EMISSIONS ENGINES GAS TURBINES

POWER GENERATION ENGINE SYSTEMS MOBILE HYDRAULICS

POWER TRANSMISSION FUEL INJECTION CONTROLS & INSTRUMENTATION

DieselNet.com
Do you receive
engine & emission
information
on time?

Technology Guide:
Expert written reference papers
on internal combustion engine
and emission technology

Industry News:
Developments in fuel, engine,
and emission technology,
business, emission regulations

Emission Standards:
Summary of worldwide engine
and vehicle emission
standards

Business Directory:
Engines, fuels, emission
control systems and
components, emission
DieselNet .com
measurement
Emissions
Emissions Reference
Reference Guide & Guide
Standards& Standards:
Table Of Contents

United States Japan

On-Highway Diesel Truck And Bus Engines ............................... 39 New Engines And Vehicles ............................................................. 70
Off-Highway Engines ....................................................................... 41 In-Use Vehicles Regulations ........................................................... 70
Stationary Diesel Engines (NSPS) .................................................. 45 On-Road Vehicles And Engines ..................................................... 71
Existing Stationary Engines (NESHAP) .......................................... 47 Off-Road Engines ............................................................................. 72
Locomotives ...................................................................................... 48 Fuel Economy .................................................................................... 72
Marine Diesels .................................................................................. 50 China
On-Board Diagnostics (OBD) ........................................................ 54 Heavy-Duty On-Road Engines ....................................................... 73
Non-Road Engines ............................................................................ 75
Canada
On-Road Vehicles And Engines ..................................................... 56 India
Off-Road Vehicles And Engines ..................................................... 59 On-Road Vehicles And Engines ..................................................... 79
Non-Road Diesel Engines ............................................................... 80
Mexico Generator Sets .................................................................................. 82
On-Road Vehicles and Engines ...................................................... 61
South Korea
European Union On-Road Vehicles And Engines ..................................................... 83
Heavy-Duty Truck And Bus Engines ............................................. 63 Non-Road Engines ............................................................................ 84
Non-Road Diesel Engines ............................................................... 65
Australia
Germany On-Road Vehicles And Engines ..................................................... 84
Stationary Engines — TA Luft ......................................................... 67
Argentina
Russia Heavy-Duty On-Road Engines ....................................................... 86
All Vehicle Categories ..................................................................... 69
Brazil
Turkey Heavy-Duty Engines ......................................................................... 87
Non-Road Diesel Engines ............................................................... 70 Non-Road Diesel Engines ............................................................... 88

Produced in cooperation with: www.DieselNet.com

Produced in cooperation with: www.DieselNet.com

38 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

Emissions Standards: U.S.A.

