DOCSLIB.ORG

Worldwide Emission Standards and Related Regulations Passenger Cars / Light and Medium Duty Vehicles May 2019

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Worldwide Emission Standards and Related Regulations Passenger Cars / Light and Medium Duty Vehicles May 2019 Worldwide Emission Standards and Related Regulations Passenger Cars / Light and Medium Duty Vehicles May 2019 www.continental-automotive.com Powertrain Important Developments European Union Important developments and phase-in of new regulations are ongoing in several areas: • Reduction of greenhouse gases • Reduction of pollutant emissions • Revision of type approval framework Reduction of greenhouse gases: The European Union maintains its focus on achieving the Greenhouse Gas emission reductions planned for the second commitment period of the Kyoto protocol for 2013 to 2020 with the target to achieve in 2020 20% of GHG reduction compared to the base year 1990. For the following years, the European Union committed within the Paris agreement (COP21) to a GHG reduction target for the period from 2021 to 2030. The commitment for 2030 is a reduction of 40% of GHG emissions compared to 1990, Figure 1. Finally, for 2050 the European Union set itself a target of net-zero greenhouse gas emissions. The road transport sector has a big part in the European energy consumption, representative for the CO2 emission share for non-regenerative energies, Figure 2. Therefore, the EU continues to tighten the CO2 emission limits for passenger cars and light commercial vehicles. The evolution of the CO2 regulation remains the main driver for changes in vehicle technology. The need for greenhouse Gaz neutral powertrains drives the electrified architectures and the search for realistic solutions for alternative, low-carbon fuels. Figure 1: Main UN agreements driving the EU CO2 emission policy 1 Figure 2: Importance of the road transport sector in terms of energy consumption The high-level European targets are translated into EU regulations for passenger cars and LCV: • The European CO2 emissions target for 2020/2021 was defined in 2014 as Regulation (EU) No 333/2014 for passenger cars and Regulation EU 253/2014 for LCV. The regulations foresee for passenger cars a phase-in of the 95 gCO2/km target based on the NEDC test procedure during the years 2020 and 2021 allowing to discard the 5% most emitting vehicles during the first year. For LCV the target of 147 gCO2/km is defined for 2020. • It is recognized that the NEDC test-procedure does not provide CO2 emission data characteristic for real driving. For this reason, the EU Commission introduced the new WLTP into the European legislation. The new regulation 2017/1151 replacing the EU regulation 692 was published in June 2017. Phase-in is going on for passenger cars and light commercial vehicles. Application started with passenger car Type Approval in September 2017 and will be finalized with the application for all new LCV in September 2019. • The CO2 emissions measured using the WLTP must be converted to a NEDC basis until 2020 to be compared to the CO2 emission target values defined for the NEDC (130 gCO2/km until 2019 and 95 gCO2/km starting 2020). Based on this correlation method and the actual fleet performance in 2020, OEM specific WLTP based CO2 targets will be defined for the period starting 2021. • The CO2 emission targets for 2025 and 2030 were voted by the European council and parliament and will be published in the official journal before mid-2019. CO2 reduction target for 2025 is -15% compared to 2021 for passenger cars and LCV. For 2030 the targets compared to the 2021 baseline are -37.5% for passenger cars and -31% for LCV. 2 Reduction of pollutant emissions: A second priority is defined by the European Clean Air policy. Air quality standards are still exceeded in many main European cities. Passenger cars and light duty commercial vehicles are contributing mainly to NOx and fine particle emissions. The fact that especially Diesel vehicles emitted in the past under real driving conditions more NOx than under type approval conditions had triggered the introduction of the new real driving emission type approval test as part of regulation EU 2017/1151. This regulation will mainly affect Diesel engine calibration and aftertreatment, but also PN emission reduction technology and NOx emissions for gasoline vehicles, especially GDI engines. Regulatory work in the field of pollutant emissions is proceeding on the following subjects: • A first change in the area of pollutant emissions will be the switch from the NEDC to the WLTP test procedure without change of the EU6 emission limits, introduced in September 2017 for Type Approval. • The main change is the new type approval test addressing the pollutant emissions of light duty vehicles under realistic driving conditions not covered by the NEDC nor by the WLTP. Main target are the NOx emissions of Diesel cars and PN emissions from Gasoline Direct Injection vehicles. To avoid optimization of pollutant control devices for a specific cycle – even the more realistic WLTP – a randomization of the test conditions was considered necessary. The new Real Driving Emissions (RDE) test procedure is based on Portable Emission Measurement Systems (PEMS) and driving on public roads. PEMS based emission limits will be applied for NOx and for PN (CO only for monitoring). HC emissions are not included in the RDE test procedure. The cold start phase is included in the test. The RDE test procedure is included as ANNEX IIIA in the new regulation EU 2017/1151 which was published in several packages since June 2017. The latest part is the 4th package of the RDE regulation published as regulation EU 2018/1832. It contains a revised data processing methodology, provisions for In-service conformity control based on RDE, updates for hybrid vehicles a revised EVAP procedure and provisions for the on-board fuel and electrical energy consumption metering (OBFCM). The phase-in is scheduled in several steps for passenger cars and LCV between September 2017 and January 2022. • For the period after 2022 discussion for a post Euro6 regulation have started with first stake- holder meetings in 2018. Two external studies were launched by the EU Commission and formal working group should start second half of 2019. New type approval legislation The Council adopted on May 25th, 2018 a regulation to reform the type-approval and market surveillance system for motor vehicles in the EU. This major reform modernizes the current system and improves the control of car emissions. The final act was published as Regulation (EU) 2018/858 in the Official Journal on June 14th, 2018. The new type approval regulation is mandatory from 1 September 2020. It important to note that up to now the type approval is regulated by a directive (2007/46/EC), 3 meaning that the detailed legislation is done under member state responsibility. The new type approval legislation directly rules on EU level. The original proposals to create a member-state independent EU agency and modify the remuneration system to avoid that technical services are paid by the manufacturer were rejected by the council. Nevertheless, in the future, the EU Commissions will be able to audit technical services and national type approval authorities to ensure that regulations are implemented and enforced rigorously in all member states. Also, Peer reviews between technical services are possible. A market survey system will be introduced which allows member-states to challenge certifications given by other member-states. In addition, the Commission will carry out market checks independently from Member States and will have the possibility to initiate EU-wide recalls. The type approval regulation concerns all M and N type vehicles as well as the trailers of type O (Light Duty and Heavy Duty). It does not apply to agricultural or forestry vehicles and two- or three- wheel vehicles and quadricycles. 4 USA - Federal • On April 2, 2018, the EPA Administrator signed the Mid-term Evaluation Final Determination which finds that the model year 2022-2025 greenhouse gas standards are not appropriate and, therefore, should be revised. • NHTSA and the EPA are proposing the “Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule for Model Years 2021-2026 Passenger Cars and Light Trucks” (SAFE Vehicles Rule). The SAFE Vehicles Rule, if finalized, will establish new standards for Corporate Average Fuel Economy (CAFE) and tailpipe Green House Gas (GHG) emission standards for passenger cars and light trucks covering model years 2021 through 2026. • More specifically, NHTSA is proposing new CAFE standards for model years 2022 through 2026 and amending its 2021 model year CAFE standards because they are no longer maximum feasible standards, and EPA is proposing to amend its carbon dioxide emissions standards for model years 2021 through 2025 because they are no longer appropriate and reasonable in addition to establishing new standards for model year 2026. • Additionally, the EPA is proposing to withdraw California’s waiver from the federal Clean Air Act (CAA). The CAA prohibits individual states from enacting emission standards for new motor vehicles. • California is specially empowered to apply for a waiver from this preemption, and EPA grants it unless specific blocking conditions are triggered. • The 2013, waiver of CAA preemption applies to California’s Advanced Clean Car (ACC) program, Zero Emissions Vehicle (ZEV) mandate, and Greenhouse Gas (GHG) standards that are applicable to model years 2021 through 2025. • Twelve states and the District of Columbia have adopted California's LEV III greenhouse gas emission standards pursuant to Section 177 of the federal Clean Air Act: New York, Massachusetts, Vermont, Maine, Pennsylvania, Connecticut, Rhode Island, Washington, Maryland, Oregon, New Jersey, and Delaware. • EPA states California’s GHG and ZEV standards are inconsistent with the regulations because they are technologically infeasible because they provide insufficient lead time to permit the development of necessary technology, giving appropriate consideration to compliance costs. • US-EPA Tier 3 Motor Vehicle Emission and Fuel Standards. Starting in 2017, Tier 3 set new vehicle emissions standards and lowers the sulfur content of gasoline, considering the vehicle and its fuel as an integrated system.
