Emission standard
An exhaust emission standard (e.g. Euro standard ) defines limit values for the emission of air pollutants for vehicles and ships .
In the EU, limit values apply to carbon monoxide (CO), nitrogen oxides (NO x ), hydrocarbons (C n H m ), particle mass (PM) and particle number (PN). The limit values differ both according to the type of engine ( gasoline or diesel engine ) and the type of vehicle ( cars , trucks , motorcycles or mopeds ) and are becoming increasingly stringent.
The pollutant values are measured during the type test in the driving cycle . In the case of trucks and buses, from the Euro 6 emissions standard, the values are also measured during real driving (emissions in practical driving mode "RDE") . For cars , this is only the case from the Euro 6d-TEMP emission standard. The vehicle manufacturer must guarantee compliance with the limit values for a specified period of time and mileage. Depending on the vehicle type, an on-board diagnosis (OBD) is required from a certain year of construction to continuously check the functioning of all emission-related systems.
The emissions standards in the EU do not set any limit values for the emission of the greenhouse gas carbon dioxide (CO 2 ). Regulations for this are set out in guidelines on fleet consumption .
history
In California , due to the susceptibility of the city of Los Angeles to summer smog , the first emission limits for motor vehicles were set as early as the 1960s. For this purpose, the " California Air Resources Board " - CARB was founded in 1967 . In addition, there is now the federal Environmental Protection Agency (EPA).
The first uniform emissions regulations for cars in the European Community (EC) came into force in 1970 with Directive 70/220 / EEC. The emissions of carbon monoxide and hydrocarbons were limited. These limit values were tightened in 1974 by Directive 74/290 / EEC. In 1977, with Directive 77/102 / EEC, nitrogen oxides were introduced as exhaust gas constituents to be additionally limited. Limit values for particles ( soot ) from diesel engines were introduced in 1988 with Directive 88/436 / EEC.
For trucks and buses, limit values for exhaust gas constituents were set for the first time in Europe in 1988 with Directive 88/77 / EEC. For motorbikes and mopeds there have been exhaust emission limits established across Europe by Directive 97/24 / EC since 1997.
European Union
 Regulation (EC) No. 715/2007 |
|
|---|---|
| Title: | Regulation (EC) No. 715/2007 of the European Parliament and of the Council of June 20, 2007 on the type approval of motor vehicles with regard to emissions from light passenger cars and commercial vehicles |
| Short title: | Euro 5 and Euro 6 |
| Scope: | EEA |
| Legal matter: | Traffic law , environmental law |
| Basis: | EGV , especially Art. 95 |
| Procedure overview: |
European Commission European Parliament IPEX Wiki |
| To be used from: | July 2, 2007 Art. 10 Paragraph 1 and Art. 12 January 3, 2009 Remaining Ordinance |
| Last change by: | Regulation (EU) 2018/858 |
|
Effective date of the last change: |
January 7, 2019 |
| Reference: | OJ L 171 of June 29, 2007, pp. 1-16 |
| Full text |
Consolidated version (not official) basic version |
| Regulation has entered into force and is applicable. | |
| Please note the information on the current version of legal acts of the European Union ! | |
In the EU, Directive 2007/46 / EC defines a common legal framework for the type approval of cars, trucks, buses and trailers (with the exception of lof). Directive 2007/46 / EC will be replaced by Regulation (EU) 2018/858 on September 1, 2020 . The emission limit values for these vehicles are specified in Regulation 715/2007 / EC. It applies with the supplementary regulations (EG) 692/2008, (EG) 595/2009, (EU) 566/2011, (EU) 459/2012, (EU) 427/2016 ("RDE1"), (EU) 646 / 2016 ("RDE2"), (EU) 2017/1151, (EU) 2017/1154 ("RDE3") and (EU) 2018/1832 ("RDE4").
Regulation (EU) No. 168/2013 lays down the legal framework for the type approval of two and three-wheel vehicles.
While the exhaust gas limit values for cars, motorbikes and mopeds are route-related (pollutants per kilometer), for trucks and buses the exhaust gas limit values are based on the work done by the engine (pollutants per kilowatt hour ). In the case of cars, the limit values are determined using a roller dynamometer test, whereas in the case of trucks and buses, the tests are carried out on an engine test bench .
When measuring emissions on cars, up to and including the Euro 2 emissions standard, the engines were idled for 40 seconds before the emissions measurement was started. With the Euro 3 emissions standard, this flow was no longer necessary. Since the catalytic converter is still cold when the engine is started and therefore cannot convert any pollutants, the first few seconds after starting the engine are associated with particularly high pollutant emissions. This also explains why the Euro 3 emissions standard allows higher carbon monoxide emissions than Euro 2.
In addition to the European standards, there are also the D standards for passenger cars, which only exist in Germany and represent a national advance replacement. The limit values of D3 and Euro 3 or D4 and Euro 4 are roughly comparable (see tables). However, the exhaust gas measurement at D3 was still carried out 40 seconds ahead. When it came to new registrations, D3 and D4 were replaced by Euro 3 from 2001 and Euro 4 from 2005.
All values as mass emissions in grams per kilometer (g / km), number of particles PN in particles per kilometer (1 / km):
- HC = hydrocarbons (English: hydrocarbons )
- HC + NO x = sum of hydrocarbons and nitrogen oxides
- NO x = nitrogen oxides
- CO = carbon monoxide
- NMHC = non- methane hydrocarbons
- PM = particle mass (fine) dust (English: particulate matter )
- PN = particle number (English: particle number )
Car
For petrol cars, the EU regulation between different engines with manifold injection (indirect injection, English: port fuel injection [PFI]) and engines with direct fuel injection (English: gasoline direct injection [GDI]). For vehicles with intake manifold injection, there are no limit values for the particle mass and the number of particles, as they usually only have a low level of fine dust emissions. In measurements, however, very high values were found for individual engines with intake manifold injection.