On-Highway Diesel Truck And Bus Engines
Applicability and Test Cycles emissions limits are numerically equal to the FTP limits.
The emission standards discussed here apply to new engines • Not-to-Exceed (NTE) testing: Driving of any type that could
used in heavy-duty on-road (highway) vehicles, such as trucks occur within the bounds of a pre-defined NTE control area,
and buses. These standards apply to diesel fueled engines, as including operation under steady-state or transient condi-
well as to compression-ignition (CI) engines fueled by natural tions and under varying ambient conditions.
gas and other alternative fuels.
Emission Standards
Heavy-duty vehicles are defined as vehicles of GVWR (gross The emission limits for heavy-duty engines were tightened
vehicle weight rating) of above 8,500 lbs in the federal jurisdic- in a number of steps, as shown in Table 1. The current manda-
tion and above 14,000 lbs in California (model year 1995 and tory emission standards for heavy-duty engines were phased-in
later). Diesel engines used in heavy-duty vehicles are further
over the period of 2007-2010. The table also covers the 2015
divided into service classes by GVWR, as follows.
California Optional Low NOx Standards.
• Light heavy-duty diesel engines: 8,500 < LHDDE
In addition to the limits shown, the following emission stan-
< 19,500 (14,000 < LHDDE < 19,500 in California,
dards apply:
1995+).
• Smoke Opacity—Smoke opacity limits of 20% / 15% / 50%
• Medium heavy-duty diesel engines: 19,500 ≤ MHDDE ≤
at acceleration/lug/peak modes, respectively.
33,000.
• Idle CO Standard—An idle CO emission standard of 0.5%
• Heavy heavy-duty diesel engines (including urban bus):
HHDDE > 33,000. applies to compression-ignition engines fueled by diesel
fuel since 1988, by methanol since 1990, and by natural
Under the federal light-duty Tier 2 regulation vehicles of gas and LPG since 1994.
GVWR up to 10,000 lbs used for personal ABT Program. Since 1991, the emission regulations include
transportation have been re-classified as
Table 1. US EPA & California Emission Standards for Heavy-Duty CI Engines g/bhp-hr)
“medium-duty passenger vehicles” (MDPV
PM
- primarily larger SUVs and passenger vans)
Year CO HCa HCa+NOx NOx General Urban Bus
and are subject to the light-duty vehicle leg-
1974 40 - 16 - -
islation. Therefore, the same diesel engine
1979 25 1.5 10 - -
model used for the 8,500-10,000 lbs vehicle
1985 15.5 1.3 - 10.7 -
category may be classified as either light- or
1987 15.5 1.3 - 10.7d 0.60f
heavy-duty and certified to different stan-
1988 15.5 1.3 b
- 10.7 d
0.60
dards, depending on the application.
1990 15.5 b
1.3 - 6.0 0.60
1991 15.5 1.3c - 5.0 0.25 0.25g
U.S. and California regulations do not 1993 15.5 1.3 c
- 5.0 0.25 0.10
require that complete heavy-duty diesel 1994 15.5 1.3c - 5.0 0.10 0.07
vehicles be chassis certified, instead requir- 1996 15.5 1.3c - 5.0e 0.10 0.05h
ing certification of their engines (as an 1998 15.5 1.3 - 4.0 0.10 0.05h
option, complete heavy-duty diesel vehi- 2004j 15.5 - 2.4i - 0.10 0.05h
cles under 14,000 lbs can be chassis certi- 1985 15.5 0.14k - 0.20k 0.01
fied). Consequently, the basic standards are 1985 15.5 0.14 - 0.02l 0.01
expressed in g/bhp-hr and require emis- a
- NMHC for 2004 and later standards
sions testing over the Transient FTP engine b
- For methanol-fueled engines, the standard is for total hydrocarbon equivalent (THCE)
dynamometer cycle (however, chassis cer- c
- California: NMHC = 1.2 g/bhp-hr, in addition the THC limit
tification may be required for complete
d
- California: NOx = 6.0 g/bhp-hr
e
- California: Urban bus NOx = 4.0 g/bhp-hr
heavy-duty gasoline vehicles with pertinent f
- California only, no federal PM limit
emissions standards expressed in g/mile). g
- California standard 0.10 g/bhp-hr
h
- In-use PM standard 0.07 g/bhp-hr
Additional emissions testing require- i
- Alternative standard: NMHC+NOx = 2.5 g/bhp-hr and NHMC = 0.5 g/bhp-hr
ments, phased in from 1998 to 2007,
j
-U nder the 1998 Consent Decrees, several manufacturers supplied 2004 compliant engines from
include: October 2002
k
-N Ox and NHMC standards were phased-in on a percent-of-sales basis: 50% in 2007-2009 and
• Supplemental Emissions Test (SET): A 100% in 2010. Most manufacturers certified their 2007-2009 engines to a NOx limit of about 1.2
steady-state test to ensure that heavy- g/bhp-hr, based on a fleet average calculation
duty engine emissions are controlled l
-O ptional. Manufacturers may choose to certify engines to the California Optional Low NOx
during steady-state type driving. SET Standards of 0.10, 0.05 or 0.02 g/bhp-hr

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 39
Emissions Reference Guide & Standards

an emission averaging, banking, and trading (ABT) program for ers used engine control software that caused engines to switch
NOx and PM emissions, similar to those that have been a part to a more fuel efficient (but higher NOx) driving mode during
of most US EPA emission control programs. steady highway cruising. The EPA considered this engine con-
trol strategy an illegal “emissions defeat device.”
Model Year 1974-2003 Provisions of the Consent Decree included civil penalties for
Historically, the first sets of emission standards were adopted engine manufacturers and requirements to allocate funds for
at the federal level beginning from 1974. Since 1987, California pollution research; upgrading existing engines to lower NOx
standards required on several occasions that PM and NOx emis- emissions; supplemental emissions tests (steady-state) with a
sion limits be introduced in California. Some of the regulatory limit equal to the FTP standard and NTE limits of 1.25 x FTP
emission challenges of that period that required the development (with the exception of Navistar); and meeting the 2004 emis-
of new emission technologies were: sions standards by October 2002, 15 months ahead of time.

