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Vorlage:Importartikel/Wartung-2024-04
Simplified chart showing the progression of European emission standards for diesel cars
Simplified chart showing the progression of European emission standards for petrol cars. Note that until Euro 5, there were no PM limits.

The European emission standards are vehicle emission standards for pollution from the use of new land surface vehicles sold in the European Union and European Economic Area member states and the United Kingdom, and ships in EU waters.[1][2] The standards are defined in a series of European Union directives staging the progressive introduction of increasingly stringent standards.

In December 2023, Euro 7 was provisionally agreed to include non-exhaust emissions such as particulates from tyres and brakes.[3][4][5] Until 2030 fossil fuelled vehicles are allowed to have dirtier brakes than electric vehicles.[6]

Background

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Vorlage:More citations needed In the European Union, emissions of nitrogen oxides (Vorlage:NOx), total hydrocarbon (THC), non-methane hydrocarbons (NMHC), carbon monoxide (CO) and particulate matter (PM) are regulated for most vehicle types, including cars, trucks (lorries), locomotives, tractors and similar machinery, barges, but excluding seagoing ships and aeroplanes.[7][8] For each vehicle type, different standards apply. Compliance is determined by running the engine at a standardised test cycle.[9] Non-compliant vehicles cannot be sold in the EU, but new standards do not apply to vehicles already on the roads.[10] No use of specific technologies is mandated to meet the standards, though available technology is considered when setting the standards. New models introduced must meet current or planned standards, but minor lifecycle model revisions may continue to be offered with pre-compliant engines.

Along with Emissions standards the European Union has also mandated a number of computer on-board diagnostics for the purposes of increasing safety for drivers. These standards are used in relation to the emissions standards.

During the early 2000s, Australia began harmonising Australian Design Rule certification for new motor vehicle emissions with Euro categories. Euro III was introduced on 1 January 2006 and is progressively being introduced to align with European introduction dates.

As of March 2024 Euro 7 is awaiting formal approval by EU countries.[11]

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Vorlage:Update section The stages are typically referred to as Euro 1, Euro 2, Euro 3, Euro 4, Euro 5 and Euro 6 for Light Duty Vehicle standards.

The legal framework consists in a series of directives, each amendments to the 1970 Directive 70/220/EEC.Vorlage:R The following is a summary list of the standards, when they come into force, what they apply to, and which EU directives provide the definition of the standard.

  • Euro 1 (1992):
    • For passenger cars—91/441/EEC.Vorlage:R
    • Also for passenger cars and light lorries—93/59/EEC.
  • Euro 2 (1996) for passenger cars—94/12/EC (& 96/69/EC)
    • For motorcycle—2002/51/EC (row A)Vorlage:R—2006/120/EC
  • Euro 3 (2000) for any vehicle—98/69/ECVorlage:R
    • For motorcycle—2002/51/EC (row B)Vorlage:R—2006/120/EC
  • Euro 4 (2005) for any vehicle—98/69/EC (& 2002/80/EC)
  • Euro 5 (2009) for light passenger and commercial vehicles—715/2007/ECVorlage:R
  • Euro 6 (2014) for light passenger and commercial vehicles—459/2012/ECVorlage:R and 2016/646/EUVorlage:R
  • Euro 7 (2030 to 2031)[11]

These limits supersede the original directive on emission limits 70/220/EEC.

The classifications for vehicle category are defined by:Vorlage:R

  • Commission Directive 2001/116/EC of 20 December 2001, adapting to technical progress Council Directive 70/156/EEC on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailersVorlage:RVorlage:R
  • Directive 2002/24/EC of the European Parliament and of the Council of 18 March 2002 relating to the type-approval of two or three-wheeled motor vehicles and repealing Council Directive 92/61/EEC

Emission standards for passenger cars

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Emission standards for passenger cars and light commercial vehicles are summarised in the following tables. Since the Euro 2 stage, EU regulations introduce different emission limits for diesel and petrol vehicles. Diesels have more stringent CO standards but are allowed higher Vorlage:NOx emissions. Petrol-powered vehicles are exempted from particulate matter (PM) standards through to the Euro 4 stage, but vehicles with direct injection engines are subject to a limit of 0.0045 g/km for Euro 5 and Euro 6. A particulate number standard (P) or (PN) has been introduced in 2011 with Euro 5b for diesel engines and in 2014 with Euro 6 for petrol engines.[12][13][14]

From a technical perspective, European emissions standards do not reflect everyday usage of the vehicle as manufacturers are allowed to lighten the vehicle by removing the back seats, improve aerodynamics by taping over grilles and door handles or reduce the load on the generator by switching off the headlights, the passenger compartment fan or simply disconnecting the alternator which charges the battery.[15]


European emission standards for passenger cars (Category M),Vorlage:Efn g/km
Tier Date (type approval) Date (first registration) CO THC NMHC [[ammonia|Vorlage:NH3]] [[nitrogen oxide|Vorlage:NOx]] HC+[[nitrogen oxide|Vorlage:NOx]] PM PN [#/km] Brake PM10Vorlage:Efn
Diesel
Euro 1Vorlage:Efn July 1992 January 1993 2.72 (3.16) – – – – 0.97 (1.13) 0.14 (0.18) – –
Euro 2 January 1996 January 1997 1.0 – – – – 0.7 0.08 – –
Euro 3 January 2000 January 2001 0.66 – – – 0.500 0.56 0.05 – –
Euro 4 January 2005 January 2006 0.50 – – – 0.250 0.30 0.025 – –
Euro 5a September 2009 January 2011 0.50 – – – 0.180 0.230 0.005 – –
Euro 5b September 2011 January 2013 0.50 – – – 0.180 0.230 0.0045 Vorlage:Val –
Euro 6b September 2014 September 2015 0.50 – – – 0.080 0.170 0.0045 Vorlage:Val –
Euro 6c – September 2018 0.50 – – – 0.080 0.170 0.0045 Vorlage:Val –
Euro 6d-Temp September 2017 September 2019 0.50 – – – 0.080 0.170 0.0045 Vorlage:Val –
Euro 6d January 2020 January 2021 0.50 – – – 0.080 0.170 0.0045 Vorlage:Val
Euro 6e September 2023 September 2024 0.50 – – – 0.080 0.170 0.0045 Vorlage:Val –
Petrol
Euro 1Vorlage:Efn July 1992 January 1993 2.72 (3.16) – – – – 0.97 (1.13) – – –
Euro 2 January 1996 January 1997 2.2 – – – – 0.5 – – –
Euro 3 January 2000 January 2001 2.3 0.20 – – 0.150 – – – –
Euro 4 January 2005 January 2006 1.0 0.10 – – 0.080 – – – –
Euro 5a September 2009 January 2011 1.0 0.10 0.068 – 0.060 – 0.005Vorlage:Efn – –
Euro 5b September 2011 January 2013 1.0 0.10 0.068 – 0.060 – 0.0045Vorlage:Efn – –
Euro 6b September 2014 September 2015 1.0 0.10 0.068 – 0.060 – 0.0045Vorlage:Efn Vorlage:ValVorlage:Efn –
Euro 6c – September 2018 1.0 0.10 0.068 – 0.060 – 0.0045Vorlage:Efn Vorlage:Val –
Euro 6d-Temp September 2017 September 2019 1.0 0.10 0.068 – 0.060 – 0.0045Vorlage:Efn Vorlage:Val –
Euro 6d January 2020 January 2021 1.0 0.10 0.068 – 0.060 – 0.0045Vorlage:Efn Vorlage:Val –
Euro 6e September 2023 September 2024 1.0 0.10 0.068 – 0.060 – 0.0045Vorlage:Efn Vorlage:Val –
Vorlage:Notelist

