Progress towards Kyoto targets through an EU environmental agreement on CO2 emissions from passenger cars

Imposed standards and requirements are supposed to make road transport cleaner, to achieve, defined by the European Union (EU), target levels of reduction of emission of greenhouse gasses since 2030 and contribute to achievement of the goals of Paris Agreement. Adopted requirements refer also to CO2 emission for new passenger cars and new light commercial vehicles (vans). It was adopted that average annual level of CO2 emission of the EU vehicle fleet, in comparison with 2021, to be reduced both for new passenger cars and new light commercial vehicles by 15 % for the years 2025–2029; 55 % for new cars and 50 % for new light commercial vehicles for the years 2030–2034 and 100 % since January 1, 2035. In 2025, the Commission will present methodology of reporting and assessing data concerning CO2 emission in the whole life cycle of passenger cars and vans sold on the EU market. Since June 1, 2026, producers may commence data reporting based on this common EU method concerning CO2 emission in life cycle of a vehicle. The authors of this article presented new regulation specifying the requirements concerning CO2 emission for new passenger cars and new light commercial vehicles, which should contribute to achievement of EU target levels of reduction of emission of greenhouse gasses. Target individual levels of CO2 emission for passenger cars in the years 2024-2035 were analysed. For ten most popular passenger cars registered in Poland, an analysis of reduction of level of CO2 emission was conducted in order to determine whether limit of CO2 emission was increased to the level of 95g/km, 93,6g/km and 49,5 g/km.

Passenger cars are an important source of air pollution, especially in urban areas. Recently, real-driving emissions (RDE) test procedures have been introduced in the EU aiming to evaluate nitrogen oxides (NOx) and particulate number (PN) emissions from passenger cars during on-road operation. Although RDE accounts for a large variety of real-world driving, it excludes certain driving situations by setting boundary conditions (e.g., in relation to altitude, temperature or dynamic driving).The present work investigates the on-road emissions of NOx, NO2, CO, particle number (PN) and CO2 from a fleet of 19 Euro 6b, 6c and 6d-TEMP vehicles, including diesel, gasoline (GDI and PFI) and compressed natural gas (CNG) vehicles. The vehicles were tested under different on-road driving conditions outside boundaries. These included ‘baseline’ tests, but also testing conditions beyond the RDE boundary conditions to investigate the performance of the emissions control devices in demanding situations.Consistently low average emission rates of PN and CO were measured from all diesel vehicles tested under most conditions. Moreover, the tested Euro 6d-TEMP and Euro 6c diesel vehicles met the NOx emission limits applicable to Euro 6d-TEMP diesel vehicles during RDE tests (168 mg/km). The Euro 6b GDI vehicle equipped with a gasoline particulate filter (GPF) presented PN emissions < 6 × 1011 #/km. These results, in contrast with previous on-road measurements from earlier Euro 6 vehicles, indicate more efficient emission control technologies are currently being used in diesel and gasoline vehicles.At the same time, the results suggest that particular attention should be given to CO and PN emissions of certain types of vehicles when driven under dynamic conditions, and possibly additional work is necessary. In particular, the emissions of CO (measured in this study during the regulated RDE test, but without an emission limit associated to it) or PN from PFI vehicles (presently not covered by the Euro 6 standard) showed elevated results in some occasions. Emissions of CO were up to 7.5 times higher when the more dynamic tests were conducted and the highest PN emissions were measured from a PFI gasoline vehicle during dynamic driving. Although based on a limited sample of cars, our work points to the relevance of a technology- and fuel-neutral approach to vehicle emission standards, whereby all vehicles must comply with the same emission limits for all pollutants.

Reducing carbon dioxide (CO2) emissions from passenger cars is important for meeting the long-term Japanese target for reduction of greenhouse gas emissions. Further, decomposition analysis of changes in CO2 emissions is important for policy making. However, there is a case for concern about the reliability and accuracy of the calculation results obtained by decomposition analysis methods in previous studies related to the residual term. A decomposition analysis method was developed so that the residual term was attributed to a related factor. Changes in regional CO2 emissions from passenger cars in Japan for 1990 to 2008 were then analyzed with this method. CO2 emission characteristics are influenced by travel distance, number and weight of passenger cars, actual road fuel efficiency, and population. The main reason for the increase in CO2 emissions for the period 1990 to 2001 was the increase in the number and weight of passenger cars in all regions of Japan. The main reasons for the decrease in CO2 emissions in all regions of the country for the period 2001 to 2008 were the decrease in travel distance per passenger car and improvement in actual road fuel efficiency. Population movement from nonmetropolitan regions toward Tokyo and Osaka affected total CO2 emissions but not significantly.

An assessment of using Aluminum and Magnesium on CO2 emission in European passenger cars

Climate policy requires substantial reductions in long-term greenhouse gas (GHG) emissions, including in the transportation sector. As passenger cars are one of the dominant CO2 emitters in the transport sector, governments and the automobile industry have implemented various countermeasures, including decarbonization of fuels, more energy efficient vehicles, and transport demand management. However, the total impact of these measures in the long term remains unclear. This study aims to clarify the CO2 emissions reductions from passenger cars by 2050 in 1727 municipalities in Japan under a declining population. To estimate CO2 emissions, we model travel behavior and traffic situations reflecting the regional conditions of the municipalities, including population density and accessibility to public transport for the base year 2010. Assuming plausible scenarios for future populations and automobile technologies, we estimate CO2 emissions from passenger cars. We estimate that CO2 emissions will decline by 64–70% between 2010 and 2050, with automobile technologies playing the largest role. We find that the impact of urban compaction is marginal at the national level but varies by municipality. These results imply that, given regional variations, all countermeasures, including technology and demand management, must be used to achieve the long-term target of CO2 emissions reductions.