• 1991 PM emission standard of 0.25 g/bhp·hr. In the aftermath of the Consent Decrees, California certifica-
• 1994 PM emission standard of 0.10 g/bhp·hr. tions for all model year 2005-2007 engines required SET testing
• Gradual tightening of the NOx limit to 4 g/bhp·hr (1998). and NTE limits of 1.25 × FTP standards. California also adopted
These challenges were generally met through in-cylinder more stringent standards for MY 2004-2006 engines for public
emission control. However, the 1994 PM limit did trigger urban bus fleets.
some usage of diesel oxidation catalysts, mostly on mechani-
cally controlled heavy-duty engines. A sulfur limit of 500 ppm Model Year 2007 and Later
in diesel fuel became effective in October 1993 to enable the The EPA rule of December 21, 2000 [EPA 2001] included
1994 PM emission standard of 0.10 g/bhp·hr. two components: (1) 2007 and later heavy-duty engine emis-
sion standards, and (2) diesel fuel regulations. The California
Optional Standards. Manufacturers could voluntarily certify ARB adopted virtually identical 2007 heavy-duty engine stan-
engines to the Clean Fuel Fleet (CFF) emission standards shown dards in October 2001. The emission standards included new,
in Table 2. It was a federal program that applied to 1998-2003 very stringent limits for PM (0.01 g/bhp·hr) and NOx (0.20 g/
model year engines, both CI and SI, over 8,500 lbs GVWR. bhp·hr). The PM emission standard took full effect in 2007.
The NOx standard was phased-in for diesel engines between
Table 2. Clean Fuel Fleet Program for Heavy-Duty SI 2007 and 2010. In the 2007-2009 period, most manufacturers
and CI Engines, g/bhp-hr opted to meet a NOx family emission limit (FEL) of around 1.2
Category* CO NMHC+NOx PM HCHO g/bhp·hr for most of their engines. Because of this compliance
LEV (Federal Fuel) 3.8 path during the NOx limit phase-in period, engines produced
LEV (California Fuel) 3.5 during 2007-2009 were technologically very different from
ILEV 14.4 2.5 0.050 those required to comply in 2010 and later when all engines
ULEV 7.2 2.5 0.05 0.025 needed to comply with the 0.2 g/bhp-hr NOx limit. While it
ZLEV 0 0 0 0 is common to refer to “2010 standards” in a way that implies
* LEV - low emissions vehicle; ILEV - inherently low emissions vehicle; they are different from “2007 standards”, legally, there was not
ULEV - ultra low emissions vehicle; ZEV - zero emissions vehicle a standard for 2010 that differed from 2007.

