Comparison of US and EU

programs to control light-

duty vehicle emissions

Kate Blumberg, Francisco Posada

April 8, 2015
Outline
Slide 2

§  Overview on new vehicle standards

§  Weight classifications
§  Test cycles
§  New vehicle emissions standards
§  Limit values
§  Durability
§  Evaporative emissions
§  OBD
§  New vehicle greenhouse gas standards
§  Compliance and enforcement of new vehicle standards
§  Standards and programs for vehicles in circulation
§  Vehicle inspection
§  Remote sensing
§  Low emission zones
Overview
Slide 3

US & California European Union

•  Gasoline: 30 ppm sulfur average / 80 max •  Gasoline & diesel: 50 ppm sulfur max (2005)
Fuel quality (2006); 10 ppm average / 80 max (2017) •  Gasoline & diesel: 10 ppm sulfur max (2009)
•  Diesel: 15 ppm sulfur max (2007)
Federal Test Procedures + Supplemental Cycles: New European Drive Cycle:
Test cycle •  FTP-75 (city cycle, includes cold start) •  NEDC (city and extra urban, includes cold start)
•  US06 (high speed) World-Harmonized Light-Duty Vehicle Test Procedure:
•  SC03 (air conditioning) •  WLTP (cold start, low, medium, high and aggressive
•  HWFET (highway cycle, fuel economy only) driving in a single cycle)
•  Expected implementation in 2017
Emissions: Emissions:
Coverage •  Tier 2 standards cover all vehicles up to 3,855 •  Limit values set for passenger cars & light commercial
kg GVWR and passenger vehicles up to 4,535 vehicles by vehicle class/weight up to 2610 kg (RM)
•  LEV II and III and Tier 3 extend coverage to all CO2:
complete vehicles up to 6,350 kg GVWR •  Passenger car standards apply to vehicles designed for
GHG: the carriage of passengers (up to 3.5 tonnes GVWR)
•  Light-duty standards cover all LDVs (up to 3855 •  Light commercial vehicle standards include all light
kg) and MDPVs (up to 4535kg) trucks with RM up to 2610 kg in the N1 category (up to
•  Heavy-duty standards (all other on-road 3.5 tonnes GVWR)
vehicles, including all trucks above 3855 kg)
Emissions: Emissions:
Timeframe •  US Tier 2 (phase in 2004-2009), •  Euro 4 (2005 for new vehicle type approval, 2006 all)
Tier 3 (phase in 2017-2025) •  Euro 5a (2009 new, 2011 all); 5b (2011 new, 2013 all)
•  California LEV II (phase in 2004-2010), •  Euro 6 (2014 new, 2015 all); Euro 6c adds RDE (~2017)
LEV III (phase in 2015-2028) CO2:
GHG: •  Current standards apply for the 2015 model year. 2020
•  Light-duty standards include 2012-2016 standards are fully phased in for the 2021 model year
standards and 2017-2025 standards and apply for all years beyond, until replaced.
Overview continued
Slide 4

US & California European Union

Emissions: Emissions:
Pollutants •  NOx + NMOG and CO (bin certification, fleet •  NOx, HC, NOx+HC (diesels), PM and PN (limit values per
averaging) vehicle category)
•  HCHO (limit value) CO2:
•  PM mass (limit values, phased in) •  CO2 (fleet average)
GHG:
•  CO2 (fleet average)
•  CH4, N2O (limit values)
•  F-gases (credits available)
Emissions: Emissions:
Design •  All passenger vehicles and vehicles under 3,856 •  Different maximum limit values set for diesel and gasoline
kg GVWR certify to a single set of bins, with a •  Values stay stable until for multiple years, until new
fleet average requirements standards are introduced
•  Different bins for medium-duty cargo vehicles CO2:
(3,856 – 6,350 kg GVWR) •  Single year, mass-based standard, applying to an
•  Standards phase in over time, as fleets are increasing percentage of the fleet in preceding years.
required to meet lower average emissions and/or •  Super credits (for vehicles with 50 g/km or less CO2
higher-emission bins are eliminated emissions) and eco-innovation credits (up to 7 g/km).
GHG:
•  Annual, footprint-based standards, increasing in
stringency each year.
•  Banking of credits and debits for annual targets.
•  Credits for off-cycle emissions, hybrid trucks, F-
gases and air conditioning, and electric vehicles.
•  193,000 km or 10 years (Tier 2/LEV II) •  160,000 km or 5 years, whichever comes first
Durability •  240,000 km or 15 years (Tier 3/LEV III)
(emissions)
Light and medium-duty weight classifications
Slide 5