Emission standards for vehicle classes M, N1, Group I (status: 21st Announcement of the Federal Motor Transport Authority):
| standard | Letter | Date of introduction
new types |
Date of introduction
New vehicles |
Last admission date for first admission | Driving cycle / | CF factor
RDE (NOx) |
CF factor
RDE (PN) |
CO
mg / km |
HC (NMHC)
mg / km |
NO x
mg / km |
( HC + NO x )
mg / km |
PM
mg / km |
PN
1 / km |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| petrol | |||||||||||||
| Euro 1 | July 1, 1992 | Jan. 1, 1993 | Dec 31, 1996 | NEDC | - | - | 2,720 | - | - | 970 | - | - | |
| Euro 2 | Jan. 1, 1996 | Jan. 1, 1997 | Dec. 31, 2000 | - | - | 2,200 | - | - | 500 | - | - | ||
| Euro 3 | Jan. 1, 2000 | Jan. 1, 2001 | Dec 31, 2005 | - | - | 2,300 | 200 | 150 | - | - | - | ||
| D3 | - a | - a | - | - | 1,500 | 140 | 170 | - | - | - | |||
| Euro 4 | Jan. 1, 2005 | Jan. 1, 2006 | Dec 31, 2010 | - | - | 1,000 | 100 | 80 | - | - | - | ||
| D4 | - a | - a | - | - | 700 | 70 | 80 | - | - | - | |||
| Euro 5a | Sept. 1, 2009 | Jan. 1, 2011 | Dec 31, 2012 | - | - | 1,000 | 100 (68) | 60 | - | 5 c | - | ||
| Euro 5b | Sept. 1, 2011 | Jan. 1, 2013 | 31 Aug 2015 | - | - | 1,000 | 100 (68) | 60 | - | 4.5 c | - | ||
| Euro 6b | Sept. 1, 2014 | Sept. 1, 2015 | 31 Aug 2018 | - | - | 1,000 | 100 (68) | 60 | - | 4.5 c | 6the11 c | ||
| Euro 6c | ZD | - b | - b | 31 Aug 2018 | - | - | 1,000 | 100 (68) | 60 | - | 4.5 c | 6the11 c | |
| Euro 6c | AD | - b | Sept. 1, 2018 | 31 Aug 2019 | WLTP | - | - | 1,000 | 100 (68) | 60 | - | 4.5 c | 6the11 c |
| Euro 6d-TEMP | AG | Sept. 1, 2017 | - b | 31 Aug 2019 | 2.1 | 1.5 | 1,000 | 100 (68) | 60 | - | 4.5 c | 6the11 c | |
| Euro 6d-TEMP-EVAP | BG | - b | - b | 31 Aug 2019 | |||||||||
| Euro 6d-TEMP-ISC | CG | Jan. 1, 2019 | - b | 31 Aug 2019 | |||||||||
| Euro 6d-TEMP-EVAP-ISC | DG | Sept. 1, 2019 | Sept. 1, 2019 | Dec 31, 2020 | |||||||||
| Euro 6d | AJ | - b | - b | 31 Aug 2019 | |||||||||
| Euro 6d-ISC | AT THE | - b | - b | Dec 31, 2020 | |||||||||
| Euro 6d-ISC-FCM | AP | Jan. 1, 2020 | Jan. 1, 2021 | 1.43 | 1.5 | 1,000 | 100 (68) | 60 | - | 4.5 c | 6the11 c | ||
| diesel | |||||||||||||
| Euro 1 | July 1, 1992 | Jan. 1, 1993 | Dec 31, 1996 | NEDC | - | - | 2,720 | - | - | 970 | 140 | - | |
| Euro 2 | Jan. 1, 1996 | Jan. 1, 1997 | Dec. 31, 2000 | - | - | 1,000 | - | - | 700 | 80 | - | ||
| Euro 3 | Jan. 1, 2000 | Jan. 1, 2001 | Dec 31, 2005 | - | - | 660 | - | 500 | 560 | 50 | - | ||
| D3 | - a | - a | - | - | ? | - | ? | ? | ? | - | |||
| Euro 4 | Jan. 1, 2005 | Jan. 1, 2006 | Dec 31, 2010 | - | - | 500 | - | 250 | 300 | 25th | - | ||
| D4 | - a | - a | - | - | ? | - | ? | ? | ? | - | |||
| Euro 5a | Sept. 1, 2009 | Jan. 1, 2011 | Dec 31, 2012 | - | - | 500 | - | 180 | 230 | 5 | - | ||
| Euro 5b | Sept. 1, 2011 | Jan. 1, 2013 | 31 Aug 2015 | - | - | 500 | - | 180 | 230 | 4.5 | 6the11 | ||
| Euro 6b | Sept. 1, 2014 | Sept. 1, 2015 | 31 Aug 2018 | - | - | 500 | - | 80 | 170 | 4.5 | 6the11 | ||
| Euro 6c | ZD | - b | - b | 31 Aug 2018 | - | - | 500 | - | 80 | 170 | 4.5 | 6the11 | |
| Euro 6c | AD | - b | Sept. 1, 2018 | 31 Aug 2019 | WLTP | - | - | 500 | - | 80 | 170 | 4.5 | 6the11 |
| Euro 6d-TEMP | AG | Sept. 1, 2017 | - b | 31 Aug 2019 | 2.1 | 1.5 | 500 | - | 80 | 170 | 4.5 | 6the11 | |
| Euro 6d-TEMP-EVAP | BG | - b | - b | 31 Aug 2019 | |||||||||
| Euro 6d-TEMP-ISC | CG | Jan. 1, 2019 | - b | 31 Aug 2019 | |||||||||
| Euro 6d-TEMP-EVAP-ISC | DG | Sept. 1, 2019 | Sept. 1, 2019 | Dec 31, 2020 | |||||||||
| Euro 6d | AJ | - b | - b | 31 Aug 2019 | 1.43 | 1.5 | 500 | - | 80 | 170 | 4.5 | 6the11 | |
| Euro 6d-ISC | AT THE | - b | - b | Dec 31, 2020 | |||||||||
| Euro 6d-ISC-FCM | AP | Jan. 1, 2020 | Jan. 1, 2021 | ||||||||||
|
a The German standards D3 and D4 have never been made mandatory. It was a voluntary classification.
b Voluntary classification c Only applies to engines with direct injection . Until August 31, 2018, the limit was 6e12 applicable. |
|||||||||||||
Light commercial vehicles
Permissible total weight ≤1305 kg (category N 1 class I)
| standard | Date of introduction
new types |
Date of introduction
New vehicles |
Driving cycle / | CF factor
RDE (NOx) |
CF factor
RDE (PN) |
CO
mg / km |
HC (NMHC)
mg / km |
NO x
mg / km |
( HC + NO x )
mg / km |
PM
mg / km |
PN
1 / km |
|---|---|---|---|---|---|---|---|---|---|---|---|
| petrol | |||||||||||
| Euro 1 | July 1, 1992 | Jan. 1, 1993 | NEDC | - | - | 2,720 | - | - | 970 | - | - |
| Euro 2 | Jan. 1, 1996 | Jan. 1, 1997 | - | - | 2,200 | - | - | 500 | - | - | |
| Euro 3 | Jan. 1, 2000 | Jan. 1, 2001 | - | - | 2,300 | 200 | 150 | - | - | - | |
| Euro 4 | Jan. 1, 2005 | Jan. 1, 2006 | - | - | 1,000 | 100 | 80 | - | - | - | |
| Euro 5a | Sept. 1, 2009 | Jan. 1, 2011 | - | - | 1,000 | 100 (68) | 60 | - | 5 c | - | |
| Euro 5b | Sept. 1, 2011 | Jan. 1, 2013 | - | - | 1,000 | 100 (68) | 60 | - | 4.5 c | - | |
| Euro 6b | Sept. 1, 2014 | Sept. 1, 2015 | - | - | 1,000 | 100 (68) | 60 | - | 4.5 c | 6the11 c | |
| Euro 6c | - | Sept. 1, 2018 | WLTP | - | - | 1,000 | 100 (68) | 60 | - | 4.5 c | 6the11 c |
| Euro 6d temp | Sept. 1, 2017 | Sept. 1, 2019 | 2.1 | 1.5 | 1,000 | 100 (68) | 60 | - | 4.5 c | 6the11 c | |
| Euro 6d | Jan. 1, 2020 | Jan. 1, 2021 | 1.5 | 1.5 | 1,000 | 100 (68) | 60 | - | 4.5 c | 6the11 c | |
| diesel | |||||||||||
| Euro 1 | July 1, 1992 | Jan. 1, 1993 | NEDC | - | - | 2,720 | - | - | 970 | 140 | - |
| Euro 2 | Jan. 1, 1996 | Jan. 1, 1997 | - | - | 1,000 | - | - | 700 | 80 | - | |