Model Year 2004-2006 Starting in 2007, manufacturers could choose to chassis

The 2004 standards for heavy-duty engines—as adopted by certify complete heavy-duty diesel vehicles (HDV) with GVWR
the EPA in 1997 [EPA 1997]—were harmonized with California of 14,000 lb or less as an option to engine certification. Diesel
standards, with the intent that manufacturers could use a single engines thus certified were considered to be legally equivalent
engine or machine design for both markets. On-board diagnos- to a 0.20 g/bhp-hr NOx engine provided they met the 2008
tic (OBD) requirements applicable to heavy-duty diesel engines Otto-cycle HDV limits (0.2 g/mile NOx and 0.02 g/mile PM
and vehicles ≤ 14,000 lbs GVWR were phased-in from the for 8500 lb < GVWR ≤ 10000 lb and 0.4 g/mile NOx and 0.02
2005 through 2007 model years. Discharge of crankcase emis- g/mile PM for 10000 lb < GVWR ≤ 14000 lb). After 2011, all
sions was not allowed for any new 2004 or later model year manufacturers of complete HDVs with GVWR ≤ 14000 lb (pri-
engines, with the exception of turbocharged or supercharged marily heavy pick-ups and utility vans) adopted this optional
diesel fueled engines. To achieve the 2004 emissions, most chassis certification approach because of the heavy-duty vehi-
manufacturers introduced exhaust gas recirculation (EGR)—in cle GHG regulations that came into effect for MY 2014.
many cases in conjunction with diesel oxidation catalysts—on
heavy-duty diesel engines. In addition to the FTP testing, emission certification require-
ments include:
Consent Decrees. In October 1998, a court settlement was • SET test, with limits equal to the FTP standards.
reached between the EPA, Department of Justice, California • NTE limits of 1.5 × FTP standards (or 1.25 × FTP for engines
ARB and engine manufacturers (Caterpillar, Cummins, Detroit with NOx FEL > 1.5 g/bhp·hr).
Diesel, Volvo, Mack Trucks/Renault and Navistar) over the issue
of high NOx emissions from heavy-duty diesel engines during The diesel fuel regulation limited the sulfur content in on-
certain driving modes. Since the early 1990’s, the manufactur- highway diesel fuel to 15 ppm (wt.), down from the previous

Produced in cooperation with: www.DieselNet.com

40 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

500 ppm. The ULSD fuel has been introduced as a “technology

enabler” to pave the way for sulfur-intolerant exhaust emission Emissions Standards: U.S.A.
control technologies, such as catalytic diesel particulate filters
and NOx catalysts. Off-Highway Engines
Other Provisions. The 2007 emission standards and later Background
amendments introduced a number of additional provisions: Tier 1-3 Standards. The first federal standards (Tier 1) for
• Crankcase Ventilation—Effective from 2007, the regulation new nonroad (or off-road) diesel engines were adopted in 1994
maintains the earlier crankcase emission control excep- for engines over 37 kW (50 hp), to be phased-in from 1996
tion for turbocharged heavy-duty diesel fueled engines but to 2000. The 1998 regulation introduced Tier 1 standards for
requires that if the emissions are discharged into the atmo- equipment under 37 kW (50 hp) and increasingly more strin-
sphere, they be added to the exhaust emissions during all gent Tier 2 and Tier 3 standards for all equipment with phase-in
testing. The deterioration of crankcase emissions must also schedules from 2000 to 2008. The Tier 1-3 standards are met
be accounted for in exhaust deterioration factors. through advanced engine design, with no or only limited use
• DEF Refill Interval—For SCR-equipped heavy-duty diesel of exhaust gas aftertreatment (oxidation catalysts).
engines, a minimum DEF (urea solution) refill interval is
defined as at least as far (in miles or hours) as the vehicle’s Tier 4 Standards. In 2004, the EPA signed the final rule intro-
fuel capacity [EPA 2014]. ducing Tier 4 emissions standards, which were to be phased-in
• Ammonia Emissions—While ammonia emissions are unreg- over the period of 2008-2015. The Tier 4 standards require that
ulated, the EPA recommends that ammonia slip should be emissions of PM and NOx be further reduced by about 90%.
below 10 ppm average over the applicable test cycles [EPA
2011]. Nonroad Diesel Fuel. At the Tier 1-3 stage, the sulfur con-
• Emergency Vehicles—Heavy-duty engines in fire trucks, tent in nonroad diesel fuels was not limited. The oil industry
ambulances and other types of emergency vehicles can be specification was 0.5% (wt., max), with the average in-use sul-
equipped with an AECD to override performance induce- fur level of about 0.3% = 3,000 ppm. To enable sulfur-sensitive
ments related to the emission control system. control technologies in Tier 4 engines — such as catalytic
particulate filters and NOx adsorbers — the EPA mandated
California Optional Low NOx Standards. On October 21, reductions in sulfur content in nonroad diesel fuels, as follows:
2014, California ARB adopted Optional Low NOx Standards for • 500 ppm effective June 2007 for nonroad, locomotive and
heavy-duty engines [CARB 2013]. Under the program, manu- marine (NRLM) diesel fuels; 
facturers may choose to certify their engines to three optional • 15 ppm (ultra-low sulfur diesel) effective June 2010 for non-
NOx emission standards: 0.10, 0.05 or 0.02 g/bhp·hr. Other road fuel, and June 2012 for locomotive and marine fuels.
pollutants must meet the conventional emission standards.
Engine families certified to the optional NOx standards cannot California. In most cases, federal nonroad regulations also
be included in the ABT program for NOx. Instead, credits may apply in California, whose authority to set emissions standards
be generated by an alternative mechanism proposed by the for new nonroad engines is limited. The federal Clean Air Act
engine manufacturer and approved by the ARB. Amendments of 1990 (CAA) preempt California’s authority to
control emissions from new farm and construction equipment
Useful Life and Warranty Periods. Compliance with emis- under 175 hp and require California to receive authorization
sions standards has to be demonstrated over the useful life of from the federal EPA for controls over other off-road sources.
the engine, which was adopted as follows (federal & California):
• L HDDE — 8 years/110,000 miles (whichever occurs first). The U.S. nonroad emissions standards are harmonized to
•M  HDDE — 8 years/185,000 miles. a certain degree with European nonroad emissions standards.
•H  HDDE — 8 years/290,000 miles.
Federal useful life requirements were later increased to 10 years, Applicability
with no change to the above mileage numbers, for the urban bus The nonroad standards cover mobile nonroad diesel engines
PM standard (1994+) and for the NOx standard (1998+). of all sizes used in a wide range of construction, agri-
cultural and industrial equipment. The EPA definition of
Useful Life: 2004+. The EPA established revised useful the nonroad engine is based on the principle of mobility/
engine lives, with significantly extended requirements for the portability, and includes engines installed on (1) self-propelled
heavy heavy-duty diesel engine class, as follows: equipment, (2) on equipment that is propelled while perform-
• LHDDE—10 years/110,000 miles. ing its function, or (3) on equipment that is portable or trans-
• MHDDE—10 years/185,000 miles. portable, as indicated by the presence of wheels, skids, carry-
• HHDDE—10 years/435,000 miles/22,000 hours. ing handles, dolly, trailer, or platform. Nonroad engines are all
Warranty. The mandatory emission warranty period is 5 internal combustion engines except motor vehicle (highway)
years/100,000 miles (5 years/100,000 miles/3,000 hours in engines, stationary engines (or engines that remain at one loca-
California), but no less than the basic mechanical warranty for tion for more than 12 months), engines used solely for compe-
the engine family. Since 2004, the federal warranty period for tition, or engines used in aircraft. Effective May 14, 2003, the
the LHDDE class has been reduced to 5 years/50,000 miles. definition of nonroad engines was changed to also include all