Emission standards for motor cycles (two and three wheelers) – L-category vehicles

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The Euro emissions regulations for two and three wheelers (motorcycles) were first introduced in 1999 – some seven years after the cars were first regulated. In further difference to passenger cars (where three-way catalytic converters were de facto required from Euro I) it was first with the introduction of the Euro III emissions standard in 2006, that motorcycles were de facto required to use three-way catalytic converters. With the introduction of the Euro V, standard two-stroke engine motorcycles are challenged by the strict HC and PM emissions limits. It is expected that technologies such as direct injection combined with petrol particulate filters could be needed for these motorcycle engine types to meet the Euro V demands.[16][17][18]

Euro emission standards for two- and three-wheelers
Standard Date CO (g/km) Vorlage:NOx (g/km) HC (g/km) PM (g/km) NMHC (g/km)
Euro I 1999 13.0 0.3 3.0
Euro II 2003 5.5 0.3 1.0
Euro III 2006 2.0 0.15 0.3
Euro IV 2016 1.14 0.09 0.17
Euro V 2020 1.00 0.06 0.10 0.0045 0.068
Euro V+ 2024 1.00 0.06 0.10 0.0045 0.068

Emission standards for light commercial vehicles

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European emission standards for light commercial vehicles ≤ 1,305 kg reference mass (Category N1 Class I), g/km
Tier Date (type approval) Date (first registration) CO THC NMHC Vorlage:NOx HC+Vorlage:NOx PM PN [#/km]
Diesel
Euro 1 October 1993 October 1994 2.72 – – – 0.97 0.14 –
Euro 2 January 1997 October 1997 1.0 – – – 0.7 0.08 –
Euro 3 January 2000 January 2001 0.64 – – 0.50 0.56 0.05 –
Euro 4 January 2005 January 2006 0.50 – – 0.25 0.30 0.025 –
Euro 5a September 2009 January 2011 0.500 – – 0.180 0.230 0.005 –
Euro 5b September 2011 January 2013 0.500 – – 0.180 0.230 0.0045 Vorlage:Val
Euro 6b September 2014 September 2015 0.500 – – 0.080 0.170 0.0045 Vorlage:Val
Euro 6c – September 2018 0.500 – – 0.080 0.170 0.0045 Vorlage:Val
Euro 6d-Temp September 2017 September 2019 0.500 – – 0.080 0.170 0.0045 Vorlage:Val
Euro 6d January 2020 January 2021 0.500 – – 0.080 0.170 0.0045 Vorlage:Val
Euro 6e September 2023 September 2024 0.500 – – 0.080 0.170 0.0045 Vorlage:Val
Petrol
Euro 1 October 1993 October 1994 2.72 – – – 0.97 – –
Euro 2 January 1997 October 1997 2.2 – – – 0.5 – –
Euro 3 January 2000 January 2001 2.3 0.20 – 0.15 – – –
Euro 4 January 2005 January 2006 1.0 0.10 – 0.08 – – –
Euro 5a September 2009 January 2011 1.000 0.100 0.068 0.060 – 0.005Vorlage:Efn –
Euro 5b September 2011 January 2013 1.000 0.100 0.068 0.060 – 0.0045Vorlage:Efn –
Euro 6b September 2014 September 2015 1.000 0.100 0.068 0.060 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6c – September 2018 1.000 0.100 0.068 0.060 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6d-Temp September 2017 September 2019 1.000 0.100 0.068 0.060 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6d January 2020 January 2021 1.000 0.100 0.068 0.060 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6e September 2023 September 2024 1.000 0.100 0.068 0.060 – 0.0045Vorlage:Efn Vorlage:Val
Vorlage:Notelist


European emission standards for light commercial vehicles 1,305–1,760 kg reference mass (Category N1 Class II), g/km
Tier Date (type approval) Date (first registration) CO THC NMHC Vorlage:NOx HC+Vorlage:NOx PM PN [#/km]
Diesel
Euro 1 October 1993 October 1994 5.17 – – – 1.4 0.19 –
Euro 2 January 1998 October 1998 1.25 – – – 1.0 0.12 –
Euro 3 January 2001 January 2002 0.80 – – 0.65 0.72 0.07 –
Euro 4 January 2006 January 2007 0.63 – – 0.33 0.39 0.04 –
Euro 5a September 2010 January 2012 0.630 – – 0.235 0.295 0.005 –
Euro 5b September 2011 January 2013 0.630 – – 0.235 0.295 0.0045 Vorlage:Val
Euro 6b September 2015 September 2016 0.630 – – 0.105 0.195 0.0045 Vorlage:Val
Euro 6c – September 2019 0.630 – – 0.105 0.195 0.0045 Vorlage:Val
Euro 6d-Temp September 2018 September 2020 0.630 – – 0.105 0.195 0.0045 Vorlage:Val
Euro 6d January 2021 January 2022 0.630 – – 0.105 0.195 0.0045 Vorlage:Val
Euro 6e September 2023 September 2024 0.630 – – 0.105 0.195 0.0045 Vorlage:Val
Petrol
Euro 1 October 1993 October 1994 5.17 – – – 1.4 – –
Euro 2 January 1998 October 1998 4.0 – – – 0.6 – –
Euro 3 January 2001 January 2002 4.17 0.25 – 0.18 – – –
Euro 4 January 2006 January 2007 1.81 0.130 – 0.10 – – –
Euro 5a September 2010 January 2012 1.810 0.130 0.090 0.075 – 0.005Vorlage:Efn –
Euro 5b September 2011 January 2013 1.810 0.130 0.090 0.075 – 0.0045Vorlage:Efn –
Euro 6b September 2015 September 2016 1.810 0.130 0.090 0.075 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6c – September 2019 1.810 0.130 0.090 0.075 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6d-Temp September 2018 September 2020 1.810 0.130 0.090 0.075 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6d January 2021 January 2022 1.810 0.130 0.090 0.075 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6e September 2023 September 2024 1.810 0.130 0.090 0.075 – 0.0045Vorlage:Efn Vorlage:Val
Vorlage:Notelist