14000"
Euro"6"weight"limit"" Euro"6"extended"to"2840"kg"at"request"of"
13000" manufacturer"
12000"

11000"
Examples"for"Ford"LTs"(F150)"
10000"

9000" Ford"2008"MDVs"(F250,"F350,"
E"150,"E250,"E350)"
8000"
GVWR%(kg)%

Euro"6"LDV"N2"
7000"

6000" US"MDV2"
5000"

4000" US"MDPV"&"MDV1" NOM"044"

US"PV"&"LT" NOM"042"
3000"

2000" N1"
Euro"6"LDV"N1"Class"I"" N1"Class"III""
Class"II""
1000"

0"
0" 500" 1000" 1500" 2000" 2500" 3000" 3500" 4000" 4500" 5000"
Reference%Mass%(kg)%

Weight classification mismatch between European and North American standards

Weight classifications
Slide 6

Standard Classification RM (EU) o LVW (US) GVWR

EU, Euro 6 Euro 6 Up to 2610 kg, up to 2840 kg at

manufacturer request
PV All

LT N1 Class II 0-1305 kg

Class II 1306-1760 kg 0-3500 kg

Class II More than 1760 kg

N2 3500-12,000 kg
US, Tier 3 Tier 3 Up to 6350 kg

PV PV 3856 kg

MDPV 3856-4536 kg

LDT LDT1 0-1701 kg

LDT2 More than 1701 kg Less than 3856 kg

MDV Class 2b 3856-4536 kg

Class 3 4536-6350 kg

Mexico, NOM 042 Up to 3856 kg

Test cycles
7

130 km/h vs. 120 km/h

NEDC (1970s / 1990s) WLTP (2014, replace NEDC in 2017)

more dynamic driving

FTP, plus supplemental family

100
100
SC03 (Air conditioning) longer test cycle
+ improved test procedure
90
90 80
Speed (km per hour)

70
80 60
50

70
40 http://www.theicct.org/wltp-november2013-update
30
Speed (km per hour)

20
60 10
0
0 100 200 300 400 500 600 700
50 Time (seconds)

40 US06 (Aggressive Driving)

140
HWFET (Highway, Fuel Economy only)
120
120
30 100
Speed (km per hour)

Speed (km per hour)

100
80
20 80
60
60
10 40
40

20 20
0
0 200 400 600 800 1000 1200 1400 1600 1800 0 0
0 100 200 300 400 500 600 700 0 100 200 300 400 500 600 700 800 900
Time (seconds) Time (seconds) Time (seconds)
Emissions standards
Slide 8