Load more

Recommended publications
  • Net Zero by 2050 a Roadmap for the Global Energy Sector Net Zero by 2050
    Net Zero by 2050 A Roadmap for the Global Energy Sector Net Zero by 2050 A Roadmap for the Global Energy Sector Net Zero by 2050 Interactive iea.li/nzeroadmap Net Zero by 2050 Data iea.li/nzedata INTERNATIONAL ENERGY AGENCY The IEA examines the IEA member IEA association full spectrum countries: countries: of energy issues including oil, gas and Australia Brazil coal supply and Austria China demand, renewable Belgium India energy technologies, Canada Indonesia electricity markets, Czech Republic Morocco energy efficiency, Denmark Singapore access to energy, Estonia South Africa demand side Finland Thailand management and France much more. Through Germany its work, the IEA Greece advocates policies Hungary that will enhance the Ireland reliability, affordability Italy and sustainability of Japan energy in its Korea 30 member Luxembourg countries, Mexico 8 association Netherlands countries and New Zealand beyond. Norway Poland Portugal Slovak Republic Spain Sweden Please note that this publication is subject to Switzerland specific restrictions that limit Turkey its use and distribution. The United Kingdom terms and conditions are available online at United States www.iea.org/t&c/ This publication and any The European map included herein are without prejudice to the Commission also status of or sovereignty over participates in the any territory, to the work of the IEA delimitation of international frontiers and boundaries and to the name of any territory, city or area. Source: IEA. All rights reserved. International Energy Agency Website: www.iea.org Foreword We are approaching a decisive moment for international efforts to tackle the climate crisis – a great challenge of our times.
    [Show full text]
  • 2017 CADILLAC ATS-V: the Smallest and Lightest V-Series Sedan and Coupe Ever Receive Technology Enhancements and an Available Carbon Black Sport Package
    2017 CADILLAC ATS-V: the smallest and lightest V-Series sedan and coupe ever receive technology enhancements and an available Carbon Black sport package New for 2017 • AVAILABLE CARBON BLACK SPORT PACKAGE • CADILLAC CUE ENHANCEMENTS INCLUDING TEEN DRIVER AND COLLECTION The first-generation Cadillac ATS-V introduced class-leading twin-turbocharged performance and a comprehensive suite of design and performance systems to the lightest and smallest V- Series Sedans and Coupe models ever. The 2017 Cadillac ATS-V adds a Carbon Black sport package and upgrades and enhancements for the Cadillac CUE infotainment system improving the ATS-V’s superior connectivity. The enhanced Cadillac CUE includes new standard technologies such as the myCadillac Mobile App, Teen Driver and Cadillac Collection. Since its inception in 2004, Cadillac’s V-Series performance family has driven remarkable power and performance capability into the brand’s growing luxury car range. Building on the strengths of the award-winning Cadillac ATS product line, V-Series adds impressive track capability to what was already the lightest and most agile-driving car in the luxury compact class. The result is a dual-purpose luxury performer – a car with true track capability right from the factory that is also a sophisticated luxury car on the road. Key features include: • The Cadillac Twin Turbo V-6 engine mated to a standard six-speed manual transmission or paddle-shift eight-speed automatic transmission • Standard carbon fiber hood and available carbon fiber package, including
    [Show full text]
  • Carbon Dioxide Removal Policy in the Making: Assessing Developments in 9 OECD Cases