European emission standards for light commercial vehicles > 1,760 kg reference mass max 3,500 kg. (Category N1 Class III & N2), g/km
Tier Date (type approval) Date (first registration) CO THC NMHC Vorlage:NOx HC+Vorlage:NOx PM PN [#/km]
Diesel
Euro 1 October 1993 October 1994 6.9 – – – 1.7 0.25 –
Euro 2 January 1998 October 1999 1.5 – – – 1.2 0.17 –
Euro 3 January 2001 January 2002 0.95 – – 0.78 0.86 0.10 –
Euro 4 January 2006 January 2007 0.74 – – 0.39 0.46 0.06 –
Euro 5a September 2010 January 2012 0.740 – – 0.280 0.350 0.005 –
Euro 5b September 2011 January 2013 0.740 – – 0.280 0.350 0.0045 Vorlage:Val
Euro 6b September 2015 September 2016 0.740 – – 0.125 0.215 0.0045 Vorlage:Val
Euro 6c – September 2019 0.740 – – 0.125 0.215 0.0045 Vorlage:Val
Euro 6d-Temp September 2018 September 2020 0.740 – – 0.125 0.215 0.0045 Vorlage:Val
Euro 6d January 2021 January 2022 0.740 – – 0.125 0.215 0.0045 Vorlage:Val
Euro 6e September 2023 September 2024 0.740 – – 0.125 0.215 0.0045 Vorlage:Val
Petrol
Euro 1 October 1993 October 1994 6.9 – – – 1.7 – –
Euro 2 January 1998 October 1999 5.0 – – – 0.7 – –
Euro 3 January 2001 January 2002 5.22 0.29 – 0.21 – – –
Euro 4 January 2006 January 2007 2.27 0.16 – 0.11 – – –
Euro 5a September 2010 January 2012 2.270 0.160 0.108 0.082 – 0.005Vorlage:Efn –
Euro 5b September 2011 January 2013 2.270 0.160 0.108 0.082 – 0.0045Vorlage:Efn –
Euro 6b September 2015 September 2016 2.270 0.160 0.108 0.082 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6c – September 2019 2.270 0.160 0.108 0.082 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6d-Temp September 2018 September 2020 2.270 0.160 0.108 0.082 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6d January 2021 January 2021 2.270 0.160 0.108 0.082 – 0.0045Vorlage:Efn Vorlage:Val
Euro 6e September 2023 September 2024 2.270 0.160 0.108 0.082 – 0.0045Vorlage:Efn Vorlage:Val
Vorlage:Notelist

Emission standards for trucks and buses

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Vorlage:Unreferenced section The emission standards for trucks (lorries) and buses are defined by engine energy output in g/kWh; this is unlike the emission standards for passenger cars and light commercial vehicles, which are defined by vehicle driving distance in g/km – a general comparison to passenger cars is therefore not possible, as the kWh/km factor depends (among other) on the specific vehicle.

The official category name is heavy-duty diesel engines, which generally includes lorries and buses.

The following table contains a summary of the emission standards and their implementation dates. Dates in the tables refer to new type approvals; the dates for all new registrations are in most cases one year later.


European emission standards for heavy-duty diesel engines, g/kWh
Tier Date Test cycle CO HCVorlage:Efn Vorlage:NOx NH3Vorlage:Efn PM PNVorlage:Efn [#/kWh] N2O CH4 HCHO Smoke [m−1] Brake PM10Vorlage:Efn
Euro I 1992, < 85 kW

ECE R49

4.5 1.1 8.0 0.612
1992, > 85 kW 4.5 1.1 8.0 0.36
Euro II October 1995 4.0 1.1 7.0 0.25
October 1997 4.0 1.1 7.0 0.15
Euro III October 1999 EEVsVorlage:Efn only

ESC & ELR

1.5 0.25 2.0 0.02 0.15
October 2000 2.1 0.66 5.0 0.10
0.13Vorlage:Efn 		0.8
Euro IV October 2005 1.5 0.46 3.5 0.02 0.5
Euro V October 2008 1.5 0.46 2.0 0.02 0.5
Euro VI 31 December 2012[19] WHSC 1.5 0.13 0.4 10(ppm) 0.01 Vorlage:Val
WHTC 4.0 0.16 0.46 10(ppm) 0.01 Vorlage:Val
Vorlage:Notelist

Emission standards for large goods vehicles

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Vorlage:Unreferenced section

Euro norm emissions for category N3, EDC, (2000 and up), g/kWh
Standard Date CO Vorlage:NOx HC PM
Euro 0 1988–92 12.3 15.8 2.6 NA
Euro I 1992–95 4.9 9.0 1.23 0.40
Euro II 1995–99 4.0 7.0 1.1 0.15
Euro III 1999–2005 2.1 5.0 0.66 0.1
Euro IV 2005–08 1.5 3.5 0.46 0.02
Euro V 2008–12 1.5 2.0 0.46 0.02
Euro VI 2012–19 1.0 1.2 0.36 0.01
Euro norm emissions for (older) ECE R49 cycle, g/kWh
Standard Date CO Vorlage:NOx HC PM
Euro 0 1988–92 11.2 14.4 2.4 NA
Euro I 1992–95 4.5 8.0 1.1 0.36
Euro II 1995–99 4.0 7.0 1.1 0.15

Emission standards for non-road mobile machinery

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The term non-road mobile machinery (NRMM) is a term used in the European emission standards to control emissions of engines that are not used primarily on public roadways. This definition includes off-road vehicles as well as railway vehicles.

European standards for non-road diesel engines harmonise with the US EPA standards, and comprise gradually stringent tiers known as Stage I–V standards. The Stage I/II was part of the 1997 directive (Directive 97/68/EC). It was implemented in two stages with Stage I implemented in 1999 and Stage II implemented between 2001 and 2004. In 2004, the European Parliament adopted Stage III/IV standards. The Stage III standards were further divided into Stage III A and III B were phased in between 2006 and 2013. Stage IV standards are enforced from 2014. Stage V standards are phased-in from 2018 with full enforcement from 2021.

As of 1 January 2015, EU Member States have to ensure that ships in the Baltic, the North Sea and the English Channel are using fuels with a sulphur content of no more than 0.10%. Higher sulphur contents are still possible, but only if the appropriate exhaust cleaning systems are in place.[20]

Emission test cycle

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Vorlage:Update section Just as important as the regulations are the tests needed to ensure adherence to regulations. These are laid out in standardised emission test cycles used to measure emissions performance against the regulatory thresholds applicable to the tested vehicle.