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 41
Emissions Reference Guide & Standards

diesel powered engines — including stationary ones — used in The regulations include several other provisions, such as
agricultural operations in California. averaging, banking and trading of emissions credits and maxi-
mum “family emissions limits” (FEL) for emissions averaging.
The nonroad diesel emissions regulations are not applicable
to all nonroad diesel engines. Exempted are engines used in Tier 4 Emissions Standards
railway locomotives and marine vessels, both of which have The Tier 4 emissions standards — to be phased-in from 2008-
their own regulations: engines used in underground mining 2015 — introduce substantial reductions of NOx (for engines
equipment, which are regulated by the Mine Safety and Health above 56 kW) and PM (above 19 kW), as well as more stringent
Administration (MSHA); and hobby engines (below 50 cm3 per HC limits. CO emissions limits remain unchanged from the Tier
cylinder). 2-3 stage.

A new definition of a compression-ignition (diesel) engine Engines up to 560 kW. Tier 4 emissions standards for
is used in the regulatory language since the 1998 rule. The engines up to 560 kW are listed in Table 3. In engines of
definition focuses on the engine cycle, rather than the ignition 56-560 kW rated power, the NOx and HC standards were
mechanism, with the presence of a throttle as an indicator to phased-in over a few year period, as indicated in the notes to
distinguish between diesel-cycle and otto-cycle operation. Table 3. The initial standards (PM compliance) are sometimes
Regulating power by controlling the fuel supply in lieu of a referred to as the ‘interim Tier 4’ (or ‘Tier 4i’), ‘transitional Tier
throttle corresponds with lean combustion and diesel-cycle 4’ or ‘Tier 4 A’, while the final standards (NOx/HC compliance)
operation. This language allows the possibility that a natural are sometimes referred to as ‘Tier 4 B’.
gas-fueled engine equipped with a sparkplug is considered a
compression-ignition engine.
As an alternative to introducing the required percentage of