| Euro 3 | Jan. 1, 2000 | Jan. 1, 2001 | - | - | 660 | - | 500 | 560 | 50 | - | |
| Euro 4 | Jan. 1, 2005 | Jan. 1, 2006 | - | - | 500 | - | 250 | 300 | 25th | - | |
| Euro 5a | Sept. 1, 2009 | Jan. 1, 2011 | - | - | 500 | - | 180 | 230 | 5 | - | |
| Euro 5b | Sept. 1, 2011 | Jan. 1, 2013 | - | - | 500 | - | 180 | 230 | 4.5 | 6the11 | |
| Euro 6b | Sept. 1, 2014 | Sept. 1, 2015 | - | - | 500 | - | 80 | 170 | 4.5 | 6the11 | |
| Euro 6c | - | Sept. 1, 2018 | WLTP | - | - | 500 | - | 80 | 170 | 4.5 | 6the11 |
| Euro 6d temp | Sept. 1, 2017 | Sept. 1, 2019 | 2.1 | 1.5 | 500 | - | 80 | 170 | 4.5 | 6the11 | |
| Euro 6d | Jan. 1, 2020 | Jan. 1, 2021 | 1.5 | 1.5 | 500 | - | 80 | 170 | 4.5 | 6the11 | |
| c Only applies to engines with direct injection | |||||||||||
Permissible total weight = 1305–1760 kg (category N 1 class II)
| standard | Date of introduction
new types |
Date of introduction
New vehicles |
Driving cycle / | CF factor
RDE (NOx) |
CF factor
RDE (PN) |
CO
mg / km |
HC (NMHC)
mg / km |
NO x
mg / km |
( HC + NO x )
mg / km |
PM
mg / km |
PN
1 / km |
|---|---|---|---|---|---|---|---|---|---|---|---|
| petrol | |||||||||||
| Euro 1 | Oct 1, 1993 | Oct 1, 1994 | NEDC | - | - | 5,170 | - | - | - | - | - |
| Euro 2 | Jan. 1, 1998 | Oct 1, 1998 | - | - | 4,000 | - | - | - | - | - | |
| Euro 3 | Jan. 1, 2001 | Jan. 1, 2002 | - | - | 4,170 | 250 | 180 | - | - | - | |
| Euro 4 | Jan. 1, 2006 | Jan. 1, 2007 | - | - | 1,810 | 130 | 100 | - | - | - | |
| Euro 5a | Sept. 1, 2010 | Jan. 1, 2012 | - | - | 1,810 | 130 (90) | 75 | - | 5 c | - | |
| Euro 5b | Sept. 1, 2011 | Jan. 1, 2013 | - | - | 1,810 | 130 (90) | 75 | - | 4.5 c | - | |
| Euro 6b | Sept. 1, 2015 | Sept. 1, 2016 | - | - | 1,810 | 130 (90) | 75 | - | 4.5 c | 6the11 c | |
| Euro 6c | - | Sept. 1, 2019 | WLTP | - | - | 1,810 | 130 (90) | 75 | - | 4.5 c | 6the11 c |
| Euro 6d temp | Sept. 1, 2018 | Sept. 1, 2020 | 2.1 | 1.5 | 1,810 | 130 (90) | 75 | - | 4.5 c | 6the11 c | |
| Euro 6d | Jan. 1, 2021 | Jan. 1, 2022 | 1.5 | 1.5 | 1,810 | 130 (90) | 75 | - | 4.5 c | 6the11 c | |
| diesel | |||||||||||
| Euro 1 | Oct 1, 1993 | Oct 1, 1994 | NEDC | - | - | 5,170 | - | - | 1,400 | 190 | - |
| Euro 2 | Jan. 1, 1998 | Oct 1, 1998 | - | - | 1250 | - | - | 1,000 | 120 | - | |
| Euro 3 | Jan. 1, 2001 | Jan. 1, 2002 | - | - | 800 | - | 650 | 720 | 70 | - | |
| Euro 4 | Jan. 1, 2006 | Jan. 1, 2007 | - | - | 630 | - | 330 | 390 | 40 | - | |
| Euro 5a | Sept. 1, 2010 | Jan. 1, 2012 | - | - | 630 | - | 235 | 295 | 5 | - | |
| Euro 5b | Sept. 1, 2011 | Jan. 1, 2013 | - | - | 630 | - | 235 | 295 | 4.5 | 6the11 | |
| Euro 6b | Sept. 1, 2015 | Sept. 1, 2016 | - | - | 630 | - | 105 | 195 | 4.5 | 6the11 | |
| Euro 6c | - | Sept. 1, 2019 | WLTP | - | - | 630 | - | 105 | 195 | 4.5 | 6the11 |
| Euro 6d temp | Sept. 1, 2018 | Sept. 1, 2020 | 2.1 | 1.5 | 630 | - | 105 | 195 | 4.5 | 6the11 | |
| Euro 6d | Jan. 1, 2021 | Jan. 1, 2022 | 1.5 | 1.5 | 630 | - | 105 | 195 | 4.5 | 6the11 | |
| c Only applies to engines with direct injection | |||||||||||
Permissible total weight> 1760 kg (category N 1 class III & N 2 )
| standard | Date of introduction
new types |
Date of introduction
New vehicles |
Driving cycle / | CF factor
RDE (NOx) |
CF factor
RDE (PN) |
CO
mg / km |
HC (NMHC)
mg / km |
NO x
mg / km |
( HC + NO x )
mg / km |
PM
mg / km |
PN
1 / km |
|---|---|---|---|---|---|---|---|---|---|---|---|
| petrol | |||||||||||
| Euro 1 | Oct 1, 1993 | Oct 1, 1994 | NEDC | - | - | 6,900 | - | - | 1,700 | - | - |
| Euro 2 | Jan. 1, 1998 | Oct 1, 1998 | - | - | 5,000 | - | - | 700 | - | - | |
| Euro 3 | Jan. 1, 2001 | Jan. 1, 2002 | - | - | 5,220 | 290 | 210 | - | - | - | |
| Euro 4 | Jan. 1, 2006 | Jan. 1, 2007 | - | - | 2,270 | 160 | 110 | - | - | - | |
| Euro 5a | Sept. 1, 2010 | Jan. 1, 2012 | - | - | 2,270 | 160 (108) | 82 | - | 5 c | - | |
| Euro 5b | Sept. 1, 2011 | Jan. 1, 2013 | - | - | 2,270 | 160 (108) | 82 | - | 4.5 c | - | |
| Euro 6b | Sept. 1, 2015 | Sept. 1, 2016 | - | - | 2,270 | 160 (108) | 82 | - | 4.5 c | 6the11 c | |
| Euro 6c | - | Sept. 1, 2019 | WLTP | - | - | 2,270 | 160 (108) | 82 | - | 4.5 c | 6the11 c |
| Euro 6d temp | Sept. 1, 2018 | Sept. 1, 2020 | 2.1 | 1.5 | 2,270 | 160 (108) | 82 | - | 4.5 c | 6the11 c | |
| Euro 6d | Jan. 1, 2021 | Jan. 1, 2022 | 1.5 | 1.5 | 2,270 | 160 (108) | 82 | - | 4.5 c | 6the11 c | |
| diesel | |||||||||||
| Euro 1 | Oct 1, 1993 | Oct 1, 1994 | NEDC | - | - | 6,900 | - | - | 1,700 | 250 | - |
| Euro 2 | Jan. 1, 1998 | Oct 1, 1998 | - | - | 1,500 | - | - | 1,200 | 170 | - | |
| Euro 3 | Jan. 1, 2001 | Jan. 1, 2002 | - | - | 950 | - | 780 | 860 | 100 | - | |
| Euro 4 | Jan. 1, 2006 | Jan. 1, 2007 | - | - | 740 | - | 390 | 460 | 60 | - | |
| Euro 5a | Sept. 1, 2010 | Jan. 1, 2012 | - | - | 740 | - | 280 | 350 | 5 | - | |
| Euro 5b | Sept. 1, 2011 | Jan. 1, 2013 | - | - | 740 | - | 280 | 350 | 4.5 | 6the11 | |
| Euro 6b | Sept. 1, 2015 | Sept. 1, 2016 | - | - | 740 | - | 125 | 215 | 4.5 | 6the11 | |
| Euro 6c | - | Sept. 1, 2019 | WLTP | - | - | 740 | - | 125 | 215 | 4.5 | 6the11 |
| Euro 6d temp | Sept. 1, 2018 | Sept. 1, 2020 | 2.1 | 1.5 | 740 | - | 125 | 215 | 4.5 | 6the11 | |
| Euro 6d | Jan. 1, 2021 | Jan. 1, 2022 | 1.5 | 1.5 | 740 | - | 125 | 215 | 4.5 | 6the11 | |
| c Only applies to engines with direct injection | |||||||||||
Light motorcycle and motorcycle
With the Euro 5 emissions standard, the same limits apply to all vehicles of the EC vehicle class L . This includes all two-wheeled and three-wheeled motor vehicles as well as light four-wheeled motor vehicles.
