In the United States, emissions standards are managed on a
national level by the Environmental Protection Agency (EPA). State and local
governments may apply for waivers to enact stricter regulations.
Motor vehicles
Due to its preexisting standards and particularly severe
motor vehicle air pollution problems in the Los Angeles metropolitan area, the
U.S. state of California has special dispensation from the federal government
to promulgate its own automobile emissions standards. Other states may choose
to follow either the national standard or the stricter California standards.
States adopting the California standards include Arizona (2012 model year),
Connecticut, Maine, Maryland, Massachusetts, New Jersey, New Mexico (2011 model
year), New York, Oregon, Pennsylvania, Rhode Island, Vermont, and Washington,
as well as the District of Columbia. Such states are frequently referred to as
"CARB states" in automotive discussions because the regulations are
defined by the California Air Resources Board.
The EPA has adopted the California emissions standards as a
national standard by the 2016 model year and is collaborating with California
regulators on stricter national emissions standards for model years 2017–2025.
Light-duty vehicles
Two sets, or "tiers", of emission standards for
light-duty vehicles in the United States were defined as a result of the Clean
Air Act Amendments of 1990. The "Tier I" standard was adopted in 1991
and was phased in from 1994 to 1997. Tier II standards are being phased in from
2004 to 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.
These standards specifically restrict emissions of carbon
monoxide (CO), oxides of nitrogen (NOx), particulate matter (PM), formaldehyde
(HCHO), and non-methane organic gases (NMOG) or non-methane hydrocarbons
(NMHC). The limits are defined in grams per mile (g/mi).
Phase 1: 1994–99
Were phased in from 1994 to 1997, and were phased out in
favor of the national Tier 2 standard, from 2004 to 2009.
Tier I standards cover vehicles with a gross vehicular
weight rating (GVWR) below 8,500 pounds (3,856 kg) and are divided into five
categories: one for passenger cars, and four for light-duty trucks (which
include SUVs and minivans) divided up based on the vehicle weight and cargo
capacity.
California's "Low-emission vehicle" (LEV) program
defines automotive emission standards which are stricter than the United
States' national "Tier" regulations. It contains various emissions
levels, one of which is confusingly named "Low-emission vehicle
(LEV)". In increasing stringency, these are:[citation needed]
The LEV standard created six major emission categories, each
with several targets available depending on vehicle weight and cargo capacity.
Vehicles with a test weight up to 14,000 pounds (6,350 kg) were covered by the
regulations. The major emission categories were:
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.
Transitional NLEV: 1999–2003
A set of transitional and initially voluntary "national
low emission vehicle" (NLEV) standards were in effect starting in 1999 for
northeastern states and 2001 in the rest of the country until Tier II, adopted
in 1999, began to be phased in from 2004 onwards. The National Low Emission
Vehicle program covered vehicles below 6,000 pounds GVWR and adapted the
national standards to accommodate California's stricter regulations.
Phase 2: 2004–09
Instead of basing emissions on vehicle weight, Tier II
standards are divided into several numbered "bins". Eleven bins were
initially defined, with bin 1 being the cleanest (zero-emission vehicle) and 11
the dirtiest. However, bins 9, 10, and 11 are temporary. Only the first ten
bins were used for light-duty vehicles below 8,500 pounds GVWR, but medium-duty
passenger vehicles up to 10,000 pounds (4,536 kg) GVWR and to all 11 bins.
Manufacturers can make vehicles which fit into any of the available bins, but
still must meet average targets for their entire fleets.
The two least-restrictive bins for passenger cars, 9 and 10,
were phased out at the end of 2006. However, bins 9 and 10 were available for
classifying a restricted number of light-duty trucks until the end of 2008,
when they were removed along with bin 11 for medium-duty vehicles. As of 2009,
light-duty trucks must meet the same emissions standards as passenger cars.
Tier II regulations also defined restrictions for the amount
of sulfur allowed in gasoline and diesel fuel, since sulfur can interfere with
the operation of advanced exhaust treatment systems such as selective catalytic
converters and particulate filters. Sulfur content in gasoline was limited to
an average of 120 parts-per-million (maximum 300 ppm) in 2004, and this was
reduced to an average 30 ppm (maximum 80 ppm) for 2006. Ultra-low sulfur diesel
began to be restricted to a maximum 15 ppm in 2006 and refiners are to be 100%
compliant with that level by 2010.
