In the United States, emissions standards are managed nationally by the Environmental Protection Agency (EPA). State and local governments may apply for waivers to enforce stricter regulations.
Video United States emission standards
Motor vehicles
Due to pre-existing standards and particularly severe motor vehicle air pollution problems in the Los Angeles metropolitan area, the state of California in the US has a special dispensation from the federal government to disseminate its own car emission standards. Other countries may choose to follow more stringent national or California standards. The countries that have adopted California standards are: Connecticut, Delaware, Maine, Maryland, Massachusetts, New Jersey, New Mexico (2011 model), New York, Oregon, Pennsylvania, Rhode Island, Vermont, and Washington, and District of Columbia. Such countries are often referred to as "CARB countries" in automotive discussions because they are established by the California Air Resources Board.
EPA has adopted California's emission standards as a national standard in the 2016 model year and collaborated with California regulators about tighter national emissions standards for 2017-2025 models.
Light vehicle
Light vehicles are certified to comply with emissions standards by measuring their exhaust emissions during a tightly defined driving cycle that simulates typical driving patterns. The FTP-75 city driving test (averaging about 21 MPH) and the HWFET highway driving test (averaging around 48 MPH) is used to measure emissions and fuel economy.
Two sets, or levels, of emission standards for light vehicles in the United States are defined as a result of the Amendment of the 1990 Clean Water Act. Tier I standards were adopted in 1991 and gradually from 1994 to 1997. Standard Level II gradually from 2004 to 2009.
In Tier II rankings, there are subranking ranging from BIN 1-10, with 1 being the cleanest (Zero Emission vehicle) and 10 being the dirtiest. The previous effective Tier 1 standard from 1994 to 2003 differed between cars and light trucks (SUVs, pickup trucks, and minivans), but Tier II standards were the same for both types.
These standards specifically limit the emissions of carbon monoxide (CO), nitrogen oxide (NO x ), particles (PM), formaldehyde (HCHO), and non-methane organic gas (NMOG) or non- methane. hydrocarbon methane (NMHC). Limits are defined in grams per mile (g/mi).
Phase 1: 1994-1999
Placed gradually from 1994 to 1997, and gradually removed for national Tier 2 standards, from 2004 to 2009.
The standard Tier I includes vehicles with a gross vehicle weight rating (GVWR) below 8,500 pounds (3.856 kg) and is divided into five categories: one for passenger cars, and four for light trucks (which include SUVs and minivans) divided by vehicle weight and capacity cargo.
California's low-emission vehicle (LEV) program defines six more stringent automotive emission standards than any of the US Tier regulations. Each standard has several targets depending on vehicle weight and cargo capacity; regulations cover vehicles with test weight up to 14,000 pounds (6,350 kg). Listed in order of increasing stiffness, the standard is:
- TLEV - Transitional low emission vehicles
- LEV - Low emission vehicles
- ULEV - Ultra-low emission vehicles
- SULEV - Ultra-ultra ultra-emission vehicle
- ZEV - A zero-emission vehicle
The latter category is largely confined to electric vehicles and hydrogen cars, although these vehicles are usually not completely pollution free. In such cases, other emissions are transferred to other sites, such as a power plant or hydrogen reform center, unless the sites operate with renewable energy.
NLEV Transition: 1999-2003
A set of transitionally and voluntarily transition national "national vehicle emission standards" (NLEV) came into force in 1999 for the northeastern states and 2001 in other parts of the country until Level II, adopted in 1999, began gradually starting from 2004 onwards.. The Low Emissions National Vehicle Program includes vehicles under 6,000 pounds GVWR and adjusts national standards to accommodate California's stringent regulations.
Phase 2: 2004-2009
Instead of basing emissions on vehicle weight, the Tier II standard is divided into several numbered "casks". Eleven garbage was originally defined, with bin 1 being the cleanest (zero-emission vehicle) and the dirtiest 11. However, 9, 10, and 11 bins are temporary. Only the first 10 bins are used for light vehicles under 8,500 pounds of GVWR, but medium-duty passenger vehicles up to 10,000 pounds (4,536 kg) of GVWR and into all 11 bins. Manufacturers can make vehicles that enter one of the available bins, but still have to meet the average targets for their entire fleet.