Light duty vehicles

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Since the Euro 3 regulations in 2000, performance has been measured using the New European Driving Cycle test (NEDC; also known as MVEG-B), with a "cold start" procedure that eliminates the use of a 40-second engine warm-up period found in the ECE+EUDC test cycle (also known as MVEG-A).[13][21]

Heavy duty vehicles

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The two groups of emissions standards for heavy duty vehicles each have different appropriate test requirements. Steady-state testing is used for diesel engines only, while transient testing applies to both diesel and petrol engines.[22]

"Cycle beating" controversy

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Comparison between emission standards for nitrogen oxides (NOx) of diesel cars and measured emissions[23]

For the emission standards to deliver actual emission reductions it is crucial to use a test cycle that reflects real-world driving conditions. It was discovered[24] that vehicle manufacturers would optimise emissions performance only for the test cycle, whilst emissions from typical driving conditions proved to be much higher than when tested. Some manufacturers were also found to use so-called defeat devices where the engine control system would recognise that the vehicle was being tested, and would automatically switch to a mode optimised for emissions performance. The use of a defeat device is expressly forbidden in EU law.[14]

An independent study in 2014 used portable emissions measurement systems to measure Vorlage:NOx emissions during real world driving from fifteen Euro 6 compliant diesel passenger cars. The results showed that Vorlage:NOx emissions were on average about seven times higher than the Euro 6 limit. However, some of the vehicles did show reduced emissions, suggesting that real world Vorlage:NOx emission control is possible.[25] In one particular instance, research in diesel car emissions by two German technology institutes found that zero 'real' Vorlage:NOx reductions in public health risk had been achieved despite 13 years of stricter standards (2006 report).Vorlage:R

In 2015, the Volkswagen emissions scandal involved revelations that Volkswagen AG had deliberately falsified emission reports by programming engine management unit firmware to detect test conditions, and change emissions controls when under test. The cars thus passed the test, but in real world conditions, emitted up to forty times more Vorlage:NOx emissions than allowed by law.[26] An independent report in September 2015 warned that this extended to "every major car manufacturer",[27] with BMW, and Opel named alongside Volkswagen and its sister company Audi as "the worst culprits",[27] and that approximately 90% of diesel cars "breach emissions regulations".[27] Overlooking the direct responsibility of the companies involved, the authors blamed the violations on a number of factors, including "unrealistic test conditions, a lack of transparency and a number of loopholes in testing protocols".[27]

Real Driving Emissions (RDE)

In 2017, the European Union introduced testing in real-world conditions called Real Driving Emissions (RDE), using portable emissions measurement systems in addition to laboratory tests.[28] The actual limits will use 110% (CF=2.1) "conformity factor" (the difference between the laboratory test and real-world conditions) in 2017, and 50% (CF=1.5) in 2021 for Vorlage:NOx,[29] conformity factor for particles number P being left for further study. Environment organisations criticized the decision as insufficient,[30][31] while ACEA mentions it will be extremely difficult for automobile manufacturers to reach such a limit in such short period of time.[32] In 2015 an ADAC study (ordered by ICCT) of 32 Euro 6 cars showed that few complied with on-road emission limits, and LNT/NOx adsorber cars (with about half the market) had the highest emissions.[33] At the end of this study, ICCT was expecting a 100% conformity factor.[34]

NEDC Euro 6b not to exceed limit of 80 mg/km Vorlage:NOx will then continue to apply for the WLTC Euro 6c tests performed on a dynomometer while WLTC-RDE will be performed in the middle of the traffic with a PEMS attached at the rear of the car. RDE testing is then far more difficult than the dynomometer tests. RDE not to exceed limits have then been updated to take into account different test conditions such as PEMS weight (305–533 kg in various ICCT testing[35]), driving in the middle of the traffic, road gradient, etc.

ADAC also performed Vorlage:NOx emission tests with a cycle representative of the real driving environment in the laboratory.[36][37] Among the 69 cars tested:

  • 17 cars emit less than 80 mg/km i-e do not emit more Vorlage:NOx on this more demanding cycle than on the NEDC cycle
  • 22 additional cars fall below the 110% conformity factor. In total: 57% of cars have then a good chance to be compatible with WLTC-RDE
  • 30 cars fall above the 110% conformity factor and have then to be improved to satisfy the WLTC-RDE test.

Since 2012, ADAC performs regular pollutant emission tests[38][39] on a specific cycle in the laboratory duly representing a real driving environment and gives a global notation independent from the type of engine used (petrol, diesel, natural gas, LPG, hybrid, etc.). To get the maximum 50/50 note on this cycle, the car shall emit less than the minimum limit applicable to either petrol or diesel car, that is to say 100 mg HC, 500 mg CO, 60 mg Vorlage:NOx, 3 mg PM and Vorlage:Val PN. Unlike ambient discourse dirty diesel versus clean petrol cars, the results are much more nuanced and subtle. Some Euro 6 diesel cars perform as well as the best hybrid petrol cars; some other recent Euro 6 petrol indirect injection cars perform as the worst Euro 5 diesel cars; finally some petrol hybrid cars are at the same level as the best Euro 5 diesel cars.[40][41]

Tests commissioned by Which? from the beginning of 2017 found that 47 out of 61 diesel car models exceed the Euro 6 limit for Vorlage:NOx, although they conform to official standards.[42]

Health impacts

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After the postponement in publishing the Euro 7 proposal details by the European Commission some civil society groups (such as the European Respiratory Society and the European Public Health Alliance) said in mid-2022: "Every month that the implementation of Euro 7 is delayed due to the late publication of the proposal, 1 million more polluting cars will be placed on the EU’s road and stay there for decades to come."[43]

Vorlage:CO2 emissions

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Vorlage:See also

Within the European Union transport is the biggest emitter of Vorlage:CO2,[44] with road transport contributing about 20%.[45]

Obligatory labelling

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The purpose of Directive 1999/94/EC of the European Parliament and the Council of 13 December 1999 relating to the availability of consumer information on fuel economy and Vorlage:CO2 emissions in respect of the marketing of new passenger carsVorlage:R is to ensure that information relating to the fuel economy and Vorlage:CO2 emissions of new passenger cars offered for sale or lease in the Community is made available to consumers in order to enable consumers to make an informed choice.

In the United Kingdom, the initial approach was deemed ineffective. The way the information was presented was too complicated for consumers to understand. As a result, car manufacturers in the United Kingdom voluntarily agreed to put a more "consumer-friendly", colour-coded label displaying Vorlage:CO2 emissions on all new cars beginning in September 2005, with a letter from A (<100 Vorlage:CO2 g/km) to F (186+ Vorlage:CO2 g/km). The goal of the new "green label" is to give consumers clear information about the environmental performance of different vehicles.Vorlage:R

Other EU member countries are also in the process of introducing consumer-friendly labels.