Phase 3A: 2010–16
In 2009, President Barack Obama announced a new national
fuel economy and emissions policy that incorporated California's contested plan
to curb greenhouse gas emissions on its own, apart from federal government
regulations.
The combined fleet fuel economy for an auto manufacturer of
cars and trucks with a GVWR of 10,000 lbs or less will have to average 35.5
mpg. The average for its cars will have to be 42 mpg, and for its trucks will
be 26 mpg by 2016, all based upon CAFE Standards.[6] If the manufacturers do
not meet these standards, they will be assessed a $5 fee per vehicle made for
every .1mpg that they're under the standard for.[7]
A second round of California standards, known as Low
Emission Vehicle II, is timed to coordinate with the Tier 2 rollout.
Under LEV II regulations, the Tier I and TLEV
classifications were removed for 2004, and the remaining LEV, ULEV, and SULEV
categories were made more stringent. These stricter versions are therefore
known as "LEV II", "ULEV II", and "SULEV II".
Tier II's bin 5 roughly defines what fleet averages should
be, and is equivalent to California's LEV II classification.
The following new categories were also created:
ILEV – Inherently
low-emission vehicle
PZEV – Partial
zero emission vehicle
AT-PZEV – Advanced
technology partial zero emission vehicle
NLEV – National
low emission vehicle
The PZEV and AT-PZEV ratings are for vehicles which achieve
a SULEV II rating and also have systems to eliminate evaporative emissions from
the fuel system and which have 150,000-mile/15-year warranties on
emission-control components. Several ordinary gasoline vehicles from the 2001
and later model years qualify as PZEVs.
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.[citation needed]
Heavy-duty vehicles
Further information: Not-To-Exceed (NTE) – EPA diesel
standards
Heavy-duty vehicles must comply with more stringent exhaust
emission standards and requires ultra-low sulfur diesel (ULSD) fuel (15 ppm
maximum) beginning in 2007
Greenhouse gases
Further information: Global Warming Solutions Act of 2006
(California)
Federal emissions regulations do not cover the primary
component of vehicle exhaust, carbon dioxide (CO2). Since CO2 emissions are
proportional to the amount of fuel used, the national Corporate Average Fuel
Economy regulations are the primary way in which automotive CO2 emissions are
regulated in the U.S. However, the EPA is facing a lawsuit seeking to compel it
to regulate greenhouse gases as a pollutant.[citation needed]
As of 2007, the California Air Resources Board passed strict
greenhouse gas emission standards[9] which are being challenged in the courts.
On September 12, 2007, a judge in Vermont ruled in favor of
allowing states to conditionally regulate greenhouse gas (GHG) emissions from
new cars and trucks, defeating an attempt by automakers to block state
emissions standards. A group of automakers including General Motors,
DaimlerChrysler, and the Alliance of Automobile Manufacturers had sued the
state of Vermont in order to block rules calling for a 30 percent reduction in
GHG emissions by 2016. Members of the auto industry argued that complying with
these regulations would require major technological advances and raise the
prices of vehicles as much as $6,000 per automobile. U.S. District Judge
William K. Sessions III dismissed these claims in his ruling. "The court
remains unconvinced automakers cannot meet the challenge of Vermont and
California's (greenhouse gas) regulations," he wrote.
Meanwhile, environmentalists continue to press the
Administration to grant California a waiver from the EPA in order for its
emissions standards to take effect. Doing so would allow Vermont and other states
to adopt these same standards under the Clean Air Act. Without such a waiver,
Judge Sessions wrote, the Vermont rules will be invalid.
Consumer ratings
Air pollution score
EPA's air pollution score represents the amount of health-damaging
and smog-forming airborne pollutants the vehicle emits. Scoring ranges from 0
(worst) to 10 (best). The pollutants considered are nitrogen oxides (NOx),
particulate matter (PM), carbon monoxide (CO), formaldehyde (HCHO), and various
hydrocarbon measures – non-methane organic gases (NMOG), and non-methane
hydrocarbons (NMHC), and total hydrocarbons (THC). This score does not include
emissions of greenhouse gases (but see Greenhouse gas score, below).
