks and buses
Whereas for passenger cars, the
standards are defined by vehicle driving distance, g/km, for lorries (trucks)
they are defined by engine energy output, 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
|
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
|
|
Euro VI
|
31 December 2013[15]
|
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".
|
|||||||
Emission
standards for Large Goods Vehicles
Standard
|
Date
|
CO
(g/kWh)
|
NOx (g/kWh)
|
HC
(g/kWh)
|
PM
(g/kWh)
|
Euro 0
|
1988–1992
|
12.3
|
15.8
|
2.6
|
none
|
Euro I
|
1992–1995
|
4.9
|
9.0
|
1.23
|
0.40
|
Euro II
|
1995–1999
|
4.0
|
7.0
|
1.1
|
0.15
|
Euro III
|
1999–2005
|
2.1
|
5.0
|
0.66
|
0.1
|
Euro IV
|
2005–2008
|
1.5
|
3.5
|
0.46
|
0.02
|
Euro V
|
2008–2012
|
1.5
|
2.0
|
0.46
|
0.02
|
Euro
norm emissions for (older) ECE R49 cycle
|
|||||
Standard
|
Date
|
CO
(g/kWh)
|
NOx (g/kWh)
|
HC
(g/kWh)
|
PM
(g/kWh)
|
Euro 0
|
1988–1992
|
11.2
|
14.4
|
2.4
|
none
|
Euro I
|
1992–1995
|
4.5
|
8.0
|
1.1
|
0.36
|
Euro II
|
1995–1999
|
4.0
|
7.0
|
1.1
|
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. The standard lies between the levels of Euro V and Euro VI.
Emission
standards for non-road mobile machinery
The non-road
mobile machinery or NRMM is a term used in
the European emission standards to control emissions of engines that are not
used primarily on public roadways.
Cycle
beating
For the emission standards to
deliver real emission reductions it is crucial to use a test cycle that
reflects real-world driving style. It was 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, research from two German technology institutes
found that for diesel cars no 'real' NOx reductions have been achieved after 13 years of stricter
standards (2006 report).
Electrification
As Europe's requirements for its
vehicle fleets head toward a goal of 98 grams of CO
2 per kilometer by 2020, Christian Maloney of the German office of consulting group McKinsey & Co. says the only way the automakers can get there and make money is with plug-in vehicles.
2 per kilometer by 2020, Christian Maloney of the German office of consulting group McKinsey & Co. says the only way the automakers can get there and make money is with plug-in vehicles.
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.
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