Obligatory vehicle Vorlage:CO2 emission limits

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European Union Directive No 443/2009 set a mandatory average fleet Vorlage:CO2 emissions target for new cars, after a voluntary commitment made in 1998 and 1999 by the auto industry had failed to reduce emissions by 2007. The regulation applies to new passenger cars registered in the European Union and EEA member states for the first time. A carmaker who fails to comply has to pay an "excess emissions premium" for each vehicle registered according with the amount of g/km of exceeded.[46]

EU targets from 2015 to 2030 and historical trend of annual average new fleet Vorlage:CO2 emissions in Norway (2011–2019).
Source: Norwegian Road Federation (OFV)

The 2009 regulation set a 2015 target of 130 g/km for the fleet average for new passenger cars. A similar set of regulations for light commercial vehicles was set in 2011, with an emissions target of 175 g/km for 2017. Both targets were met several years in advance. A second set of regulations, passed in 2014, set a 2021 target of average Vorlage:CO2 emissions of new cars to fall to 95 g/km by 2021, and for light-commercial vehicles to 147 g/km by 2020.[47][48]

In April 2019, Regulation (EU) 2019/631 was adopted, which introduced Vorlage:CO2 emission performance standards for new passenger cars and new light commercial vehicles for 2025 and 2030. The new Regulation went into force on 1 January 2020, and has replaced and repealed Regulation (EC) 443/2009 and (EU) No 510/2011.[47][49] The 2019 Regulation set new emission targets relative to a 2021 baseline, with a reduction of the average Vorlage:CO2 emissions from new cars by 15% in 2025, and by 37.5% in 2030. For light-commercial vehicles the new targets are a 15% reduction for 2025 and a 31% reduction for 2030.[48][50]

Specific emissions targets for passenger cars

To account for different sizes of passenger cars, the specific emissions target for each passenger car is calculated by adjusting the general emissions target by a value proportional to the deviation of the car's mass from the average. This means that the emissions targets for heavier cars are higher than those for lighter cars. In Regulations (EC) 443/2009 and (EU) 2019/631 this relationship between the specific emissions target Vorlage:Math and the general emissions target Vorlage:Math is expressed as Vorlage:Math with the mass of the specific vehicle denoted by Vorlage:Math and the average vehicle mass denoted by Vorlage:Math (approx. 1400 kg). The Regulations determine the factor Vorlage:Math as 0.0457 for 2012–2019 and as 0.0333 from 2020 onward.[46][49]

Pooling

Two or more car manufacturers may form a pool which allows them to meet fleet targets as a group instead of having to meet them individually. The first pool was agreed among Tesla and Fiat Chrysler in 2019, reportedly costing Fiat Chrysler hundreds of millions of Euros.[51]

ZLEV Credit System

The 2019 Regulation also introduced an incentive mechanism or credit system from 2025 onwards for zero- and low-emission vehicles (ZLEVs). A ZLEV is defined as a passenger car or a commercial van with Vorlage:CO2 emissions between 0 and 50 g/km. The regulation set ZLEV sales targets of 15% for 2025 and 35% for 2030, and manufacturers have some flexibility in how they achieve those targets. Carmakers that outperform the ZLEV sales targets will be rewarded with higher Vorlage:CO2 emission targets, but the target relaxation is capped at a maximum 5% to safeguard the integrity of the regulation.[48][50]

Electrification

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Vorlage:Update section

Many EU member states have responded to this problem by exploring the possibility of including electric vehicle-related infrastructure into their existing road traffic system, with some even having begun implementation. The UK has begun its "plugged-in-places" scheme which sees funding go to several areas across the UK to create a network of charging points for electric vehicles.[52]

Around the world

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  • Since 1 January 2012, all new heavy vehicles in Brazil must comply with Proconve P7 (similar to Euro 5)[53]
  • Since September 2014, all new cars in Chile must comply with Euro 5.[54]
  • Since 1 January 2015, all new light vehicles in Brazil must comply with Proconve L6 (similar to Euro 5).[55]
  • Since 1 January 2016, all new heavy vehicles in Argentina must comply with Euro 5.[56]
  • Since January 2016, all new light vehicles in Russia must comply with Euro 5.[57]
  • Since 2016, all new vehicles in Turkey must comply with Euro 6.[58][59]
  • Since 1 September 2017, all new petrol vehicles in Singapore must comply with Euro 6 with new diesel vehicles following suit from 1 January 2018.[60][61]
  • Since 1 January 2018, all new vehicles in China must comply with China 5 (similar to Euro 5).[62]
  • Since 1 January 2018, all new light and heavy vehicles in Argentina must comply with Euro 5.[63]
  • Since 2018, all new heavy vehicles in Russia must comply with Euro 5.[57]
  • Since 1 April 2018, Euro 4, Tier 2, and EPA 2007 are mandated in Peru.[64]
  • Since 8 October 2018, all new gasoline cars in Indonesia must comply with Euro 4.[65]
  • Since 1 July 2019, all new heavy vehicles in Mexico must comply with EPA 07 and Euro 5.[66]
  • Since 1 April 2020, all new 2, 3 or 4-wheelers in India must comply with BS VI (similar to Euro 6)[67]
  • Since 1 January 2021, all new vehicles in ECOWAS must comply with Euro 4.[68]
  • Since 1 January 2021, all new vehicles in China must comply with China 6a (similar to Euro 6).[69]
  • Since 1 January 2022, all new vehicles in Cambodia must comply with Euro 4.[70]
  • Since 1 January 2022, all new cars in Vietnam must comply with Euro 5.[71]
  • Since 1 January 2022, all new light vehicles in Brazil must comply with Proconve L7 (similar to Euro 6).[72]
  • Since September 2022, all new light and medium vehicle models in Chile must comply with Euro 6b.[73]
  • Since 12 April 2022, all new diesel cars in Indonesia must comply with Euro 4.[74]
  • Since 1 January 2023, all new heavy vehicles in Brazil must comply with Proconve P8 (similar to Euro 6).[75]
  • Since 1 January 2023, all new vehicles in Colombia must comply with Euro 6b.[76][77]
  • Since 1 July 2023, all new vehicles in China must comply with China 6b (more strict than provisional so-called "Euro 7").[69]
  • Since 1 January 2024, all new vehicles in Thailand must comply with Euro 5.[78]
  • Since 1 January 2024, all new vehicles in Morocco must comply with Euro 6b.[79]
  • From 1 October 2024, Euro 6b, Tier 3, and EPA 2010 are mandated in Peru for new vehicles.[80]
  • From 1 January 2025, all new heavy vehicles in Mexico must comply with EPA 10 and Euro 6.[66]
  • From 30 September 2025, all new light and medium vehicle models in Chile must comply with Euro 6c.[81]
  • From December 2025, all new vehicles sold in Australia must comply with Euro 6d.[82]
  • From 1 January 2027, all new vehicles in Cambodia must comply with Euro 5.[70]