The two most unbound bins for passenger cars, 9 and 10, were removed by the end of 2006. However, 9 and 10 garbage were available to classify a number of light duty trucks until the end of 2008, when they were removed along with bin 11 for medium vehicles -duty. In 2009, light duty trucks must meet the same emission standards as passenger cars.
The Tier II regulation also imposes restrictions on the amount of sulfur allowed in gasoline and diesel, because sulfur can disrupt the operation of sophisticated exhaust systems such as catalytic converters and selective particulate filters. The sulfur content in gasoline is limited to an average of 120 parts per million (maximum 300 ppm) in 2004, and this is reduced to an average of 30 ppm (maximum 80 ppm) for 2006. Ultra-low sulfur diesel begins to be limited to a maximum of 15 ppm in 2006 and refiners must be 100% in line with those levels in 2010.
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In 2009, President Obama announced a new national fuel and emissions policy that incorporated California's contested plans to curb its own greenhouse gas emissions, regardless of federal government regulations.
Fuel economy combined fleet for car and truck car manufacturers with GVWR of 10,000 pounds or less should average 35.5 miles per gallon (mpg). The average for the car should be 42 mpg, and for the truck will be 26 mpg by 2016, all based on the CAFE Standard. If the average fuel economy of the manufacturer's annual vehicle fleet drops below established standards, the manufacturer must pay a fine, currently $ 5.50 per 0.1 mpg below the standard, multiplied by the total manufacturer's production for the US domestic market. This is in addition to the gas guzzler tax, if any.
The second round of the California standard, known as the Second Emission Vehicle, is time to coordinate with the launch of Tier 2.
The ratings of PZEV and AT-PZEV are for vehicles rated SULEV II and also have systems to eliminate evaporative emissions from fuel systems and which have a 150,000 mile/15 year guarantee on emissions control components. Some regular gasoline vehicles from the 2001 and newer models qualify as PZEV.
If PZEV has a technology that can also be used in ZEV such as an electric motor or high pressure gas fuel tank for compressed natural gas (CNG) or liquified petroleum gas (LPG), it qualifies as AT-PZEV.
Heavy duty vehicles
Heavy duty vehicles must adhere to tighter exhaust emissions standards and require ultra-low sulfur diesel fuel (ULSD) (maximum 15 ppm) starting in 2007. Since 2007 only diesel models are allowed in heavy duty class; a gasoline model prohibited by EPA in 2007.
Greenhouse gases
The federal emissions regulations do not cover the main components of vehicle exhaust, carbon dioxide (CO 2 ). Because CO 2 emissions are proportional to the amount of fuel used, the Average Fuel Economy regulation of national Companies is the main way in which automotive CO emission 2 is regulated in the US. , The EPA faces a lawsuit that is trying to force it to regulate greenhouse gases as a pollutant.
In 2007, the California Air Resources Board issued strict greenhouse gas emissions standards that are being challenged in court.
On September 12, 2007, a judge in Vermont decided in favor of allowing the state to conditionally regulate greenhouse gas (GHG) emissions from new cars and trucks, beating efforts by automakers to block state emissions standards. A group of automakers including General Motors, DaimlerChrysler and the Car Manufacturers Alliance have sued the state of Vermont to block rules calling for a 30 percent reduction in greenhouse gas emissions by 2016. Members of the automotive industry argue that complying with these regulations will require major technological advancements and raise prices vehicle as much as $ 6,000 per car. US District Judge William K. Sessions III dismissed this claim in its verdict. "The court remains unconvinced that automakers can not meet the challenges of Vermont and California regulations (greenhouse gas)," he wrote.
Meanwhile, environmentalists continue to press the Administration to grant California a waiver of the EPA for emission standards to take effect. Doing so will allow Vermont and other countries to adopt the same standards under the Clean Air Act. Without such a waiver, the Session Judge writes, the Vermont rule will not apply.