    POLICY AND PRACTICE REVIEWS published: 04 March 2021 doi: 10.3389/fclim.2021.638805 Carbon Dioxide Removal Policy in the Making: Assessing Developments in 9 OECD Cases Felix Schenuit 1,2*, Rebecca Colvin 3, Mathias Fridahl 4, Barry McMullin 5, Andy Reisinger 6, Daniel L. Sanchez 7, Stephen M. Smith 8, Asbjørn Torvanger 9, Anita Wreford 10 and Oliver Geden 2 1 Center for Sustainable Society Research, University of Hamburg, Hamburg, Germany, 2 German Institute for International and Security Affairs (SWP), Berlin, Germany, 3 Crawford School of Public Policy, Australian National University, Canberra, ACT, Australia, 4 Department of Thematic Studies, Environmental Change, Centre for Climate Science and Policy Research, Linköping University, Linköping, Sweden, 5 Dublin City University, Dublin, Ireland, 6 Ministry for the Environment, Wellington, New Zealand, 7 Department of Environmental Science, Policy, and Management (ESPM), University of California, Berkeley, Berkeley, CA, United States, 8 Smith School of Enterprise and the Environment, Oxford University, Oxford, United Kingdom, 9 Center for International Climate Research (CICERO), Oslo, Norway, 10 Agribusiness and Economics Research Unit (AERU), Lincoln University, Christchurch, New Zealand Edited by: William C. Burns, Since the adoption of the Paris Agreement in 2015, spurred by the 2018 IPCC Special American University, United States Report on Global Warming of 1.5◦C, net zero emission targets have emerged as a Reviewed by: new organizing principle of climate policy. In this context, climate policymakers and Phillip Williamson, University of East Anglia, stakeholders have been shifting their attention to carbon dioxide removal (CDR) as United Kingdom an inevitable component of net zero targets. The importance of CDR would increase Charithea Charalambous, Heriot-Watt University, further if countries and other entities set net-negative emissions targets.
    [Show full text]
  • The Origins of the SUV
    The origins of the SUV IFTY YEARS AGO, farmers, soldiers, hunt- Fers and the odd explorer drove four-wheel drives. Four-wheel drives were listed in most car guides as commercial vehicles, along with pickup trucks and goods vans. The sight of a four-wheel drive on main street simply meant that a farmer had come to town for the day. Three events changed all that. 1 Uncredited images are believed to be in the public domain. Credited images are copyright their respective owners. All other contentAll © content The Dog © &dogandlemon.com Lemon Guide 2016 2016 • All rights reserved In 1963, Jeep produced a vehicle called the Wagoneer. It looked like a family station wagon with fake wooden panelling. However, the Wag- oneer shared most of its DNA with the Jeep Gladiator pickup truck. As such, four-wheel drive versions of the Wagoneer were both tough and capable offroad. A few people have claimed that the Wagoneer was the first modern SUV, although none of these people appear to have actually driven one: the ride is rattly, boneshakingly hard and the handling crudely boat-like. The Wagoneer was also rather poorly built. However, the Wagoneer was gradually im- proved and lasted, amazingly, until 1991. 2 All content © dogandlemon.com 2016 The 1970 Range Rover is a more likely candi- date for the first modern SUV. It was designed from scratch, as a vehicle for Britain’s upper classes. Range Rover owners could effortlessly tow their horse floats up muddy roads while they rode up front in semi-luxury. When Range Rover owners returned to their mansions, their servants could clean out the interior with a hose (carpets weren’t fitted to early models).