Bans

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Full-time car bans

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  • Since 2019, some German cities ban Euro 4 or 5 diesel cars.[101]
  • Since 1 September 2022, Euro 3 diesel cars are banned in Rouen and Toulouse (with exceptions).[89]
  • Since 1 June 2023, Euro 3 (petrol or diesel) cars and Euro 5 diesel cars are banned (with exceptions, retrofit funding, and replacement-neutral scrappage) in parts of: Glasgow.[93][94][95]
  • Since September 2023, Euro 3 diesel cars are banned in parts of Aix-Marseille-Provence Metropolis (with exceptions).[89]
  • Since 1 October 2023, Euro 5 diesel cars are banned (with exceptions) in parts of: Aalborg, Aarhus, Copenhagen, Frederiksberg, and Odense.[98]
  • Since 1 January 2024, Euro 2 cars and Euro 3 diesel cars are banned (with exceptions) in parts of: Torrejón de Ardoz and Zaragoza[87][88]
  • Since 1 January 2024, Euro 3 diesel cars are banned in Grand Lyon (with exceptions) and parts of Strasbourg.[89] With exceptions and free public transport, in parts of: Montpellier Méditerranée Métropole.[90][91][92]
  • Since 1 January 2024, Euro 6 non-gasVorlage:Efn or non-electrifiedVorlage:Efn cars are banned (with exceptions) in the center of: Madrid[99][100]
  • From 30 May 2024, Euro 3 (petrol or diesel) cars and Euro 5 diesel cars will be banned (with exceptions, retrofit funding, and replacement-neutral scrappage) in parts of: Dundee.[102][94][95]
  • From 1 June 2024, Euro 3 (petrol or diesel) cars and Euro 5 diesel cars will be banned (with exceptions, retrofit funding, and replacement-neutral scrappage) in parts of: Aberdeen and Edinburgh.[102][94][95]
  • From 1 January 2025, Euro 1 cars will be banned in Nantes.[103]
  • From 1 January 2025, Euro 2 cars and Euro 3 diesel cars will be banned in Madrid (with exceptions).[86]
  • From 1 January 2025, Euro 3 (petrol or diesel) cars and Euro 4 diesel cars will be banned in parts of Montpellier Méditerranée Métropole (with exceptions and free public transport) and Grand Paris.[91][92][104]
  • From 1 April 2025, Euro 2 cars and Euro 3 diesel cars will be banned in Granada (nonlocal).[105]
  • From 1 January 2028, Euro 4 (petrol or diesel) cars and Euro 6 diesel cars will be banned in parts of: Grand Lyon.[106]

Notes

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Vorlage:Notelist

See also

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Vorlage:Columns-list

References

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Vorlage:Reflist

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Wikisource: European Parliament resolution on Winning the Battle Against Global Climate Change – Quellen und Volltexte

{{DEFAULTSORT:European Emission Standards}} [[Category:Carbon emissions in the European Union]] [[Category:Emission standards]] [[Category:European Union transport law]]