Tier 2 Bins NMOG NOx PMa CO HCHO

(FTP) (mg/km) (mg/km) (mg/km) (mg/km) (mg/km)
Bin 8 78 124 12 2610 11 NMOG+
Tier 3 Bins PMa CO HCHO
Bin 7 56 93 12 2610 11 NOX
(FTP)
Bin 6 56 62 6 2610 11 (mg/km) (mg/km) (mg/km) (mg/km)
Bin 5 56 44 6 2610 11 Tier 2 Bin 5/ 56+44=100 6 2610 11
Bin 4 44 25 6 1305 7 Bin 160 100 2 2610 2
Bin 3 34 19 6 1305 7 Bin 125 78 2 1305 2
Bin 2 6 12 6 1305 2 Bin 70 44 2 1057 2
Bin 1 0 0 0 0 0 Bin 50 31 2 1057 2
Bin 30 19 2 622 2
Bin 20 12 2 622 2
Bin 0 0 0 0 0
Euro 6 NMOG+
PMa CO PN
standards by NOX
vehicle class (mg/km) (mg/km) (mg/km) (#/km) §  Bin 5 (fleet average) becomes the
Diesel highest (interim) bin in Tier 3
LT, N2 & N1, III 215 5 740 6.0 x 1011
LT N1, II 195 5 630 6.0 x 1011
§  Euro 6 standards are similar in
LT N1, I & PV 170 5 500 6.0 x 1011 stringency to Tier 2
Gasoline (NMOG & NOx are set as separate limits)
§  Realworld NOx emissions from
LT, N2 & N1, III 242 5 2270 6.0 x 1011
LT N1, II 205 5 1810 6.0 x 1011 Euro 6-certified diesels are ~600
LT N1, I & PV 160 5 1000 6.0 x 1011 mg/km.
US EPA Tier 3 and CA LEV III Program
Slide 9

•  Unlike Euro standards, US Tier 3 & CA LEV III standards:

•  Are fuel-neutral (same for gasoline and diesel).
•  Apply to all passenger vehicles and light trucks, phasing down to a single fleet average for all.
•  Cover medium-duty commercial trucks (separate bins provided), previously regulated with heavy-duty engine standards.
•  Fleet average, bin standards:
•  NMOG+NOx are fleet average standards: each vehicle certified to a per-vehicle “bin” standard and values are sales
weighted to calculate fleet-average emissions.
•  Bin structure allows manufacturers flexibility, provides motivation for marketing of significantly cleaner vehicles.
•  PM is a per-vehicle limit:
•  Phased-in as a % of new vehicle sales.
•  Final Tier 3 limit is 3 mg/mi (1.9 mg/km) in 2022, LEV III includes additional phase-in period to 1 mg/mi (0.6 mg/km).

Tier 3 2017 2018 2019 2020 2021 2022 2023 2024 2025+
NMOG+NOx (mg/mi)
LDV & LDT1 86 79 72 65 58 51 44 37 30
LDT2, 3,4 & MDPV 101 92 83 74 65 56 47 38

Tier 3 PM (mg/mi) 2017 2018 2019 2020 2021 2022

Phase-in (%) 20% 20% 40% 70% 100% 100%
FTP certification (mg/mi) 3 3 3 3 3 3
FTP In-use (mg/mi) 6 6 6 6 6 3
US and European standards are not equivalent
Slide 10

0.9"
Emission'Factors'(real0world)'+'Cer6fica6n''Limits'(gram/km)'
Evapora>ve"Emissions"Factors"
0.8"
HC"Emission"Factors"
0.7" NOx"Emission"Factors"

NOx"+"HC"Cer>fica>on"limit"
0.6"

0.5"

0.4"

0.3"

0.2"

0.1"

0"
Euro"4"diesel" Euro"4" Euro"5"diesel" Euro"5" Euro"6"diesel"" Euro"6" US"Tier"2"" US"Tier"3""
gasoline" gasoline" gasoline"

§  Very little change from Euro 3 to 6 in exhaust emissions. Evaporative emissions go down for Euro 6 gasoline vehicles.
§  Diesel emissions might decline as WLTC and Real Driving Emissions (RDE) are incorporated into Euro 6.
§  Different test cycle complicate comparison: NEDC is a little stronger for gasoline vehicles (cold start is more important)
but weaker for diesels (higher loads are more important). WLTP is more similar to FTP.
§  US Tier 2 and 3 standards are fleet average standards, whereas Euro 6 is based on maximum limits. Current NOM 042
standards also set maximum value limits, which do not provide incentive to introduce cleaner models.
Test cycle makes a difference in stringency
Slide 11

On-Road Testing and PEMS Data

Analysis for two Euro 6 Diesel Vehicles.
J. May, C. Favre, D. Bosteels, J.
Andersson, D. Clarke and M. Heaney,
20th International Transport and Air
Pollution Conference 2014