| standard | Date of introduction
new types |
Date of introduction
New vehicles |
Driving cycle / | CF factor
RDE (NOx) |
CF factor
RDE (PN) |
CO
mg / km |
HC (NMHC)
mg / km |
NO x
mg / km |
PM
mg / km |
PN
mg / km |
|---|---|---|---|---|---|---|---|---|---|---|
| petrol | ||||||||||
| Euro 1 | 1998 | June 17, 1999 | ECE R40 | - | - | 8,000 / 13,000 d | 4,000 / 3,000 d | 100/300 d | - | - |
| Euro 2 | Apr 1, 2003 | Jul 1, 2004 | - | - | 5,500 | 1,200 / 1,000 e | 300 | - | - | |
| Euro 3 | Jan. 1, 2006 | Jan. 1, 2007 | - | - | 2,000 | 800/300 e | 150 | - | - | |
| Euro 4 | Jan. 1, 2016 | Jan. 1, 2017 | WMTC | - | - | 1,140 | 170/380 f | 90/70 f | - | - |
| 5 euro | Jan. 1, 2020 | Jan. 1, 2021 | - | - | 1,000 | 100 | 60 | 4.5 c | - | |
| diesel | ||||||||||
| Euro 1 | 1998 | June 17, 1999 | ECE R40 | - | - | 8,000 / 13,000 d | 4,000 / 3,000 d | 100/300 d | - | - |
| Euro 2 | Apr 1, 2003 | Jul 1, 2004 | - | - | 5,500 | 1,200 / 1,000 e | 300 | - | - | |
| Euro 3 | Jan. 1, 2006 | Jan. 1, 2007 | - | - | 2,000 | 800/300 e | 150 | - | - | |
| Euro 4 | Jan. 1, 2016 | Jan. 1, 2017 | WMTC | - | - | 1,000 | 100 | 300 | 80 | - |
| 5 euro | Jan. 1, 2020 | Jan. 1, 2021 | - | - | 500 | 100 | 90 | 4.5 | - | |
|
c Only applies to engines with direct injection
d four-stroke e from 150³ f V-max <130 km / h |
||||||||||
Moped
In mopeds emission standard Euro void 3. With the Euro 5 emissions standard, the same limits apply to all vehicles of the EC vehicle class L . This includes all two-wheeled and three-wheeled motor vehicles as well as light four-wheeled motor vehicles.
| standard | Date of introduction
new types |
Date of introduction
New vehicles |
Driving cycle / | CF factor
RDE (NOx) |
CF factor
RDE (PN) |
CO
mg / km |
HC (NMHC)
mg / km |
NO x
mg / km |
( HC + NO x )
mg / km |
PM
mg / km |
PN
mg / km |
|---|---|---|---|---|---|---|---|---|---|---|---|
| petrol | |||||||||||
| Euro 1 | Jun 17, 1999 | ? | ECE R47 | - | - | 6,000 | - | - | 3,000 | - | - |
| Euro 2 | Jun 17, 2002 | ? | - | - | 1,000 | - | - | 1,200 | - | - | |
| Euro 4 | Jan. 1, 2017 | Jan. 1, 2018 | - | - | 1,000 | 630 | 170 | - | - | - | |
| 5 euro | Jan. 1, 2020 | Jan. 1, 2021 | WMTC | - | - | 1,000 | 100 | 60 | - | 4.5 b | - |
| diesel | |||||||||||
| Euro 1 | Jun 17, 1999 | ? | ECE R47 | - | - | 6,000 | - | - | 3,000 | - | - |
| Euro 2 | Jun 17, 2002 | ? | - | - | 1,000 | - | - | 1,200 | - | - | |
| Euro 4 | Jan. 1, 2017 | Jan. 1, 2018 | - | - | 1,000 | 630 | 170 | - | - | - | |
| 5 euro | Jan. 1, 2020 | Jan. 1, 2021 | WMTC | - | - | 500 | 100 | 90 | - | 4.5 | - |
| b Only applies to engines with direct injection | |||||||||||
Trucks and buses from 3.5 t
The introduction of the Euro VI emissions standard meant a significant tightening. For the first time, the exhaust gases are not only tested in the laboratory, but also in real traffic ( RDE ) using PEMS . According to the current state of technology (2017), compliance with the limit values for Euro VI can only be achieved with a combination of an oxidation catalytic converter , a closed diesel particulate filter and a system for exhaust gas aftertreatment using selective catalytic reduction (SCR).
The test cycle abbreviations stand for ESC (European Stationary Cycle), ETC (European Transient Cycle), WHSC (World Harmonized Stationary Cycle), WHTC (World Harmonized Transient Cycle) and ELR (European Load Response Test).
| standard | Date of introduction
new types |
Date of introduction
New vehicles |
Driving cycle / | CF factor
RDE (NOx) |
CF factor
RDE (PN) |
CO
[mg / kWh] |
HC
[mg / kWh] |
NMHC
[mg / kWh] |
methane
[mg / kWh] |
NO x
[mg / kWh] |
NH 3
[ppm] |
PM
[mg / kWh] |
PN
[# / kWh] |
Cloudiness
[m −1 ] |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Petrol and diesel | ||||||||||||||
| Euro l | July 1, 1992 | Oct 1, 1993 | ESC R-49 | - | - | 4,500 | 1,100 | - | - | 8,000 | - | 612/360 f | - | - |
| Euro ll | Oct. 1, 1995 | Oct. 1, 1996 | - | - | 4,000 | 1,100 | - | - | 7,000 | - | 250/150 g | - | - | |
| Euro lll | Oct 1, 2000 | Oct. 1, 2001 | ESC & ELR / ETC | - | - | 2,100 / 5,450 | 660 / 2,380 | - / 780 | - / 1,600 | 5,000 / 5,000 | - / - | 100/160 | - / - | 0.8 / - |
| Euro IV | Oct 1, 2005 | Oct 1, 2006 | - | - | 1,500 / 4,000 | 460/1650 | - / 550 | - / 1,100 | 3,500 / 3,500 | - / - | 20/30 | - / - | 0.5 / - | |
| Euro V | Oct 1, 2008 | Oct. 1, 2009 | - | - | 1,500 / 4,000 | 460/1650 | - / 550 | - / 1,100 | 2,000 / 2,000 | - / - | 20/30 | - / - | 0.5 / - | |
| Euro Vl | Dec 31, 2012 | Dec 31, 2013 | WHSC / WHTC | 1.5 | 1.5 | 1,500 / 4,000 | 130/160 | - / - | - / - | 400/460 | 10/10 | 10/10 | 8 · 10 11/6 · 10 11 | - / - |
|
f over 85 kW
g from type approval date October 1, 1998 |
||||||||||||||
Mobile machines and devices (NRMM)
The term mobile machinery and equipment ( Non-Road-Mobile-Machinery - NRMM) is a term used in European emission standards to control emissions from engines that are not primarily used on public roads. This definition includes both off-road vehicles and work machines, as well as rail vehicles and domestic shipping.