Greenhouse gas score
EPA's greenhouse gas score reflects the amount of greenhouse
gases a vehicle will produce over its lifetime, based on typical consumer
usage. The scoring is from 0 to 10, where 10 represents the lowest amount of
greenhouse gases.
The Greenhouse gas score is determined from the vehicle's
estimated fuel economy and its fuel type. The lower the fuel economy, the more
greenhouse gas is emitted as a by-product of combustion. The amount of carbon
dioxide emitted per liter or gallon burned varies by fuel type, since each type
of fuel contains a different amount of carbon per gallon or liter.
The ratings reflect carbon dioxide (CO2), nitrous oxide
(N20) and methane (CH4) emissions, weighted to reflect each gas' relative
contribution to the greenhouse effect.
Non-road engines
Main article: Non-road engine § Emission standards
Non-road engines, including equipment and vehicles that are
not operated on the public roadways, are used in an extremely wide range of
applications, each involving great differences in operating characteristics and
engine technology. Emissions from all non-road engines are regulated by
categories.
Small engines
Pollution from small engines, such as those used in
gas-powered groundskeeping equipment has an impact on air quality. Emissions
from small offroad engines are regulated by the EPA. Specific pollutants
subject to limits include hydrocarbons, carbon monoxide, and nitrogen oxides.
Electricity generation
Performance-based regulation of greenhouse gases from
electricity generation has been initiated on the state level. California was
the first to implement this standard in January 2007 by adopting Senate Bill
1368, which set a limit of 1,100 lbs. CO2 per megawatt-hour on "new
long-term commitments" for baseload power generation. This legislation was
intended to apply to new plant investments (new construction), new or renewal
contracts with a term of five years or more, or major investments by the
electrical utility in its existing baseload power plants. The number of 1,100
lbs. CO2/MWhr corresponds to the emissions per electrical output of a combined
cycle gas turbine plant. By comparison, coal-fired steam turbine plants produce
2,200 lbs. CO2/MWhr or more. Other western states followed suit soon after
California, with Oregon, Washington, and Montana passing similar bills into law
later that year.
Air quality standards
Individual states with areas that do not attain the targets
set by the EPA in the National Ambient Air Quality Standards must promulgate
specific regulations which reduce the corresponding emissions from local
sources.
State emission testing
Name Light duty
gasoline Emissions testing Light-duty diesel Emissions testing Heavy-duty diesel Emissions testing Special notes
Alabama No
emissions testing required No
emissions testing required Alabama
maintains "volunteer emission testing"
Alaska ≥6 model years
old (Anchorage) Every two
years Exempt
Exempt
Arizona Model Years ≥1967 but more than 5
model years old (Pima County/ Maricopa County) Every
two years 1967–2007 (Pima
County/ Maricopa County) Pima
County: 30 percent opacity
Maricopa County: 20 percent opacity
Maricopa
County J1667 test protocol
Model year <1991: 55 percent opacity
Model year ≥1991: 40 percent opacity
Arkansas
California Model
Years 1976 and newer. New cars are exempt until 6 years old. Hybrid vehicles
are exempt. Every two
years
Colorado
Connecticut more
than 4 model years old but less than 25 model years old Every two years (OBDII) more
than 4 model years old but less than 25 model years old Every two years Exempt
Delaware Over
5 model years old Every
two years (OBDII)
Florida
Georgia Annually
(Atlanta metro area only)
Hawaii
Idaho
Illinois Every
two years, after the vehicle is four years old Required
only in the Chicago metropolitan area and eastern suburbs of St. Louis,
Missouri
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland Hybrid
vehicles that achieve an EPA gas mileage rating of at least 50 miles per gallon
are exempt from testing for 3 years after their model year, after which they
are then tested at the standard two year intervals. Every two years
Massachusetts Every year OBDII Every
year OBDII 8,501 to 14,000 lbs (Medium duty)
14,000 lbs+ (Heavy duty)
Medium
Duty: OBDII
Heavy duty: J1667 Protocol
Michigan
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico Model
Years ≥1978 but more than 4 model years old (Bernalillo County) Every two years and at change of
ownership Model Years ≥1978 but more
than 4 model years old (Bernalillo County) Every
two years and at change of ownership Exempt
New York
North Carolina
North Dakota
Ohio More than 4
model years old but less than 25 model years old in the Greater Cleveland area Every two years (OBDII) More than 4 model years old but
less than 25 model years old in the Greater Cleveland area Every two years (OBDII) Testing was
also required in the Cincinnati and Dayton Metropolitan areas from 1995-2005
Oklahoma
Oregon
Pennsylvania
Rhode Island more
than 2 models years old (inclusive) or 24,000 miles (inclusive) Every two years (OBDII) Exempt
Exempt Effective July 2012, any state
contracted job requiring heavy duty vehicles must be operated with pollution
control devices
South Carolina
South Dakota
Tennessee Any gasoline vehicle with a model year of 1975 and
newer and a GVWR of 10,500 lbs or less. Motorcycles are exempt. Annual testing. OBDII + catalytic
converter tamper check + fuel cap leak test for 1996 or later vehicles.