•  Lack of aggressive driving and high load conditions make NEDC particularly weak for diesel
vehicles.
•  In contrast, the high apportionment of cold start makes it a more stringent cycle for gasoline
vehicles.
Comparison of Standards – NOx and NMHC/NMOG
Slide 12

§  Values for ARB LEV and EPA Tier programs are fleet average values; Euro program values
are max-per-vehicle values
§  Only LEV III and Tier 3 have set NMOG+NOx standards; all other “standards” presented here
are the summation of independent NOx Standards and NMHC or NMOG
Useful Life of Emissions Control Systems
Slide 13

300,000" 16"

km" 14"
250,000"
years" 12"

Useful'Life'(years)'
200,000"
Useful'Life'(km)'

10"

150,000" 8"

6"
100,000"
4"
50,000"
2"

0" 0"
Euro"4,"5,"6" Tier"2/"LEV"II" Tier"3/"LEV"III"
Real NOx emissions of Euro 6 diesel cars are on average
7 times higher than allowed limit
On-road emission results, by vehicle
Above type−approval
2 Below or equal to type−approval
Above Euro 5 limit
SCR L LNT H Above Euro 6, below Euro 5 limit
Below Euro 6 limit
1.5 Euro 5 limit
Average NOX [g/km]

Euro 6 limit

15 test vehicles in total (6 manufacturers),

SCR F
1 ent NOX control technologies:
• 10 selective catalytic reduction (SCR)
SCR E
M EGR • 4 exhaust gas recirculation (EGR)
• 1 lean NOX trap (LNT)
0.5 EGR O SCR A SCR I EGR
SCR N Average Euro 6 NOX conformity factors
G J K EGR (ratio of on-road emissions to legal limits):
SCR D EGR B SCR • all cars: 7.1
C SCR
0 • best performer (Vehicle C, SCR): 1.0
100 120 140 160 180 • bad performer (Vehicle H, LNT): 24.3
• worst performer (Vehicle L, SCR): 25.4
Average CO2 (as % of type−approval [g/km])

14
http://www.theicct.org/real-world-exhaust-emissions-modern-diesel-cars
Passenger vehicle GHG standards
Slide 15
Light truck GHG standards
Slide 16
GHG standards
Slide 17

§  Standard stringency

§  Similar stringency for both passenger cars and light trucks, standards are
similarly split
§  US standards
§  Annual fleet average standards with banking of credits and debits, ensure
ongoing fleet improvement while allowing flexibility in compliance
§  Footprint-based standards allow for GHG reductions/efficiency improvement
due to weight reductions
§  Rigorous testing requirements, more comprehensive test cycles, and real
compliance enforcement
§  European standards
§  Standards are 4 years ahead of US standards
§  Fewer light trucks result in better overall fleet average
§  Higher share of diesels further increase fuel economy
 Slide 18

In-Use Emissions
Compliance and Enforcement
19

Manufacturer Manufacturer
1 2
Pre-production testing In-use verification
Certificate of Conformity Test on random sample

vehicle design and build 0 km 50,000 km 100,000 km

Manufacturer Manufacturer
1 4
Pre-production testing In-use verification
Certificate of Conformity tests on random sample
EPA EPA
2 5
Conformity tests In-use surveillance
about 10% of vehicles random / selected sample
EPA
3
Selective Enforcement Audit +
Confirmatory Road Load Testing

http://www.theicct.org/blogs/staff/bought-tiger-got-hello-kitty-how-fix-vehicle-fuel-economy-fraud-china
NOx emissions of Euro 6 diesel cars higher than the
Euro 3 limit value 20

http://www.theicct.org/real-world-exhaust-emissions-modern-diesel-cars
Real-world fuel consumption of new cars in EU is about 