European standards for off-road diesel engines include progressively stringent levels known as Level IV standards. Stage I / II was part of the 1997 Directive (Directive 97/68 / EC). It was implemented in two stages, stage I being implemented in 1999 and stage II between 2001 and 2004. In 2004 the European Parliament passed the Stage III / IV standards. The Stage III standards were further broken down into Stage III A and III B, which were gradually introduced between 2006 and 2013. Stage IV standards will be enforced from 2014. The Stage V standards (Regulation (EU) 2016/1628) will be introduced gradually from 2018 and fully enforced from 2021.
Categories
- Category NRG engines over 560 kW used in generating sets;
- Category NRSh-SI motors below 19 kW exclusively for use in hand-held machines;
- Motors of the NRS-SI category below 56 kW, which are not included in the NRSh category;
- Category IWP motors over 19 kW that are used for direct or indirect propulsion of inland vessels;
- Category IWA auxiliary engines over 19 kW for use in inland vessels;
- Category RLL engines for driving railway locomotives;
- Category RLR engines for powering railcars;
- Category SMB-SI motors for use in snowmobiles;
- Motors of the ATS-SI category, which are used in off-road and auxiliary vehicles
- Category NRE motors for mobile machines and devices that do not fall under any of the items listed below;
Limit values
Limit values for mobile work machines without domestic shipping
| category | Type | Performance p | introduction | CO | HC | NOx | PM | PN |
|---|---|---|---|---|---|---|---|---|
| kW | g / kWh | 1 / kWh | ||||||
| NRE-v / c-1 | diesel | p <8 | 2019 | 8.00 | 7.50 a, c | 0.40 b | - | |
| NRE-v / c-2 | diesel | 8 ≤ p <19 | 2019 | 6.60 | 7.50 a, c | 0.40 | - | |
| NRE-v / c-3 | diesel | 19 ≤ p <37 | 2019 | 5.00 | 4.70 a, c | 0.015 | 1e12 | |
| NRE-v / c-4 | diesel | 37 ≤ p <56 | 2019 | 5.00 | 4.70 a, c | 0.015 | 1e12 | |
| NRE-v / c-5 | All | 56 ≤ p <130 | 2020 | 5.00 | 0.19 c | 0.40 | 0.015 | 1e12 |
| NRE-v / c-6 | All | 130 ≤ p ≤ 560 | 2019 | 3.50 | 0.19 c | 0.40 | 0.015 | 1e12 |
| NRE-v / c-7 | All | p> 560 | 2019 | 3.50 | 0.19 d | 3.50 | 0.045 | - |
|
a HC + NOx b 0.60 hand-startable, air-cooled direct-injection engines c A = 1.10 for gas engines d A = 6.00 for gas engines |
||||||||
For engine categories for which an A-factor has been defined, the HC limit value given in the table for fully and partially throttle-operated engines is replaced by the one calculated from the formula:
HC = 0.19 + (1.5 × A × GEV)
where the GEV is the average gas-energy ratio over the corresponding cycle. If both a stationary and a transient test cycle are used, the GEV is to be determined from the transient hot start test cycle. If the calculated HC limit exceeds 0.19 + A, the limit for HC is set to 0.19 + A.
Limit values for domestic shipping according to Stage IIIA
| Category | Stroke volume Vh per cylinder | introduction | CO | HC + NOx | PM |
|---|---|---|---|---|---|
| dm³ | g / kWh | ||||
| V1: 1 | Vh ≤ 0.9, p> 37 kW | 2007 | 5.0 | 7.5 | 0.40 |
| V1: 2 | 0.9 <Vh ≤ 1.2 | 5.0 | 7.2 | 0.30 | |
| V1: 3 | 1.2 <Vh ≤ 2.5 | 5.0 | 7.2 | 0.20 | |
| V1: 4 | 2.5 <Vh ≤ 5 | 2009 | 5.0 | 7.2 | 0.20 |
| V2: 1 | 5 <Vh ≤ 15 | 5.0 | 7.8 | 0.27 | |
| V2: 2 | 15 <Vh ≤ 20, p ≤ 3300 kW | 5.0 | 8.7 | 0.50 | |
| V2: 3 | 15 <Vh ≤ 20, p> 3300 kW | 5.0 | 9.8 | 0.50 | |
| V2: 4 | 20 <Vh ≤ 25 | 5.0 | 9.8 | 0.50 | |
| V2: 5 | 25 <Vh ≤ 30 | 5.0 | 11.0 | 0.50 | |
Limit values for domestic shipping according to Stage V for propulsion (Cat.IWP) and auxiliary units (IWA)
| category | Performance p | introduction | CO | HC a | NOx | PM | PN |
|---|---|---|---|---|---|---|---|
| kW | g / kWh | 1 / kWh | |||||
| IWP / IWA-v / c-1 | 19 ≤ p <75 | 2019 | 5.00 | 4.70 b | 0.30 | - | |
| IWP / IWA-v / c-2 | 75 ≤ p <130 | 2019 | 5.00 | 5.40 b | 0.14 | - | |
| IWP / IWA-v / c-3 | 130 ≤ p <300 | 2019 | 3.50 | 1.00 | 2.10 | 0.10 | - |
| IWP / IWA-v / c-4 | p ≥ 300 | 2020 | 3.50 | 0.19 | 1.80 | 0.015 | 1e12 |
|
a A = 6.00 for gas engines
b HC + NOx |
|||||||
Limit values for engines in locomotives and railcars (RLL and RLR)
Stage V emission limits will apply from 2021 for engines in locomotives (RLL) and railcars (RLR), regardless of the output and combustion concept. Auxiliary engines that are installed in locomotives and railcars are grouped into the NRE or NRS categories.
| category | Performance p | introduction | CO | HC a | NOx | PM | PN |
|---|---|---|---|---|---|---|---|
| kW | g / kWh | 1 / kWh | |||||
| RLL-v / c-1 (locomotives) | p> 0 | 2021 | 3.50 | 4.00 b | 0.025 | - | |
| RLR-v / c-1 (railcar) | p> 0 | 2021 | 3.50 | 0.19 | 2.00 | 0.015 | 1e12 |
|
a A = 6.00 for gas engines
b HC + NOx |
|||||||
Others
Unintentional fuel evaporation regulations
The emissions of gasoline vapors from the tank of a stationary vehicle can also be limited. To reduce this, an activated charcoal filter is installed, which can store the vapors and, when the engine is running, feeds the vapors for combustion and thus regenerates the memory.
Deviations between laboratory and reality
A study carried out in 2011 by the scientific service of the European Commission showed that the NO x emissions of diesel cars during real road trips are well above the limit values applicable for type testing in the laboratory.
A study published by the ICCT ( International Council on Clean Transportation ) in October 2014 came to the conclusion that the real NO x emissions of Euro 6 diesel vehicles are on average 7 times above the limit of Euro 6. In September 2015, the ICCT published a white paper according to which 22 of 32 tested models only managed the limit value for NO x in the laboratory.