  1. ↑ What are the Euro Emissions Standards? In: Stratstone. Abgerufen am 4. Oktober 2021 (englisch).
  2. ↑ Euro 6 Guide to Emission Standards (2022 Update) | Motorway (2022). In: Unbate. 28. April 2022, abgerufen am 25. Juli 2022.
  3. ↑ Karima DELLI: Parliamentary question | Euro 7 – non-exhaust particulate emissions | E-002194/2021 | European Parliament. European Parliament, abgerufen am 28. Juli 2022 (englisch).
  4. ↑ Parliamentary question | Answer for question E-002194/21 | E-002194/2021(ASW) | European Parliament. European Parliament, abgerufen am 28. Juli 2022 (englisch).
  5. ↑ Matt de Prez: EU strikes provisional deal over Euro 7 emissions limits In: Fleet News, 19 December 2023. Abgerufen am 22. Dezember 2023 
  6. ↑ EURO 7: THE NEW EMISSION STANDARD FOR LIGHT- AND HEAVY-DUTY VEHICLES IN THE EUROPEAN UNION.
  7. ↑ European Parliment: Euro 7 motor vehicle emission standards. November 2023;.
  8. ↑ EU: Heavy-duty: Emissions | Transport Policy. In: www.transportpolicy.net. Abgerufen am 10. März 2024.
  9. ↑ NEDC: How do lab tests for cars work? In: Car Emissions Testing Facts. Abgerufen am 10. März 2024 (amerikanisches Englisch).
  10. ↑ What are the Euro 7 emissions standards? In: Auto Express. Abgerufen am 10. März 2024 (englisch).
  11. ↑ a b EU Parliament approves compromise on vehicle pollution limits.
  12. ↑ Vorlage:Cite press release
  13. ↑ a b Emission Standards » European Union » Cars and Light Trucks. DieselNet, Januar 2015, abgerufen am 23. September 2015.
  14. ↑ a b Regulation (EC) No 715/2007. The European Parliament and the Council of the European Union, 20. Juni 2007, S. 5–9, abgerufen am 29. Oktober 2015.
  15. ↑ Volkswagen Test Rigging Follows a Long Auto Industry Pattern In: The New York Times, 23 September 2015. Abgerufen im 17 November 2015 
  16. ↑ Euro 5 motorcycles, Euro 5 emissions legislation could mean the disappearance of two-stroke engines In: INFINEUM INTERNATIONAL LIMITED, 14 August 2018. Abgerufen im 26 September 2021 (englisch). 
  17. ↑ HISTORY OF MOTORCYCLE EMISSIONS STANDARDS In: AECC (the Association for Emissions Control by Catalyst), 14 August 2018 (englisch). 
  18. ↑ Study on possible new measures concerning motorcycle emissions In: The Laboratory of Applied Thermodynamics Department of Mechanical Engineering Aristotle University of Thessaloniki, 1 September 2009, S. 44–45. Abgerufen im 20 October 2021 (englisch). 
  19. ↑ COMMISSION REGULATION (EU) No 582/2011 (Euro VI), date is for type approvals, ANNEX I, Euro VI Emission Limits. S. 167/163, abgerufen am 30. Dezember 2018.
  20. ↑ Transport & Environment – Emissions from Maritime Transport. European Commission, 16. Februar 2015, abgerufen am 28. Februar 2015.
  21. ↑ Emission Test Cycles: ECE 15 + EUDC / NEDC. DieselNet, Juli 2013, abgerufen am 28. September 2015.
  22. ↑ Emission Standards » European Union » Heavy-Duty Truck and Bus Engines. DieselNet, September 2012, abgerufen am 28. September 2015.
  23. ↑ Comparison of NOx emission standards for different Euro classes. European Environment Agency, abgerufen am 7. März 2019 (englisch).
  24. ↑ Don't Breathe Here: Tackling air pollution from vehicles. In: Transport Environment. 14. September 2015, abgerufen am 13. Oktober 2015.
  25. ↑ Real-world exhaust emissions from modern diesel cars. In: International Council on Clean Transportation. 11. Oktober 2014, abgerufen am 23. September 2015.
  26. ↑ Jack Ewing, Coral Davenport: Volkswagen to Stop Sales of Diesel Cars Involved in Recall. In: The New York Times. 20. September 2015, abgerufen am 21. September 2015.
  27. ↑ a b c d Ashley Kirk: Volkswagen emissions scandal: Which other cars fail to meet pollution safety limits? In: The Daily Telegraph. 22. September 2015, abgerufen am 23. September 2015.
  28. ↑ Real Driving Emissions 2015. In: Real Driving Emissions. 2015, abgerufen am 29. Oktober 2015.
  29. ↑ Vorlage:Cite press release
  30. ↑ Jon Bennett: Diesel: Shocking new rules would allow twice the pollution [3026] (Memento des Originals vom 22 December 2015 im Internet Archive) In: ClientEarth, 28 October 2015. Abgerufen im 30 October 2015 
  31. ↑ Governments double and delay air pollution limits for diesel cars. In: transportenvironment.org. 28. Oktober 2015, abgerufen am 30. Oktober 2015.
  32. ↑ Auto industry reacts to new real driving emissions testing standards. 30. Oktober 2015;.
  33. ↑ Liuhanzi Yang, Vicente Franco, Alex Campestrini, John German, Peter Mock: NOx control technologies for Euro 6 diesel passenger cars. In: The International Council on Clean Transportation. 3. September 2015, archiviert vom Original am 9. September 2017; abgerufen am 7. November 2015.
  34. ↑ ICCT expected conformity factor. September 2015, S. 20 (PDF page 27);.
  35. ↑ PEMS Weight. S. 11 (PDF page 27, table 3.2);.
  36. ↑ ADAC NOx Tests concerning 69 Euro 6 Diesel cars.
  37. ↑ ADAC NOX tests on 69 Euro 6 Diesel cars shown in pictures by AutoBild. Archiviert vom Original am 5. Januar 2016; abgerufen am 22. Dezember 2015.
  38. ↑ English version of ADAC pollutant tests procedure. Archiviert vom Original am 4. März 2016;.
  39. ↑ Original ADAC Emissions Tests procedure. Archiviert vom Original am 28. April 2015;.
  40. ↑ English version of ADAC Emissions tests concerning Euro 5 & Euro 6 cars.
  41. ↑ Original ADAC emissions tests concerning Euro 5 & Euro 6 cars..
  42. ↑ Most modern diesels still too dirty, study shows, Sky News, 17 August 2018. Abgerufen im 18 August 2018 
  43. ↑ 'Publish the Euro 7 air quality standards without delay'. In: Transport & Environment. 1. Juli 2022, abgerufen am 31. Juli 2022 (englisch).
  44. ↑ EU-27: CO2 emissions shares by sector 2019. In: Statista. Abgerufen am 24. Juli 2022 (englisch).
  45. ↑ Road transport: Reducing CO₂ emissions from vehicles. European Commission, abgerufen am 24. Juli 2022 (englisch).
  46. ↑ a b Regulation (EC) No 443/2009 of the European Parliament and of the Council. Official Journal of the European Union, 23. April 2009, abgerufen am 22. Juni 2020.
  47. ↑ a b Reducing CO2 emissions from passenger cars – before 2020. In: European Commission. Abgerufen am 23. Juni 2020.
  48. ↑ a b c International Council on Clean Transportation: CO2 standards for passenger cars and light-commercial vehicles in the European Union. Januar 2019, abgerufen am 23. Juni 2020.
  49. ↑ a b Regulation (EU) 2019/631 of the European Parliament and of the Council. Official Journal of the European Union, 17. April 2019, abgerufen am 23. Juni 2020.
  50. ↑ a b CO2 emission performance standards for cars and vans (2020 onward). In: European Commission. 6. November 2017, abgerufen am 23. Juni 2020.
  51. ↑ Fiat Chrysler to pay Tesla hundreds of millions of euros to pool fleet. In: Reuters. 7. April 2019, abgerufen am 12. Januar 2023.
  52. ↑ Recharging infrastructure. Department for Transport, archiviert vom Original am 22. Dezember 2011; abgerufen am 22. Dezember 2011.
  53. ↑ Indústria pronta para Euro 5 em 2012 – Diário do Grande ABC – Notícias e informações do Grande ABC: economia. In: Dgabc.com.br. 26. März 2011;.
  54. ↑ Catalina Rojas O: Euro 5: la norma de emisiones para vehículos que empieza este año y que posiciona a Chile como líder en Latinoamérica. In: La Tercera. 4. Februar 2013;.
  55. ↑ Instituto Brasileiro do Meio Ambiente e dos Recursos Naturais Renováveis: Programa de Controle da Poluição do Ar por Veículos Automotores. (deutsch: Air Pollution Control Program for Motor Vehicles). 29. November 2011, abgerufen am 22. Juli 2022.