    [Show full text]
  • Science-Based Target Setting Manual Version 4.1 | April 2020
    Science-Based Target Setting Manual Version 4.1 | April 2020 Table of contents Table of contents 2 Executive summary 3 Key findings 3 Context 3 About this report 4 Key issues in setting SBTs 5 Conclusions and recommendations 5 1. Introduction 7 2. Understand the business case for science-based targets 12 3. Science-based target setting methods 18 3.1 Available methods and their applicability to different sectors 18 3.2 Recommendations on choosing an SBT method 25 3.3 Pros and cons of different types of targets 25 4. Set a science-based target: key considerations for all emissions scopes 29 4.1 Cross-cutting considerations 29 5. Set a science-based target: scope 1 and 2 sources 33 5.1 General considerations 33 6. Set a science-based target: scope 3 sources 36 6.1 Conduct a scope 3 Inventory 37 6.2 Identify which scope 3 categories should be included in the target boundary 40 6.3 Determine whether to set a single target or multiple targets 42 6.4 Identify an appropriate type of target 44 7. Building internal support for science-based targets 47 7.1 Get all levels of the company on board 47 7.2 Address challenges and push-back 49 8. Communicating and tracking progress 51 8.1 Publicly communicating SBTs and performance progress 51 8.2 Recalculating targets 56 Key terms 57 List of abbreviations 59 References 60 Acknowledgments 63 About the partner organizations in the Science Based Targets initiative 64 Science-Based Target Setting Manual Version 4.1 -2- Executive summary Key findings ● Companies can play their part in combating climate change by setting greenhouse gas (GHG) emissions reduction targets that are aligned with reduction pathways for limiting global temperature rise to 1.5°C or well-below 2°C compared to pre-industrial temperatures.
    [Show full text]
  • OECD Policy Brief: Cost-Effective Actions to Tackle Climate Change
    AUGUST 2009Policy Brief ORGANISATION FOR ECONOMIC CO-OPERATION AND DEVELOPMENT Cost-Effective Actions to Tackle Climate Change What is the Introduction economic rationale Governments around the world have reached consensus on the need to achieve for ambitious large cuts in greenhouse gas (GHG) emissions over the coming decades. They action against are working towards an international agreement on actions required to achieve climate change? these reductions at the Fifteenth Conference of the Parties (COP15) under the UN Framework Convention on Climate Change (UNFCCC) in Copenhagen at the How important is end of 2009. carbon pricing? Considering the costs and risks of inaction, taking action now, even in the What if not midst of a global economic crisis, makes good economic sense. Delaying all countries emission cuts would simply postpone the inevitable and undoubtedly require larger cuts at a later date, thus making it more costly than a more gradual participate? approach. In addition, there is an opportunity now to use the economic How will a stimulus packages that governments are putting in place to invest in global carbon innovative, clean technologies – which could both help stimulate the world’s struggling economies and also shift them onto a low-carbon growth path. market evolve? Given the magnitude of emission cuts required to stabilise GHG concentrations How do actions at an acceptable level, it is imperative that such action to mitigate climate compare across change is taken at the lowest cost. OECD analyses show that the cost of action countries? would be minimised if a cost-effective set of policy instruments, with a focus on carbon pricing, were applied as broadly as possible across all emission How can countries sources, including all countries, sectors, and greenhouse gases.