On September 20, 2015, following investigations by the EPA , Volkswagen admitted that it had programmed the engine control units of 11 million diesel vehicles so that it recognizes a test situation on the roller test bench and switches to a different map. This so-called defeat device is not permitted in the USA or in Europe. The vehicles delivered in this way exceeded the permitted US limit values by up to 35 times in real traffic. In the wake of this emissions scandal , the Chairman of the Board of Management of Volkswagen AG Martin Winterkorn resigned from his post.
In 2015, in the wake of the emissions scandal , European governments demanded new rules for testing emissions in real driving operation ("RDE") with regard to standards for nitrogen oxides . The new rules are intended to enforce tests of nitrogen oxide emissions in practical driving, but on the other hand define leeway for exceeding permitted limit values for nitrogen oxide emissions in practical driving. A technical committee agreed in October 2015 on a conformity factor of 2.1 for the type approval of new models from September 2017, and for all new approvals from September 2019; This means that from that point in time these vehicles are allowed to emit 110% more nitrogen oxides than specified by the limit values. From January 2020, a conformity factor of 1.5 will apply to the type approval of new models, so that the limit values may be exceeded by 50%; this applies to all new registrations from January 2021. The European Commission emphasized that this represents a significant step forward compared to the current exceedance of the limit values by an average of 400%.
At the beginning of February 2016, the European Parliament rejected a motion to veto these new rules submitted by the Environment Committee, thus clearing the way for them. In the run-up, many voices from the automotive industry , from the European Commission and from national governments had clearly spoken out in favor of adopting the new rules; others had criticized the fact that the new rules were so watered down compared to the original regulation proposal and that they did not restrict the automotive industry so much that they were in fact illegitimate; Shortly before the vote on the veto, the Legal Affairs Committee (JURI) came to the conclusion with only a narrow majority that the new regulation was inadmissible as it violated Regulation 715/2007 / EC. These increased limit values in real road traffic were declared inadmissible by the EU court on December 13, 2018.
A study published in 2020 by the environmental organization Transport & Environment (T&E) checked emissions in accordance with the Euro 6d-TEMP emissions standard. The particulate filters used here have to be burned free of the accumulated soot after several hundred kilometers. According to the study, the fine dust emissions rose sharply during the burn-off and were above the permissible limit values. Although the emissions over the entire test period were 32 to 115 percent above the limit values for fine dust emissions, this does not constitute a violation of the exhaust gas standard, since the limit values may be exceeded indefinitely during the burn-off. The particles emitted in this way are, however, relatively large and pose only a minor health risk. In addition, ammonia was emitted via the exhaust system due to a non-optimal ammonia injection during the burn-off process, which could potentially pose a health risk.
Federal Environment Agency
For Germany, the Federal Environment Agency determined the discrepancies between applicable limit values and actual emissions in 2017 and 2019. According to this, diesel cars complying with the Euro 4, Euro 5 and Euro 6 emission standards (without 6d-TEMP and newer ones) in Germany in reality emit 674, 950 and 614 mg nitrogen oxides per km, while the nitrogen oxide limit values are 250, 180 and 80 mg NO x per km. For 8 tested Euro 5 vehicles with EA189 engines on which a software update was carried out, the Federal Environment Agency gives a value of 588 mg NO x / km.
| standard | Euro 3 | Euro 4 | 5 euro | Euro 6 (abc) | Euro 6d-TEMP |
|---|---|---|---|---|---|
| NEDC | 500 | 250 | 180 | 80 (up to Euro 6b) | - |
| WLTP | - | - | - | 80 (Euro 6c) | 80 |
| measured | 803 * | 674 * | 950 | 614 | 46 |
Values marked with * have not been updated or mentioned in the more recent publication and are therefore from 2017. This table does not take into account the CF factors of 2.1 and 1.43. It was always clear in the emissions legislation for vehicles that test values in new automobiles are lower than real values in other load conditions, which have only been able to be measured on the move for a few years.
Cars with the Euro 4/5/6 emission standards, with the exception of Euro 6d-TEMP, do not even meet the Euro 3 (500 mg / km) requirements in real traffic. Separate values for vehicles with Euro 6c were not published. A study by the International Council on Clean Transportation (2016) on NO x emissions from heavy trucks and buses in the Euro 6 emission class determined 210 mg / km NO x in real traffic , less than half of the passenger cars measured.
In 2019, the Federal Environment Agency reported that the limit values for diesel cars had only been met by the Euro 6d-TEMP emissions standard. At the time of publication, only around 5 percent of diesel cars complied with this emission standard. Per kilometer they produce an average of 46 milligrams of NO x - emissions during actual driving .
Vehicles with retrofit kits for Euro 4 and 5 must comply with 270 mg per km. Only a few vehicles have been retrofitted so far. The retrofit companies are facing bankruptcy if the misery persists. VW customers prefer to take compensation instead of retrofitting.
Pollutant classes and badges
In Germany, the ordinance on labeling motor vehicles with a low level of pollution came into force on March 1, 2007. This provides for regional traffic bans and, depending on the exhaust emissions standard, exceptions to these, which are identified by colored stickers. The sticker is issued depending on the pollutant class - more precisely the emission code number in the vehicle documents - by the registration offices , testing organizations or workshops authorized to examine the engine management and emission control system:
| Euro 1 or better | green |
| Worse than Euro 1 with G-Kat | green |
| Worse than Euro 1 and without a G-Kat | no badge |
| Euro 4 or better, D4 or Euro 3 / D4 | green |
| Euro 3 | yellow |
| Euro 2 | red |
| Euro 1 or worse | no badge |
By retrofitting a diesel particulate filter , a better level of particle reduction can also be achieved and a better sticker can then be issued. A vehicle with the Euro 3 emissions standard - yellow sticker - can e.g. B. achieve particle emissions of Euro 4 by retrofitting and then receive a green sticker.
Influence on motor vehicle tax in Germany
For a long time, the motor vehicle tax for cars in Germany was determined according to the emissions standard and the engine capacity . In the meantime, however, different tax rates only apply to vehicles that do not meet the Euro 3 emissions standard, as well as to diesel cars without a particulate filter . Instead, consumption- dependent CO 2 emissions are an important variable today .
United States
In the USA, the special feature to be taken into account is that there are different worlds with regard to emission standards. For historical reasons, the state of California has autonomous emissions legislation with its own limit values, standards and emissions classes for its area of application. There is also an autonomous authority for the further development and monitoring of the standards - the CARB ( California Air Resources Board ). Other states are given the opportunity to join the California emission regulations as well. They are therefore subject to CARB and no longer to the authorities of the other states. This is the Environmental Protection Agency (EPA). The first national emissions standard (Tier I; Tier II has been introduced since 2004) has been in force here since 1994; previously, only regional regulations from individual countries were applied.
