Personal Cars and China (2003) / Chapter Skim
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8. The Role of Government
8. The Role of Government
Pages 169-202
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From page 169... ...
STRATEGIC FRAMEWORK Governments play a significant role in shaping the development of their domestic industries, and in determining the standards governing individual products and the impact of those products on the environment. For the automotive industry, governments around the world have used the following tools, singly or in combination: 169
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From page 170... ...
Generally, a motor vehicle pollution control program seeks to reduce vehicle emissions to the degree necessary to achieve healthy air quality as rapidly as possible within the practical limits of effective technological, economic, and social constraints. A comprehensive strategy to achieve this goal usually includes four key components: increasingly stringent emissions standards for new vehicles, which require new technology; specifications for clean fuels; programs to ensure proper maintenance of in-use vehicles; and traffic and demand management (see Figure 8-1 and Box 8-1~.
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From page 171... ...
SUMMARY OF WORLDWIDE GOVERNMENT EMISSIONS STANDARDS Because the United States, European Union (EU) , and Japan each base their emissions regulations on different test procedures based on presumed typical driving patterns, it is difficult to compare precisely the stringency of those regulations.
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From page 173... ...
The EU also is in the late stages of a process that will likely cap sulfur levels for both gasoline and diesel fuel at 10 ppm. As for diesel-powered passenger cars, it is clear that the European Union and Japan, while substantially tightening their requirements over the next several years, will maintain substantially weaker NOX requirements for diesel than for gasoline-fueled vehicles, unlike the United States (see Table 8-1 and Box 8-2~.
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From page 175... ...
A critical precondition of emission reduction, however, will be the introduction of very low or near-zero sulfur levels in fuel.
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From page 176... ...
Model Year United States European Uniona Japan 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 8.1 6.7 6.7 6.7 6.7 6.7 6.7 6.7 5.4 5.4 5.4 5.4 5.4 2.7 2.7 2.7 2.7 0.27 0.27 0.27 0.27 15.8 15.8 15.8 9 9 9 7 7 7 7 5 5 5 5 5 3.5 3.5 3.5 2 2 2 n.a.
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From page 177... ...
In fact, California has taken the lead in stimulating the development and mandating the commercial introduction of advanced zero emissions technologies, including electric and fuel cells, many of which also can improve fuel efficiency. Standards also have been established in the United States that require that specified emissions levels be maintained under special geographic conditions.
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From page 178... ...
The European Union also includes a unique provision in its directives by which member states are allowed to encourage the early introduction of vehicles that meet future emissions standards or fuel standards through the use of tax incentives. These incentives have been used successfully in both Germany and Denmark.
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From page 179... ...
European Union · During 1998 the EU adopted directives for light-duty vehicle emissions and fuel quality that tightened emissions standards significantly (2000 and 2005) , broadened the scope of coverage (e.g., cold temperature)
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From page 180... ...
has proposed, and the European Union has accepted, a voluntary agreement pledging to reduce per-vehicle CO2 emissions by 25 percent between 1995 and 2008. And in lapan the national government has established a series of weight-class fuel economy standards that require about a 23 percent improvement in the fuel economy of gasolinefueled light-duty vehicles by 2010.
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From page 181... ...
Vehicle manufacturers are required to test a sample of all vehicles destined to be sold in the United States so that a fuel consumption rating can be assigned to each Product line. The test involves both city and high ~ 1 way driving cycles.
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From page 182... ...
European Union In the European Union, fuel economy is addressed by regulating CO2 emissions. Carbon dioxide produced by passenger cars accounts for about half of CO2 emissions from transport and about 12 percent of total CO2 emissions in the European Union.2 Under a "business as usual" scenario, CO2 emissions from cars are expected to increase, from 1990 levels, by 2 Derived from "A Community Strategy to Reduce CO2 Emissions from Passenger Cars and Improve Fuel Economy," COM (95)
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From page 183... ...
The European Union remains on track to achieve its long-standing commitment to stabilizing emissions of carbon dioxide the main greenhouse gas responsible for manmade global climate change at their 1990 level and then to reduce greenhouse gases by 2008. Total CO2 emissions from the 15 EU member states were 0.5 percent lower in 2000 than 10 years earlier, according to the latest emissions inventory from the European Environment Agency (2002~.
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From page 184... ...
