Environmental Engineering Reference
In-Depth Information
12
289
265
US CAFE (1984)
10
241
EURO CO
2
(1995)
217
EURO CO
2
(2003)
193
8
CA GHG (2012)
169
US CAFE (2016)
2020 CAFE 4%
145
6
2020 CAFE 5%
EURO CO
2
(2008/9)
121
2025 CAFE 4%
CA GHG (2016)
2020 CAFE 3%
97
4
EURO CO
2
(2020)
EURO CO
2
(2012)
2025 CAFE 3%
2025 CAFE 5%
73
20
30
40
50
60
MPG
FIGure 10.4
Relationships between fuel efficiency metric (MPG) and fuel consumption metric (L/100 km)
with U.S. CAFE standards (⚪), European g(CO
2
)/km specific emissions levels achieved (Δ) and targets (∇),
and California (CA)-proposed CO
2
equivalent GHG emissions standards (◽). Also included are U.S. CAFE
standards scenarios, which call for 3, 4, and 5% reductions in GHG emissions per year from 2016 levels (225
g(CO
2
)/mi for passenger vehicles) to 2025. (From ARB,
Regulations to Control Greenhouse Gas Emissions
from Motor Vehicles: Final Statement of Reasons
. California Environmental Protection Agency, Air
Resources Board, available at http://www.arb.ca.gov/regact/grnhsgas/fsor.pdf (accessed November 16, 2010),
2005; Brink, P., et al.,
Service Contract to Carry Out Economic Analysis and Business Impact Assessment of
CO
2
Emissions Reduction Measures in the Automotive Sector
, Institute for European Environmental Policy,
Brussels, Belgium, IEEP/TNO/CAIR, 2005; European Union,
Setting Emission Performance Standards for
New Passenger Cars as Part of the Community's Integrated Approach to Reduce CO
2
Emissions from Light-
Duty Vehicles,
Regulation (EC) No 443/2009 of the European Parliament and of the Council, 2009. avail-
able at http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri = OJ:L:2009:140:0001:0015:EN:PDF (accessed
November 16, 2010); U.S. DOT,
Automotive Fuel Economy Program, Annual Update, Calendar Year 2003,
National Highway TrafficSafety Administration, DOT HS 809 512, U.S. Department of Transportation, 2004.
available at http://www.nhtsa.gov/cars/rules/cafe/FuelEconUpdates/2003/index.htm (accessed October 31,
2010); U.S. EPA DOT,
Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average
Fuel Economy Standards; Final Rule,
National Highway Traffic SafetyAdministration, 40 CFR Parts 85,
86 and 600; 49 CFR Parts 531, 533, 536, et al., U.S. Environmental Protection Agency and U.S. Department
of Transportation, available at http://www.nhtsa.gov/staticfiles/rulemaking/pdf/cafe/CAFEGHG_MY_2012-
2016_Final_Rule_FR.pdf (accessed November 16, 2010), 2010, and U.S. EPA,
Interim Joint Technical
Assessment Report: Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel
Economy Standards for Model Years
2017-2025. Office of Transportation and Air Quality, available at http://
www.epa.gov/otaq/climate/regulations/ldv-ghg-tar.pdf (accessed October 21, 2010), 2010).
and idle reduction (NRC 2010a). In addition, manufacturers have other options to assist in meeting
fuel economy standards. This includes credits that can be received and transferred between car and
truck MPG ratings or applied to prior or future standards. Credits can be earned for improvements
in air conditioning systems by reducing hydrofluorocarbon refrigerant losses. Credits can also be
earned for reducing indirect CO
2
emissions and for advanced technology and alternative fuel vehi-
cles. Credits have also been proposed for overcompliance to standards (U.S. EPA 2010c).
Current CAFE standards apply to LDVs, including passenger cars and light trucks because they
are responsible for almost 60% of GHG emissions from transportation (U.S. EPA 2010d). However,