The pictures show the different pollutant limit values in their levels, namely the federal American (EPA) and Californian standards in comparison. In addition, the European limits are also included. It must be taken into account that neither in the America of the 49 states nor in California there is a distinction between diesel and gasoline-powered vehicles.
| status | Country | Accession with model year |
|---|---|---|
| joined (12 states) |
Massachusetts, New York, Vermont | 2004 |
| Connecticut, New Jersey, Pennsylvania, Rhode Island | 2008 | |
| Maine, Oregon, Washington | 2009 | |
| Maryland, New Mexico | 2011 | |
| under discussion (6 states) |
Colorado, Florida, Montana, North Carolina, Utah, Wisconsin | - |
The possibility of a step-by-step introduction ("phase-in") of new, more stringent standards is fundamentally different from European emission standards. This means that not all newly registered vehicles need to meet these standards from a certain point in time, but always only a certain percentage, which then increases from year to year. In addition, so-called "fleet mean values" are being introduced for certain exhaust gas components. The current Tier 3 standard was introduced in 2017, but due to the phase-in, 100% of all newly registered vehicles will not have to be certified according to this standard until 2025. With the exception of the particulate matter (PM), the Tier 3 standard is one-to-one congruent with the LEV III standard introduced by CARB in 2015. This is to make it easier for automakers to sell the same vehicles in all 50 states.
USA, Federal
| Standard / pollutant (unit) |
Emission limits at 80,000 km | Emission limits at 192,000 km (lifetime) | ||||||||
|---|---|---|---|---|---|---|---|---|---|---|
| NO x (mg / km) |
NMOG (mg / km) |
CO (mg / km) |
PM (mg / km) |
HCHO (mg / km) |
NO x (mg / km) |
NMOG (mg / km) |
CO (mg / km) |
PM (mg / km) |
HCHO (mg / km) |
|
| Am 1 | - | - | - | - | - | 0 | 0 | 0 | 0 | 0 |
| Am 2 | - | - | - | - | - | 32 | 16 | 3380 | 16 | 6.4 |
| Am 3 | - | - | - | - | - | 48 | 89 | 3380 | 16 | 17.7 |
| Am 4 | - | - | - | - | - | 64 | 113 | 3380 | 16 | 17.7 |
| Am 5 | 80 | 121 | 5470 | - | 24 | 113 | 145 | 6760 | 16 | 29 |
| Am 6 | 129 | 121 | 5470 | - | 24 | 161 | 145 | 6760 | 16 | 29 |
| Am 7 | 177 | 121 | 5470 | - | 24 | 241 | 145 | 6760 | 32 | 29 |
| Am 8 | 225 | 161/201 c | 5470 | - | 24 | 322 | 201/251 | 6760 | 32 | 29 |
| Am 9 | 322 | 121/225 | 5470 | - | 24 | 483 | 145/290 | 6760 | 97 | 29 |
| Am 10 | 644 | 201/257 | 5470/7080 | - | 24/290 | 966 | 251/370 | 6760/10300 | 129 | 29/43 |
| Am 11 | 966 | 306 | 8050 | - | 35 | 1450 | 450 | 11700 | 193 | 50 |
| Standard / pollutant (unit) |
Emission limits at 150,000 mi (lifetime) | ||||||
|---|---|---|---|---|---|---|---|
| NMOG + NO x (mg / mi) |
CO (mg / mi) |
HCHO (mg / mi) |
PM (mg / mi) |
||||
| I'm 160 | 160 | 4200 | 4th | 3 | |||
| I'm 125 | 125 | 2100 | 4th | 3 | |||
| I'm 70 | 70 | 1700 | 4th | 3 | |||
| I'm 50 | 50 | 1700 | 4th | 3 | |||
| Am 30 | 30th | 1000 | 4th | 3 | |||
| I'm 20 | 20th | 1000 | 4th | 3 | |||
| Am 0 | 0 | 0 | 0 | 0 | |||
Abbreviations: NO x : nitrogen oxides; NMOG: all hydrocarbons except methane (Non-Methane Organic Gases); CO: carbon monoxide; PM: particle mass; HCHO: formaldehyde; LDV: Light Duty Vehicle; LDT: Light Duty Truck; MDPV: Medium Duty Passenger Vehicles
USA, California
Due to its geographical location and the resulting numerous inversion weather patterns, California was already suffering from enormous air pollution in the 1930s. This was due to the drastic increase in road traffic, especially in the metropolitan areas of Los Angeles , San Francisco and San Diego . These situations led to health problems for the population and numerous deaths. This fact led to the signing of the Air Pollution Control Act in 1947. As a result, the state of California was given legislative power by the federal government in 1950, whereby California was able to develop its own environmental protection legislation independently of federal legislation, with its own standards, To install procedures and limit values as well as a separate authority, to monitor and further develop these standards.
Under the government of Governor Ronald Reagan , the California Air Resources Board was created in 1967 by merging two agencies. The California Clean Air Act was enacted in 1988 in order to reduce the health problems of the population caused by the frequent smog in the medium term . Against this background, a program was developed, with low emissions called for in several stages vehicles using different standards up to the Zero Emission Vehicle (ZEV) -so zero emission vehicles - are introduced. In the first stage, this program was called Low-Emission-Vehicle I (LEV I), and was made mandatory for passenger cars (passenger cars) and light-duty vehicles (light commercial vehicles) in a so-called phase-in from 1995. In 2004, LEV I was replaced by LEV II with even stricter limit values. A phase-out (for LEV I) with a simultaneous phase-in (for LEV II) then took place between 2004 and 2007. In 2015, the current emissions standard was introduced with LEV III. Here, too, a transition phase between the two categories is underway between 2015 and 2019.
| Standard / pollutant (unit) |
Durability 50,000 miles | Durability 120,000 miles | ||||||||
|---|---|---|---|---|---|---|---|---|---|---|
| NMOG (mg / mi) |
CO (mg / mi) |
NO x (mg / mi) |
PM (mg / mi) |
HCHO (mg / mi) |
NMOG (mg / mi) |
CO (mg / mi) |
NO x (mg / mi) |
PM (mg / mi) |
HCHO (mg / mi) |
|
| LEV 2 | 75 | 3400 | 50 | - | 15th | 90 | 4200 | 70 | 10 | 18th |
| ULEV 2 | 40 | 1700 | 50 | - | 8th | 55 | 2100 | 70 | 10 | 11 |
| SULEV 2 | - | - | - | - | - | 10 | 1000 | 20th | 10 | 4th |
| ZEV 2 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Standard / pollutant (unit) |
Durability 150,000 miles | |||
|---|---|---|---|---|
| NMOG + NOx (mg / mi) |
CO (mg / mi) |
HCHO (mg / mi) |
PM (mg / mi) |
|
| LEV160 | 160 | 4200 | 4th | 10 |
| ULEV125 | 125 | 2100 | 4th | 10 |
| ULEV70 | 70 | 1700 | 4th | 10 |
| ULEV50 | 50 | 1700 | 4th | 10 |
| SULEV30 | 30th | 1000 | 4th | 10 |
| SULEV20 | 20th | 1000 | 4th | 10 |
- Abbreviations
- NO x : nitrogen oxides; NMOG: all hydrocarbons except methane (Non-Methane Organic Gases); CO: carbon monoxide; PM: particle mass; HCHO: formaldehyde
- LEV: Low Emission Vehicle; ULEV: Ultra Low Emission Vehicle; SULEV: Super Ultra Low Emission Vehicle; ZEV: Zero Emission Vehicle
China
Domestic shipping
The China I / II standards are based on the US marine standards, with China I corresponding to the US Tier 2 standard. The China I / II regulations were adopted in 2016 and will come into effect in 2018 (China I) and 2021 (China II).
The standards apply to new and overhauled marine engines (propulsion and auxiliary engines) of categories 1 and 2 on ships that are registered in China and operated in Chinese territorial waters.
The engine categories are based on the US designations and are defined as follows:
- Category 1 marine engines - rated power ≥ 37 kW and a displacement Vh of less than 5 l per cylinder.
