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Regulation International legislation: European directives: emission standards Euro I -VI

FACT SHEET NO.: Cat-No.5 / Subcat-No.5.3-3

General Information

Title

FACT SHEET NO.: Cat-No.5 / Subcat-No.5.3-3

Category

5. Efficiency standards & Flanking measures

Subcategory

5.3 Standards: environment

Transport policy measure (TPM)

Regulation International legislation: European directives: emission standards Euro I -VI

Description of TPM

The emission standards apply to all motor vehicleswith a “technically permissible maximum laden mass” over 3,500 kg, equipped with compression ignition engines or positive ignition natural gas (NG) or LPG engines. [1] The regulations were originally introduced by the Directive 88/77/EEC followed by a number of amendments.[2] European emission standards Euro V, which came into force in 2008 and will be replaced by Euro VI in 2013, define the acceptable limits for exhaust emissions of new vehicles sold in EU member states, especially regarding emissions of carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), particulate matter (PM) and Smoke.

Implementation examples

Impact of Euro 5 in the Netherlands [a]; The Introduction of Euro 5 and Euro 6 Emissions Regulations for Light Passenger and Commercial Vehicles in Ireland [c]

Objectives of TPM

• To set harmonised rules on the construction of motor vehicles
• To improve air quality by reducing pollutants emitted from the road transport sector

Choice of transport mode / Multimodality

At the national level, several Member States have adopted fiscal measures to promote the purchase of cars that emit less CO2, but a significant effect of these measures on the EU average CO2 emissions of new cars has not been demonstrated (in 2005).[3, p.5]

Origin and/or destination of trip

Trip frequency

Choice of route

Timing (day, hour)

Occupancy rate / Loading factor

Energy efficiency / Energy usage

Increase of energy efficiency: this has been achieved by the promotion of fuel efficient cars via fiscal measures [3, p.5]

Main source

[1] http://www.dieselnet.com/standards/eu/hd.php
[2] http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=CELEX:31988L0077:en:NOT
[3] Council Directive 88/77/EEC of 3 December 1987 on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous pollutants from diesel engines for use in vehicles.http://eurlex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2007:0019:FIN:EN:PDF
[4] European Commission (2006): Impact Assessment for Euro 6 emission limits for light duty vehicles. Staff working document. http://ec.europa.eu/enterprise/sectors/automotive/files/environment/impact_assessment_euro6_en.pdf
[5] L.G. Wesselink, E. Buijsman, J.A. Annema (2006): The impacts of Euro 5: facts and figures. Netherlands Environmental Assessment Agency
[6] B. van Herbruggen and J. Knockaert(2006). TREMOVE 2: Model application for the assessment of alternative scenarios on future light duty vehicle emission legislation. http://www.tmleuven.be/methode/tremove/200601_paper_Tremove_Bart.pdf
[7] Road Safety Authority. The Introduction of Euro 5 and Euro 6 Emissions Regulations for Light Passenger and Commercial Vehicles. http://www.rsa.ie

Traffic Impacts

Passengers 

         

Transport operators 

           

Unassigned 

         

Travel or transport time

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Risk of congestion

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Vehicle mileage

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Service and comfort

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Overall impacts on social groups

Implementation phase

Operation phase

Summary / comments concerning the main impacts

The EURO standards do not impact on the traffic, but on the supply side of vehicles (car and lorry manufacturing industry) and European fleet composition; therefore the standards affect the purchase of the types of vehicles rather than their usage; the expected increase in transport activity occurs independently from the EURO standard regulation; with respect to CO2, the increase in transport activity will – in the next ten years, 2006 - 2016 – be off-set by a.o. the introduction of more fuel-efficient cars following the voluntary agreement of the car industry and the promotion of biofuels and CNG.[6]

Quantification of impacts


Economic Impacts

Passengers 

         

Transport operators 

           

Unassigned 

         

Transport costs

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Private income / commercial turn over

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Revenues in the transport sector

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Sectoral competitiveness

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Spatial competitiveness

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Housing expenditures

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Insurance costs

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Health service costs

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Public authorities & adm. burdens on businesses

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Public income (e.g.: taxes, charges)

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Third countries and international relations

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Overall impacts on social groups

Positive impact on the economy, especially on the vehicle manufacturing industry

Implementation phase

Operation phase

Summary / comments concerning the main impacts

- An improvement in air quality will improve public health, thus enabling the national governments to generate savings in the longer term [7].
- Increase in sectorial and spatial competitiveness of the European economy [4]
- There are competitiveness benefits to the automotive industry through the implementation of new technology, which would enable diesel vehicles to be exported to markets around the world where stricter vehicle emission limits are in place.

Quantification of impacts


Social Impacts
Environmental Impacts

Passengers 

         

Transport operators 

           

Unassigned 

         

Air pollutants

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Noise emissions

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Visual quality of the landscape

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Land use

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Climate

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Renewable or non-renewable resources

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 

Overall impacts on social groups

Society as a whole benefits from the reductions in CO2 and NOx [4, p.9] and air pollutants, such as PM [1, p.6].However, forecast indicates that the introduction of Euro 6 will have no significant impact on CO2 emissions or sales of diesel vehicles [4, p.13]

Implementation phase

Operation phase

Summary / comments concerning the main impacts

Emissions from the average new car sold reached 163 g CO2/km in 2004, 12.4% below the 1995 starting point of 186 g CO2/km21. Over the same period, new cars sold in the EU have become significantly bigger and more powerful, while prices increased less than inflation.Investigations on the impact of the measures adopted so far by Member States on the demand side have shown that improvements in car technology have delivered the bulk of the reductions in CO2.[3, 6]; According to [2, p.3] and [4, p.10] the EURO standards would lead to a decrease of the market share for diesel cars.

Quantification of impacts

The modelling suggests that Euro 6 will have a significant role in reducing NOx emissions from road transport. It is forecast that in 2020 with the introduction of Euro 5, total NOx emissions from light duty vehicles would be 706 kilotonnes, however with Euro 6 emissions will be around 534 kilotonnes. Therefore, the total NOx emissions from light duty vehicles in 2020 will be 24% lower than they would be with just Euro 5 being introduced.[4, p.9]

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