  56. ↑ Daniel Panzera: En el 2016 entrará en vigor la norma Euro V para camiones y transporte de pasajeros. In: 16 Valvulas. 1. September 2015;.
  57. ↑ a b Emission Standards: Russia and EAEU. In: dieselnet.com.
  58. ↑ Left in the dust: Brazil might be the last major automotive market to adopt Euro VI standards, International Council on Clean Transportation, 23 May 2018 
  59. ↑ THE AUTOMOTIVE SECTOR IN TURKEY A BASELINE ANALYSIS OF VEHICLE FLEET STRUCTURE, FUEL CONSUMPTION AND EMISSIONS. International Council on Clean Transportation, abgerufen am 6. Februar 2019.
  60. ↑ Singapore Will Adopt the Euro VI Emission Standards for Petrol Vehicles from September 2017. In: www.nea.gov.sg. Abgerufen am 8. Februar 2023 (englisch).
  61. ↑ Singapore Will Usher In Euro VI Emission Standard For Diesel Vehicles From January 2018. In: www.nea.gov.sg. Abgerufen am 8. Februar 2023 (englisch).
  62. ↑ Early adoption of China 5/V vehicle emission standards in Guangdong province, The International Council on Clean Transportation, May 2015. Abgerufen im 24 July 2022 
  63. ↑ DPF: la sigla que se convirtió en un dolor de cabeza para automotrices y usuarios argentinos. In: Motor1.com.
  64. ↑ Peru adopts Euro 4 / IV vehicle emissions standards for improved air quality. In: UN Environment Programme. 18. Dezember 2017, abgerufen am 18. Dezember 2023.
  65. ↑ Mongabay: Standard Emisi Kendaraan di Indonesia, Sejauh Apa Penerapannya? (deutsch: Vehicle Emission Standards in Indonesia, How Far is It Implemented?). 26. November 2020, abgerufen am 18. September 2022.
  66. ↑ a b Semarnat publica en el DOF modificación a la NOM-044. In: t21.com.mx.
  67. ↑ Amid lockdown, India switches to BS-VI emission norms. In: The Hindu. 1. April 2020;.
  68. ↑ West African Ministers adopt cleaner fuels and vehicles standards. In: UNEP. 27. Februar 2020;.
  69. ↑ a b Emission Standards: China: Cars and Light Trucks. In: dieselnet.com.
  70. ↑ a b Cambodia In The Driver's Seat Toward Euro VI Standards | Climate & Clean Air Coalition. In: www.ccacoalition.org.
  71. ↑ Euro 5 emission standards to be rolled out for new cars in Vietnam early 2022 | Vietnam+ (VietnamPlus). In: VietnamPlus. 10. Dezember 2021;.
  72. ↑ Nova lei de emissões vai tirar de linha 6 carros e 4 motores até o fim do ano; veja lista. In: Autoesporte.globo.com. 3. Dezember 2021;.
  73. ↑ Chile avanza hacia la norma de emisiones Euro 6b. In: Autocosmos. 2. Oktober 2020;.
  74. ↑ Mobil Diesel di Indonesia Wajib Euro 4 Mulai 12 April 2022. (deutsch: Diesel Cars in Indonesia Must Euro 4 Starting April 12, 2022). 8. April 2022, abgerufen am 18. September 2022.
  75. ↑ Novos limites de emissões vão aquecer venda de implementos rodoviários. In: O Estado de S. Paulo. 11. Februar 2022;.
  76. ↑ ¿El transporte en Colombia está listo para la Euro VI? (deutsch: Is transportation in Colombia ready for Euro VI?). In: Semana.com Últimas Noticias de Colombia y el Mundo. 17. März 2022, abgerufen am 19. Dezember 2023 (spanisch).
  77. ↑ Ley 1972 de 2019 – por medio de la cual se establece la protección de los derechos a la salud y al medio ambiente sano estableciendo medidas tendientes a la reducción de emisiones contaminantes de fuentes móviles y se dictan otras disposiciones. (deutsch: Law 1972 of 2019 – through which the protection of the rights to health and a healthy environment is established establishing measures to reduce polluting emissions from mobile sources and other provisions are issued). Ministry of Environment, Housing and Territorial Development, 18. Juli 2019, abgerufen am 19. Dezember 2023 (spanisch).
  78. ↑ Thailand approves delay on imposing Euro 5 emission standard on new vehicles. In: Pattaya Mail. 22. Februar 2023;.
  79. ↑ Norme antipollution. Le Maroc passe officiellement au carburant Euro 6 dès 2022 | Challenge.ma. In: challenge.ma.
  80. ↑ Decreto supremo que modifica el Decreto supremo n° 010-2017-MINAM, que establece límites máximos permisibles de emisiones atmosféricas para vehículos automotores. (deutsch: Maximum permissible limits of atmospheric emissions for motor vehicles). 2021, abgerufen am 18. Dezember 2023 (spanisch, 2021-MINAM).
  81. ↑ ANAC aclara que norma de emisiones Euro 6c comenzará a regir desde el 30 de septiembre de 2025 – Anac.
  82. ↑ Strict new-car emissions standards coming to Australia from 2025, utes and 4WDs among hardest hit. In: Drive. 22. Dezember 2023;.
  83. ↑ a b c Umweltzonen, Durchfahrtsbeschränkungen und Luftreinhaltepläne. In: gis.uba.de.
  84. ↑ a b c Fahrverbote und Umweltzonen im Ausland. In: www.adac.de. 9. August 2023;.
  85. ↑ a b Migliorare la qualità dell'aria: le misure strutturali e temporanee per la circolazione dei veicoli. In: Regione Piemonte.
  86. ↑ a b c Alejandra Otero: En un mes los coches sin etiqueta no podrán circular por Madrid. Estas son todas las excepciones. In: Motorpasión. 1. Dezember 2023;.
  87. ↑ a b c Mapa ZBE Torrejón de Ardoz | RACE.
  88. ↑ a b c Todas las restricciones de las Zonas de Bajas Emisiones (ZBE) en 2024. 15. Dezember 2023;.
  89. ↑ a b c d Zones à faibles émissions : interdiction des véhicules Crit'Air 3, 4 ou 5 ? Ville par ville, ce qui change en 2024. In: TF1 INFO. 26. Dezember 2023;.
  90. ↑ a b Dérogations, amendes : avec la ZFE, qu'est-ce qui change pour les voitures Crit'Air 4 à Montpellier et dans la Métropole ? In: midilibre.fr.
  91. ↑ a b c ZFE à Montpellier : les motos autorisées sans vignette Crit'Air, les véhicules circulant moins de 52 jours par an n'ont plus aucune interdiction. In: France 3 Occitanie. 24. Januar 2024;.
  92. ↑ a b c VIDEO. A Montpellier, les transports rendus gratuits pour tous les habitants. In: Franceinfo. 12. Januar 2024;.
  93. ↑ a b c Gareth Roberts: Older vehicles banned from Glasgow as low emission zone launches. In: www.fleetnews.co.uk.
  94. ↑ a b c d e Low emission zone retrofit fund. In: Energy Saving Trust.
  95. ↑ a b c d e Mobility and scrappage fund. In: Energy Saving Trust.
  96. ↑ a b Dieselfahrverbot. In: www.adac.de. 27. September 2023;.
  97. ↑ Gustavo López Sirvent: Todas las ciudades donde no podrán entrar los coches con etiqueta B en enero. In: Top Gear España. 2. Oktober 2023;.
  98. ↑ a b Where are the zones? In: miljoezoner.dk.
  99. ↑ a b Noelia López: La guía que necesitas para conducir en Madrid 2024, según la pegatina de la DGT que tenga tu coche. In: Auto Bild España. 26. Dezember 2023;.
  100. ↑ a b Daniel Murias: La OCU vuelve a pedir un cambio en las etiquetas de la DGT, pero solo ven una parte del problema. In: Motorpasión. 3. November 2023;.
  101. ↑ German cities can ban Euro 5 diesels immediately. In: Fleet Europe. 21. Mai 2018;.
  102. ↑ a b Scotland's Low Emission Zones - The Ultimate Guide (2024). In: Motorway.
  103. ↑ Sylvain AMIOTTE: Zone à faibles émissions : le choix d'une restriction minimaliste à Nantes. In: Ouest-France.fr. 16. Dezember 2023;.
  104. ↑ ZFE : nouveau répit avant l'interdiction des Crit'Air 3 dans le Grand Paris. In: TF1 INFO. 13. Juli 2023;.
  105. ↑ La zona de bajas emisiones abarcará todo el perímetro de Granada capital limitado por la circunvalación. Europa Press, 31. Januar 2024;.
  106. ↑ ZFE à Lyon: l'interdiction des véhicules Crit'Air 2 reportée "au 1er janvier 2028". via www.bfmtv.com;
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