- Category 2 marine engines - displacement per cylinder ≥ 5l and less than 30l.
The following table shows the China II standard, there is currently no limit for PN. The China I / II standards do not apply to ocean-going ships, ships that are only used in emergencies, or small marine engines below 37 kW.
| category | Stroke volume Vh | Performance p | CO | HC + NOx | CH 4 1 | PM | introduction |
|---|---|---|---|---|---|---|---|
| dm³ per cylinder | kW | g / kWh | g / kWh | g / kWh | g / kWh | ||
| 1 | Vh <0.9 | p ≥ 37 | 5.0 | 5.8 | 1.0 | 0.3 | July 2021 |
| 0.9 ≤ Vh <1.2 | 5.0 | 5.8 | 1.0 | 0.14 | |||
| 1.2 ≤ Vh <5 | 5.0 | 5.8 | 1.0 | 0.12 | |||
| 2 | 5 ≤ Vh <15 | p <2000 | 5.0 | 6.2 | 1.2 | 0.14 | July 2021 |
| 2000 ≤ p <3700 | 5.0 | 7.8 | 1.5 | 0.14 | |||
| p ≥ 3700 | 5.0 | 7.8 | 1.5 | 0.27 | |||
| 15 ≤ Vh <20 | p <2000 | 5.0 | 7.0 | 1.5 | 0.34 | ||
| 2000 ≤ p <3300 | 5.0 | 8.7 | 1.6 | 0.50 | |||
| p ≥ 3300 | 5.0 | 9.8 | 1.8 | 0.50 | |||
| 20 ≤ Vh <25 | p <2000 | 5.0 | 9.8 | 1.8 | 0.27 | ||
| p ≥ 2000 | 5.0 | 9.8 | 1.8 | 0.50 | |||
| 25 ≤ Vh <30 | p <2000 | 5.0 | 11.0 | 2.0 | 0.27 | ||
| p ≥ 2000 | 5.0 | 11.0 | 2.0 | 0.50 | |||
| 1 Applicable to ships with gas and dual fuel engines | |||||||
In addition, a useful life of 10,000 hours or 10 years must be proven over a 2500h endurance run .
There is also a so-called Domestic Emission Control Area (DECA) for the coast of China in which separate rules apply, in particular with regard to the fuel sulfur content. This DECA is not to be confused with an IMO-ECA .
Marine (ocean shipping)
The exhaust emissions from ocean-going vessels are determined by the UN organization IMO ( International Maritime Organization ) and apply to all engines> 160kW.
In principle, a distinction is made between two different areas: global limit values and limit values that must be adhered to in so-called Emission Control Areas (ECA). There is currently an ECA (NECA) for NOx off the coast of North America and an additional one for sulfur in the North and Baltic Seas (SECA).
The sulfur limit values apply to all ships, regardless of the year of construction, and can be complied with by using the right fuel as well as by using exhaust gas washers that remove the sulfur oxides from the exhaust gas.
| year | Sulfur limit value related to the fuel (% m / m) | |
|---|---|---|
| SECA | Global | |
| 2000 | 1.5 | 4.5 |
| 07.2010 | 1.0 | |
| 2012 | 3.5 | |
| 2015 | 0.1 | |
| 2020 | 0.5 | |
The sulfur emissions of the ship must be proven either by means of fuel certificates (bunker notes) or a permanent sulfur emission measurement. Violations of the sulfur limit values are punished by the local authorities, but the amount of the punishment varies greatly. B. Norway (80,000 €), China (1,300–13,000 €), USA against Carnival Corporation (20 million US dollars, besides sulfur also other environmental crimes). When using scrubbers, regulations regarding their wastewater must also be observed, and violating them can also result in severe penalties. Concerning. It is noticeable that the majority of the documented violations were committed by cruise ship operators (e.g. Carnival with a total fine of 60 million US dollars), although these ships only make up a fraction of the total shipping fleet.
In contrast, with NO x , in particular in comparison to European limit values that apply to all motor vehicles from a certain key date, the following special features apply with regard to the IMO NO x regulations.
- The limit values do not apply from the time the ship is put into operation, but from its keel-laying. In practice, this means that before stricter limit values come into force, many keels are produced on stockpile. This is usually a steel beam that is stamped with a unique IMO number. This keel can be stored and only used years later to build a ship. As a result, even years after the new NO x regulations come into force , ships can still be built or put into operation in accordance with the old regulations.
- In contrast to the regulations regarding sulfur, the ships do not have to meet the current limit values when entering a NECA, but only those that were valid at the time of their keel-laying.
- In the event of a major conversion of the ship (e.g. if the main engine is replaced), the current limit values must be observed.
- The NO x limit values are speed-dependent and decrease with the speed n of the engine. I.e. large, slow-running engines are allowed to emit more NO x than small, high-speed ones.
| animal | introduction | NO x limit, g / kWh depending on the speed n | ||
|---|---|---|---|---|
| n <130 | 130 ≤ n <2000 | n ≥ 2000 | ||
| Tier I. | 2000 | 17.0 | 45 · n -0.2 | 9.8 |
| Tier II | 2011 | 14.4 | 44 · n -0.23 | 7.7 |
| Tier III | 2016 | 3.4 | 9 · n -0.2 | 1.96 |
Under the above restrictions, the Tier III limit values currently apply in NECAs, while Tier II must be complied with in the rest of the world's oceans. While limit value levels I and II can still be complied with within the engine, SCR systems (two and four-stroke engines), exhaust gas recirculation (two-stroke engines) or a switch to gas operation (dual-fuel four-stroke engines) are used for Tier III.
In addition, the ships' CO 2 emissions are determined using the so-called Energy Efficiency Design Index EEDI, which in future will also be used to regulate the emissions of the greenhouse gas methane.
There are no IMO limit values for CO and HC, a limit value is currently being discussed for soot (black carbon). The reason for this is that shipping and thus soot immissions are increasing sharply, especially in the area of the Arctic Ocean. The soot precipitates on the ice surfaces and turns them gray. This increases the amount of heat absorbed from the radiated solar energy, which leads to accelerated melting.
See also
Web links
- dieselnet - American website, on which all existing emission standards are compiled (English)
- 2017 | 2018 Worldwide Emissions Standards Passenger Cars and Light Duty Vehicles ( Memento from July 28, 2017 in the Internet Archive ), 2016 | 2017 Worldwide Emissions Standards Heavy Duty and Off-Highway Vehicles (PDF [7.85 MB, 3.21 MB] ; English)
- Regulation (EC) No. 715/2007 of the European Parliament and of the Council of June 20, 2007 - Euro 5 stage and Euro 6 stage of the emission limit values for light vehicles
- Directive 99/96 / EC of the European Parliament and of the Council of December 13, 1999 . For heavy vehicles it contains the limit values for Euro IV, V and EEV in Annex 1 6.2.1.
- Regulation for Euro VI for heavy vehicles . The ordinance is in the legislative process and contains the limit values in Appendix 1.
- Euro 5 and Euro 6 standards: reducing pollutant emissions from light vehicles. In: SCADplus : Technical harmonization for motorized vehicles> Interactions between the automotive industry and various policy areas> Air pollution> Transport, energy and the environment. EU, November 22, 2007, accessed February 24, 2008 .
Individual evidence
- ↑ Council Directive 70/220 / EEC of March 20, 1970 , accessed on January 1, 2017
- ↑ Council Directive 74/290 / EEC of March 28, 1974 , accessed on January 1, 2017
- ↑ Council Directive 77/102 / EEC of November 30, 1976 , accessed on January 1, 2017
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