Presumably, actions the commission might take could include tighter emissions standards on nitrogen oxides and particulates. Japan The Japanese government has established a set of fuel economy standards for gasoline- and diesel-powered light-duty passenger and freight vehicles, with fuel economy targets based on vehicle weight classes.
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From page 185... ...
· Government is charged with providing education and other incentives for vehicle users and manufacturers, making sure that fuel economy regulation proceeds in harmony with other regulations (especially new emissions standards) , reviewing manufacturers' efforts to improve fuel economy, and trying to harmonize this regulation with similar efforts in Europe and the United States.
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From page 186... ...
A relatively small number of vehicles with serious malfunctions frequently cause the majority of the vehicle-related pollution problems. Unfortunately, it is rarely obvious which vehicles fall into this category, because the emissions themselves may not be noticeable and emissions control malfunctions do not necessarily affect vehicle drivability.
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From page 187... ...
In areas in which large investment is needed to develop a new product that may not be a near-term market success (e.g., the U.S. PNGV program discussed later in this chapter)
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From page 188... ...
It was terminated when the emphasis of the industry turned more to fuel economy than to meeting selected emissions standards. In the late 1970s Secretary of Transportation Brock Adams initiated a government effort to "reinvent the automobile" as the technological answer to the influx of high-efficiency small cars from Japan.
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From page 189... ...
announced the formation of the Partnership for a New Generation of Vehicles. The long-term goal of PNGV was to develop vehicles that would deliver up to three times the current fuel efficiency (defined as 80 mpg or energy equivalent)
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Indeed, the auto industry pledged to apply those commercially viable technologies resulting from this research that could be expected to significantly increase vehicle fuel efficiency and .
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From page 191... ...
Proprietary research contributions increased as the PNGV program moved through the development of concept cars and production prototype vehicles. Indeed, it was reported that industry was matching government funds with about $250 million a year, but in fact "a major portion" of the spending was in proprietary product programs (NRC, 2001:10~.
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From page 192... ...
annual review of the PNGV program by the National Research Council, the automotive companies appeared to be meeting the program schedule for achieving the fuel economy goals, but they would not meet the cost goals (NRC, 2001~. The efforts to meet the emissions goals are discussed later in this chapter.
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From page 193... ...
Even then, automakers were falling far short of meeting the goal of comparable cost. Another major issue for the PNGV program, and government-industry partnerships in general, was control of knowledge and rights to technology.
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From page 194... ...
The European Union, for example, rarely asserts a claim to technologies developed by automakers with public funds.
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From page 195... ...
From 1994 to 1999 EUCAR undertook 88 projects, of which 14 were self-funded (by EUCAR members) and 74 were cofunded with the European Union.
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From page 196... ...
EUCAR also has played a pivotal role in maintaining communication between the European Commission (the executive arm of the European Union) and automakers about follow-up to their voluntary agreement to reduce CO2 emissions (per vehicle-kilometer)
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From page 197... ...
APPENDIX: INSPECTION AND MAINTENANCEPROGRAMS Effective inspection and maintenance programs can identify the cars with emission control malfunctions and assure their repair.8 Test procedures must keep pace, however, with the advances in vehicle technology. ~ Some of the material in this appendix has been derived from LAT, Aristotle University of Thessaloniki, Greece (1998~.
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From page 198... ...
Idle/Fast Idle Test This test measures CO, HC, and CO2 concentrations in the raw exhaust gas at idle speed and possibly a higher engine speed, 2,000-3000 revolutions per minute (rpm)
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From page 199... ...
Steady-State Loaded Tests Because NOX emissions at no-load conditions are negligible, a loaded test is required to measure NOX emission levels, which are a critical source of urban air pollution. The simplest loaded tests involve a dynamometer with steady-state power absorption.
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From page 200... ...
Transient Loaded Tests In transient tests, cars are driven on the dynamometer according to a specific driving schedule; the main differences between these tests and those used for type approval or new vehicle certification are the duration of the driving cycle and the hot start. Because exhaust gas emissions are expressed in mass units, a constant volume sampler (CVS)
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From page 201... ...
Development of Improved Loaded-Mode Test Procedures for Inspection and Maintenance Programs. SAE Technical Paper No.
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From page 202... ...
1991. Recommended I/M Short Test Procedures for the 1990s: Six Alternatives.
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