    [Show full text]
  • Issues in Autonomous Vehicle Testing and Deployment
    Issues in Autonomous Vehicle Testing and Deployment Updated April 23, 2021 Congressional Research Service https://crsreports.congress.gov R45985 SUMMARY R45985 Issues in Autonomous Vehicle Testing and April 23, 2021 Deployment Bill Canis Autonomous vehicles have the potential to bring major improvements in highway safety. Motor Specialist in Industrial vehicle crashes caused an estimated 36,096 fatalities in 2019; a study by the National Highway Organization and Business Traffic Safety Administration (NHTSA) has shown that 94% of crashes involve human error. For this and other reasons, federal oversight of the testing and deployment of autonomous vehicles has been of considerable interest to Congress. In the 115th Congress, autonomous vehicle legislation passed the House as H.R. 3388, the SELF DRIVE Act, and a separate bill, S. 1885, the AV START Act, was reported from a Senate committee. Neither bill was enacted. Comprehensive legislation concerning autonomous vehicles was not introduced in the 116th Congress, but the America’s Transportation Infrastructure Act of 2019, S. 2302, which was reported by the Senate Environment and Public Works Committee, would have encouraged research and development of infrastructure that could accommodate new technologies such as autonomous vehicles. Comprehensive legislation has not been introduced in the 117th Congress as of the date of this report. In recent years, private and government testing of autonomous vehicles has increased significantly, although it is likely that widespread use of fully autonomous vehicles—with no driver attention needed—lies many years in the future. The pace of autonomous vehicle commercialization was slowed after to the 2018 death in Arizona of a pedestrian struck by an autonomous vehicle, which highlighted the challenges of duplicating human decisionmaking by artificial intelligence.
    [Show full text]
  • Regulations and Standards for Clean Trucks and Buses on the Right Track?
    CPB Corporate Partnership Board Regulations and Standards for Clean Trucks and Buses On the Right Track? Decarbonising Transport Regulations and Standards for Clean Trucks and Buses On the Right Track? Decarbonising Transport The International Transport Forum The International Transport Forum is an intergovernmental organisation with 62 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. ITF is the only global body that covers all transport modes. The ITF is politically autonomous and administratively integrated with the OECD. The ITF works for transport policies that improve peoples’ lives. Our mission is to foster a deeper understanding of the role of transport in economic growth, environmental sustainability and social inclusion and to raise the public profile of transport policy. The ITF organises global dialogue for better transport. We act as a platform for discussion and pre- negotiation of policy issues across all transport modes. We analyse trends, share knowledge and promote exchange among transport decision-makers and civil society. The ITF’s Annual Summit is the world’s largest gathering of transport ministers and the leading global platform for dialogue on transport policy. The Members of the Forum are: Albania, Armenia, Argentina, Australia, Austria, Azerbaijan, Belarus, Belgium, Bosnia and Herzegovina, Bulgaria, Canada, Chile, China (People’s Republic of), Croatia, Czech Republic, Denmark, Estonia, Finland, France, Georgia, Germany, Greece, Hungary, Iceland, India, Ireland, Israel, Italy, Japan, Kazakhstan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Republic of Moldova, Mongolia, Montenegro, Morocco, the Netherlands, New Zealand, North Macedonia, Norway, Poland, Portugal, Romania, Russian Federation, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Tunisia, Turkey, Ukraine, the United Arab Emirates, the United Kingdom, the United States and Uzbekistan.
    [Show full text]
  • Motor Vehicle Loans Emission Factors Database Methodology Database Methodology
    Economic Activity-based Emission Factors Motor Vehicle Loans Emission Factors Database methodology Database methodology April 2020 April 2020 Motor Vehicle Loans Emission Factors – Database Methodology Table of Contents 1. Overview ................................................................................................................... 4 1.1. Definitions ................................................................................................................................... 5 1.1.1 Emission factor of a vehicle...................................................................................................................... 5 1.1.2 Emission rate of a vehicle ......................................................................................................................... 5 1.1.3 Propulsion types ....................................................................................................................................... 5 1.1.4 Scopes 1 and 2 emissions ......................................................................................................................... 5 1.2. Methodology tree ....................................................................................................................... 6 2. Detailed methodology ............................................................................................... 7 2.1. Primary method: make-and-model data ..................................................................................... 7 2.1.1. Equation ...................................................................................................................................................