Tailpipe/tampering testing for 1995 and older vehicles. Any diesel vehicle with a model year of 1975 and newer and a GVWR of
10,500 lbs or less. Annual testing.
OBDII + catalytic converter tamper check + fuel cap leak test for 2002 or later
vehicles. Curb Idle-opacity/tampering testing for 2001 and older vehicles. Exempt Only applies to Hamilton (Chattanooga), Davidson,
Rutherford, Sumner, Williamson, and Wilson (all part of Greater Nashville area)
Counties. Required for registration renewal. Davidson county runs their own
emissions programs/facilities with the assistance of the state. Shelby County
(Memphis) formerly required testing, but ended their program in July 2013 due
to funding issues and no state support.
Texas more than 2
model years old to 24 model years old annually
(both OBDII for 1996–present and ASM to 1995 for motor vehicles except for
4-wheel drive/all wheel drive powertrains (4WD/AWD including vehicles over 8500
GVW are subjected to the two-speed idle (TSI) testing; TSI testing to 1995 only
in El Paso, Travis, and Williamson Counties) Emission
testing mandated for motor vehicles registered in Brazoria, Fort Bend,
Galveston, Harris, Montgomery, Collin, Dallas, Denton, Ellis, Johnson, Kaufman,
Parker, Rockwall, Tarrant, Travis, Williamson and El Paso counties
Utah
Virginia[38] more
than 2 model years old to 24 model years old Every
two years. First-time registrations exempt if vehicle has received an emissions
certificate from certain states within previous 12 months. newer than 1996 model year every two years GVWR > 8500 lbs. exempt Emission testing mandated for motor
vehicles registered in the counties of Arlington, Fairfax, Loudoun, Prince
William, or Stafford, and the cities of Alexandria, Fairfax, Falls Church,
Manassas or Manassas Park. Certain hybrids exempt.
Washington Vehicles tested every other year depending on
model year. Vehicles model year 2009 and newer are exempt from testing. Every two years. Odd model years on odd
test years, even model years on even test years. All diesel passenger vehicles are exempt if weight is under
6,000 lbs. Vehicles
> 6,000 lbs and older than 2007 require testing. 2007 and newer exempt
regardless of weight. Every two years.
Odd model years on odd test years, even model years on even test years. Emission testing required for most
of Clark, King, Pierce, Snohomish and Spokane counties. Vehicles exempt from
testing are Motorcycles, 2009 and newer model vehicles, Hybrids that attain
greater than 50 miles per gallon city, all diesel passenger vehicles under
6,001 lbs GVWR, all diesel vehicles model year 2007 and newer regardless of
weight.
West Virginia
Wisconsin Testing required for vehicles model years 1996 and
later in Kenosha, Milwaukee, Ozaukee, Racine, Sheboygan, Washington and
Waukesha counties (model years 1996 to 2006 up to 8,500 pounds; model years
2007 or newer up to 14,000 pounds) Every other year before registration
renewal; after transfer of ownership; after registration in Wisconsin Testing required for vehicles
model years 1996 and later in Kenosha, Milwaukee, Ozaukee, Racine, Sheboygan,
Washington and Waukesha counties: Model years 2007 and newer which have a gross
vehicle rating up to 14,000 pounds Every
other year before registration renewal; after transfer of ownership; after
registration in Wisconsin Greater
than 14,000 lbs. Exempt
Wyoming
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