The objective of this study is the assessment of the real-world environmental performance, and the comparison with laboratory measurements, of two Euro 6 passenger cars. The first is equipped with a common-rail diesel engine, Lean NOx Trap (LNT) and Diesel Particulate Filter (DPF), and the second is a bi-fuel gasoline/CNG (Compressed Natural Gas) one, equipped with Three Way Catalyst (TWC). The experimental campaign consisted of on-road and chassis dynamometer measurements. In the former test set, two driving routes were followed, one complying with the Real Driving Emissions (RDE) regulation, and another characterized by more dynamic driving. The aim of the latter route was to go beyond the regulatory limits and cover a wider range of real-world conditions and engine operating area. In the laboratory, the WLTC (Worldwide harmonized Light vehicles Test Cycle) was tested, applying the real-world road load of the vehicles. Both cars underwent the same tests, and these were repeated for the primary (CNG) and the secondary (gasoline) fuel of the bi-fuel vehicle. In all the tests, CO2 and NOx emissions were measured with a Portable Emissions Measurement System (PEMS). The results were analyzed on two levels, the aggregated and the instantaneous, in order to highlight the different emissions attributes under varying driving conditions. The application of the realistic road load in the WLTC limited its difference with the RDE compliant route, in terms of CO2 emissions. However, the aggressive driver behavior and the uphill roads of the Dynamic driving schedule resulted in around double CO2 emissions for both cars. The potential of natural gas to reduce CO2 emissions was also highlighted. Concerning the diesel car NOx emissions, the real-world results were significantly higher than the respective WLTC levels. On the other hand, the bi-fuel car exhibited very low NOx emissions with both fuels. Natural gas resulted in increased NOx emissions, compared to gasoline, always remaining below the Euro 6 limit, with only exception the Dynamic driving schedule. Finally, it was found that the overall cycle dynamics are not sufficient for the complete assessment of transient emissions and the instantaneous engine and aftertreatment behavior can reveal additional details.

Potential for reducing CO2 emissions from passenger cars in Japan by 2030 to achieve carbon neutrality

Real world CO2 and NOx emissions from 149 Euro 5 and 6 diesel, gasoline and hybrid passenger cars

Projection of passenger cars’ air pollutants and greenhouse gas emissions and fuel consumption in Tehran under alternative policy scenarios

Agriculture sectors dependence on fossil fuel use (both direct and indirect) has increased dramatically over the past decades. Productivity increases have been achieved using technological improvements which use considerable amounts of energy inputs. Concerns about global environmental quality resulted in several countries signing the Kyoto protocol, which came into effect internationally, on February 16, 2005. Canada has made a commitment to the international community to stabilize CO2 emissions at 6 percent below 1990 levels. The target is supposed to be reached by 2008 and maintained through 2012. This paper estimates the CO2 emissions from input use in Central Canadian agriculture. Using elasticity estimates, the amount of price increase needed to achieve Kyoto targets is estimated. A 6 percent reduction from 1990 levels implies that CO2 emissions should be stabilized at 1,424,562 tonnes of carbon. The removal of current provincial farm fuel tax exemption programs will lead to a decrease of only 3.36 percent reduction in CO2 emissions and is estimated to be at 1,726,356 tonnes of carbon. Fuel prices will have to increase almost 85 percent in order to achieve the target reductions under the Kyoto agreement.

The paper's goal is to unify practical and theoretical aspects of internalisation of external costs, in line with the “polluter pays” and “user pays” principles. Due to the impossibility of applying an ideal economic solution for internalisation of external costs, alternative solutions have to be developed and implemented. One of the possible solutions for internalisation of external costs of CO2 and pollutant emissions from passenger cars is presented in this paper. It is a new methodology for calculating annual circulation taxes on passenger cars. This methodology, besides CO2, also takes into account the pollutants whose emissions are regulated by the Euro standards (CO, HC, NOx and PM), as well as the vehicle age and kilometres driven. The proposed methodology has been tested on some of the best-selling passenger cars in Europe. The results of analysis show significant differences between our methodology and the methodologies that are used in five European countries (Ireland, the United Kingdom, Malta, Luxembourg and Sweden), which use the CO2 emissions as a reference value for their calculation. Also, we have proved that the annual circulation tax, calculated using our methodology, provide better internalisation of external costs compared to the fuel tax.

One of the most widely used modes of transportation is passenger cars. The increasing use of passenger cars can have an impact on the environment. The residue from combustion in a vehicle engine can cause CO2 emissions. Excessive CO2 Emissions leads to greenhouse gas emissions. The purpose of this study is to calculate the CO2 emissions produced by passenger cars using the Tier 1 of IPCC method and a so-called direct method, then comparing the two results afterwards. The case study in this research is two local roads with an average annual daily traffic of 3305 and 2673 vehicles/day. The IPCC method analyzes emissions based on the vehicle’s fuel consumption, while the direct method identifies and analyzes emissions based on the measurement of actual gases emitted by the passenger cars based on its production year. Exhaust gas emission data is obtained from an emission survey conducted by the local Environmental Agency. The calculation of emissions using the direct method on both roads gave higher results than the IPCC method. This is because the IPCC method uses the tier 1 approach while the direct method is closer to the tier 3 approach.KeywordsCO2 emissionsPassenger carsIPCC methodDirect method

Analysing the Co-Benefits of transport fleet and fuel policies in reducing PM2.5 and CO2 emissions

Abatement potential analysis on CO2 and size-resolved particle emissions from a downsized LPG direct injection engine for passenger car

New cars and emissions: Effects of policies, macroeconomic impacts and cities characteristics in Portugal