    [Show full text]
  • Analyze the Growth of Luxury Car Segments in Punjab
    NAME: - JANESH GROVER ROLL.NO: - RT1007A09 REG.NO: - 11000795 CLASS: - B.B.A (I-sem) SUBJECT: - Micro-Economics TERM PAPER TOPIC: - ANALYZE THE GROWTH OF LUXURY CAR SEGMENTS IN PUNJAB Before we continue to the topic i would like to say thanks to Ms. Palwinder kaur Madam who gave me such an intresting topic for my research. Its my pleasure as well as golden opportunity to work on the allotted topic. At last again i would like to thanks for such a marvellous topic [Type text] Page 1 Contents Acknowledgment................................................................................................................ .................................1 Introduction........................................................................................................................ ..............................1-2 How segmentation is done?..............................................................................................................................2- 6 PUNJAB THE SUCCESSFULL PURVEYOR FOR LUXURY CARS IN INDIA...................................................................6 PUNJAB MATERIALIZE AS A NEW BAZAAR FOR CARS.......................................................................................6-8 List of luxury Cars in Punjab............................................................................................................................8- 11 Rush for Luxury cars..................................................................................................................................... .11-12 Luxury
    [Show full text]
  • Reducing Nox Emissions on the Road
    EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT REDUCING NOX EMISSIONS ON THE ROAD ENSURING FUTURE EXHAUSTS EMISSION LIMITS DELIVER AIR QUALITY STANDARDS Reducing NOx Emissions on the Road FOREWORD AND ACKNOWLEDGEMENTS Transport Ministers noted the conclusions and recommendations of this report at the meeting of the Council of the ECMT in Dublin on 17-18 May 2006, and asked the Secretariat to transmit the report to the UN/ECE with a request to expedite deliberations on improved vehicle certification tests for NOx emissions for adoption world-wide. This was duly done. The ECMT is grateful to Heinz Steven of the RWTÜV Institute for Vehicle Technology in Germany for the analysis presented in this paper. The report was prepared by the ECMT Group on Transport and the Environment in co-operation with the OECD Environment Policy Committee’s Working Group on Transport. © ECMT, 2006 1 Reducing NOx Emissions on the Road TABLE OF CONTENTS ACKNOWLEDGEMENTS ...............................................................................................................1 EXECUTIVE SUMMARY ................................................................................................................3 1. INTRODUCTION .....................................................................................................................6 2. REVIEW OF EU AND UN-ECE REGULATIONS.....................................................................7 2.1 Cars and light duty vehicles ..........................................................................................7
    [Show full text]
  • AUSTRALIA Robert Hogan General Manager, Vehicle Safety Standards
    GOVERNMENT STATUS REPORT – was 3.3 per cent. Hospital admissions data also AUSTRALIA point to little, if any, national improvement in the number of people who were seriously injured in road crashes. Robert Hogan General Manager, Vehicle Safety Standards National Road Safety Strategy 2001–2010 Department of Infrastructure and Transport In November 2000, Australia’s transport Ministers AUSTRALIA endorsed the National Road Safety Strategy 2001– 2010. The strategy provided a framework for prioritising the road safety activities of federal, STATUS OF SAFETY PROBLEMS AND state, territory and local governments, as well as TRENDS other organisations that could influence road safety outcomes. Its target was to reduce the annual road General progress fatality rate by at least 40 per cent over the 10-year Australia has achieved substantial reductions in period to the end of 2010: from 9.3 deaths to no road crash fatalities over the last 30 years, despite a more than 5.6 deaths per 100,000 population. 50 per cent growth in population and a two-fold increase in registered motor vehicles. Between Despite significant gains over the decade, the 40 1980 and 2010, the nation's annual road fatality rate per cent reduction target was not reached (see declined from 22.3 to 6.1 deaths per 100,000 Figure 2). By the end of 2010 an actual reduction people. of 34 per cent had been achieved and the fatality rate stood at 6.1 deaths per 100,000 population – The chart below shows the progressive reduction in some way short of the 5.6 target.
    [Show full text]