30+% higher than claimed by manufacturers 21

http://www.theicct.org/laboratory-road-2014-update
The growing gap appears to be largely attributable
models being strongly optimized to the test cycle 22

http://www.theicct.org/blogs/staff/trend-that-cant-continue-europes-car-co2-emissions-gap
A growing gap means that only part of the expected fuel
consumption/CO2 reduction may be real 23

http://www.theicct.org/laboratory-road-2014-update
There are many ways to optimize vehicles
for the laboratory testing 24
Vehicle inspection
Slide 25

§  European Union

§  Requires periodic inspection of all vehicles and trailers at regular intervals
§  Allows for unannounced roadside inspections of commercial vehicles in any EU country,
regardless of place of registration
§  Sets standards for implementation
§  Member states are responsible for implementation
§  United States
§  Clean Air Act requires I/M for certain regions, based on air quality, population and
location
§  Sets standards for implementation and QA/QC
§  States are responsible for I/M implementation
§  State programs may include tailpipe emissions tests (idle, acceleration, etc) and/or OBD
tests for MY1996+, along with visual checks, evaporative emissions tests (primarily gas
cap)
§  Mostly focus on gasoline vehicles, set cutpoints, frequency, and MY requirements by
state
OBD in inspection
Slide 26

§  Widely used in US and Europe

§  US OBDII and EU EOBD Systems are very different, with different
software and hardware requirements
§  EOBD systems: Euro 5 communication compliant with ISO 15031-5
Euro 6 communication complaint with ISO 15765-4
§  OBDII systems are complaint with ISO 15765-4
§  Ensuring proper implementation
§  Provisions (like those to be discussed by ARB) are critical to guard
against cheating are critical to ensure effectiveness of programs
§  Also need requirements in place for reporting of defects, doing field
fixes and implementing running changes
§  OBD appears to be a relatively robust tool for controlling
emissions from vehicles in use, if proper safeguards and
procedures are in place
Remote sensing
Slide 27

§  Programs are widespread in Europe and U.S.

§  Useful tool for monitoring mean on-road fleet emissions
§  Ensure that new vehicle standards are operating as intended
§  Ensuring the effectiveness of I/M programs, including guarding against
corruption in test centers
§  Can be used to better calibrate emissions modeling
§  Challenging to use results for enforcement or to replace I/M
§  Requires a mandate to repair/further inspect identified high emitters
§  Clean screen can reduce the burden of I/M programs
Remote sensing: OBD effective
Slide 28

Copyright © 2007 Envirotest Systems

Remote sensing: high diesel NOx emissions
29

Chen, Y., Borken-Kleefeld, J. (2014). Amospheric Environment 88 (2014) 157-164

Low Emission Zones

§  Definition: designated geographic areas within which certain

categories of vehicles – usually the highest-emitting vehicles in a
fleet – are restricted from operating.
§  Outright ban of certain class of vehicles or emission standard
§  Ban during certain times of the day
§  LEZs are very popular in Europe and China, not in the U.S.
§  Labeling is a strong complementary policy to LEZ
§  Generally based on original certification level, with retrofit option if available

§  Clearly specified timelines for implementation with increasing stringency

§  Effective enforcement with appropriate penalties to deter non-compliance
§  “Appropriate” varies by region. In Italy, equal to a parking ticket (70 Euros). In
Denmark, equal to the cost of a DPF (10,000 Euros).
Low Emission Zones – selected results
Conclusions
Slide 32

§  Compliance and enforcement is the most critical aspect of all

regulations and the key to success of US and CA policies
§  US/CA programs are both more complex and more rigorous
while providing more flexibilities to manufacturers
§  Bin system encourages manufacturers to design and market
increasingly clean vehicles
§  Footprint-based GHG standards reward weight reduction
§  Enforcement is a real threat, standards are very detailed to eliminate
loopholes
§  OBD enforcement mechanisms both reduce ability to cheat and
increase increase information to regulators (defect reporting
requirements)
§  European LEZs have been effective in reducing air pollution in
key areas and accelerating fleet turnover
Autoline interview with Oliver Schmidt,
Powertrain Development, VW Slide 33