Consumer ratings
The value of air pollution
The EPA air pollution score shows the amount of air pollution that damages health and air pollution emitted by vehicles. Scoring ranges from 0 (worst) to 10 (best). The pollutants considered are nitrogen oxides (NOx), particles (PM), carbon monoxide (CO), formaldehyde (HCHO), and various sizes of non-methane organic (NMOG), and non-methane (NMHC) hydrocarbons, and total hydrocarbons (THC). This score does not include greenhouse gas emissions (but see greenhouse gas scores, below).
Greenhouse gas score
The EPA greenhouse gas score reflects the amount of greenhouse gases that the vehicle will generate during its lifetime, based on the consumer's use in general. The score is 0 to 10, where 10 represents the lowest amount of greenhouse gases.
The greenhouse gas score is determined by the estimated fuel economy of the vehicle and the type of fuel. The lower the fuel economy, the more greenhouse gases emitted as a by-product of combustion. The amount of carbon dioxide emitted per liter or gallon of burning varies by fuel type, because each type of fuel contains different amounts of carbon per gallon or liter.
The ratings reflect the carbon dioxide (CO2), nitrous oxide (N20) and methane (CH4) emissions, which are weighted to reflect the relative contribution of each gas to the greenhouse effect.
Maps United States emission standards
Non-path machines
Non-road engines, including equipment and vehicles not operated on public roadways, are used in a wide range of applications, each involving a large difference in operating characteristics and machine technology. Emissions from all non-road engines are governed by categories.
In the United States, emission standards for non-road diesel engines are published in the US Federal Regulatory Rule, Title 40, Section 89 (40 CFR Section 89). Tier 1-3 Standards was adopted in 1994 and gradually between 1996 and 2000 for engines over 37 kW (50 hp). In 1998 the regulation included engines under 37 kW and introduced tighter Tier 2 and Tier 3 standards that were scheduled to be phased out between 2000 and 2008. In 2004, the US EPA introduced a tighter Tier 4 standard that was slated to be phased in between 2008 and 2015. The testing cycle used for the certification follows ISO 8178 standards.
Small engine
Pollution from small engines, such as those used in gas-based appliances, reduces air quality. Emissions from small offroad engines are regulated by EPA. Specific pollutants that should be limited include hydrocarbons, carbon monoxide, and nitrogen oxides.
Power generation
The greenhouse gas-based performance setting of the power plant has begun at the state level. California was the first to apply this standard in January 2007 by adopting the Senate Bill 1368, which set a limit of 1,100 Â £. CO 2 per megawatt-hour on "long-term commitment" to power generation. This law is intended to apply to new plant investments (new construction), new contracts or extensions with a term of five years or more, or large investments by electric utilities in an existing base load power plant. The amount is 1,100 pounds. CO 2 /MWhr corresponds to emissions per electrical output of combined cycle gas turbine generators. By comparison, coal-fired steam turbine generators produce 2,200 pounds. CO 2 /MWhr or more. Other western countries followed soon after California, with Oregon, Washington, and Montana giving a similar bill to the law by the end of the year.
Composite wood products
In 2009, the California Air Resources Board (CARB) has established rules for the permissible formaldehyde emissions of wood products made of scrap, chips, particles, or wood fibers tied together with resins. In 2016, the United States, the Environmental Protection Agency also issued regulations to limit formaldehyde emissions.
Air quality standards
Each state with an area not meeting targets set by the EPA in the National Air Quality Standard shall announce special regulations that reduce related emissions from local sources.
Country emission test
See also
- Greenhouse gas regulations under the Clean Air Act
- AP 42 Compilation of Air Pollutant Emission Factor
- Emission standards
- List of low emission locomotives
- Motor vehicle emissions
- Portable Emission Measurement System
- The US environment and major health regulatory time line
- Vehicle emissions control
References
External links
- EPA's fuel economy guide for consumers
- EPA Eco Friendly Vehicle Guide
- EPA Climate Change Guide
- Dieselnet: Light Car Trucks and Trucks - Tier 1
- Dieselnet: Light-Duty Cars and Trucks - Tier 2
- Dieselnet: Cars and Light-Duty Trucks - California
- Emissions: Embedded Vehicle Emission Rating
Source of the article : Wikipedia
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