Tier 1-3 Emissions Standards

Table 1. EPA Tier 1-3 Nonroad Diesel Engine Emissions Standards, g/kWh (g/bhp-hr)
The 1998 nonroad engine regu-
lations are structured as a 3-tiered Engine Power Tier Year CO HC NMHC+NOx NOx PM
progression. Each tier involves a kW < 8 Tier 1 2000 8.0 (6.0) - 10.5 (7.8) - 1.0 (0.75)
(hp < 11) Tier 2 2005 8.0 (6.0) - 7.5 (5.6) - 0.8 (0.6)
phase in (by horsepower rating)
over several years. Tier 1 standards 8 ≤ kW < 19 Tier 1 2000 6.6 (4.9) - 9.5 (7.1) - 0.8 (0.6)
(11 ≤ hp < 25) Tier 2 2005 6.6 (4.9) - 7.5 (5.6) - 0.8 (0.6)
were phased-in from 1996 to 2000.
The more stringent Tier 2 standards 19 ≤ kW < 37 Tier 1 1999 5.5 (4.1) - 9.5 (7.1) - 0.8 (0.6)
(25 ≤ hp < 50) Tier 2 2004 5.5 (4.1) - 7.5 (5.6) - 0.6 (0.45)
take effect from 2001 to 2006, and
37 ≤ kW < 75 Tier 1 1998 - - - 9.2 (6.9) -
yet more stringent Tier 3 standards
(50 ≤ hp < 100) Tier 2 2004 5.0 (3.7) - 7.5 (5.6) - 0.4 (0.3)
phase-in from 2006 to 2008 (Tier
Tier 3 2008 5.0 (3.7) - 4.7 (3.5) - -†
3 standards apply only for engines
75 ≤ kW < 130 Tier 1 1997 - - - 9.2 (6.9) -
from 37-560 kW).
(100 ≤ hp < 175) Tier 2 2003 5.0 (3.7) - 6.6 (4.9) - 0.3 (0.22)
Tier 3 2007 5.0 (3.7) - 4.0 (3.0) - -†
Tier 1-3 emissions standards are
130 ≤ kW < 225 Tier 1 1996 11.4 (8.5) 1.3 (1.0) - 9.2 (6.9) 0.54 (0.4)
listed in Table 1. Nonroad regula- (175 ≤ hp < 300) Tier 2 2003 3.5 (2.6) - 6.6 (4.9) - 0.2 (0.15)
tions are in the metric system of
Tier 3 2006 3.5 (2.6) - 4.0 (3.0) - -†
units, with all standards expressed
225 ≤ kW < 450 Tier 1 1996 11.4 (8.5) 1.3 (1.0) - 9.2 (6.9) 0.54 (0.4)
in grams of pollutant per kWh. (300 ≤ hp < 600) Tier 2 2001 3.5 (2.6) - 6.4 (4.8) - 0.2 (0.15)
Manufacturers who signed the 1998
Tier 3 2006 3.5 (2.6) - 4.0 (3.0) - -†
Consent Decrees with the EPA may
450 ≤ kW < 560 Tier 1 1996 11.4 (8.5) 1.3 (1.0) - 9.2 (6.9) 0.54 (0.4)
be required to meet the Tier 3 stan- (600 ≤ hp < 750) Tier 2 2002 3.5 (2.6) - 6.4 (4.8) - 0.2 (0.15)
dards one year ahead of schedule
Tier 3 2006 3.5 (2.6) - 4.0 (3.0) - -†
(i.e. beginning in 2005).
kW ≥ 560 Tier 1 2000 11.4 (8.5) 1.3 (1.0) - 9.2 (6.9) 0.54 (0.4)
(hp ≥ 750) Tier 2 2006 3.5 (2.6) - 6.4 (4.8) - 0.2 (0.15)
Voluntary, more stringent emis-
† Not adopted, engines must meet Tier 2 PM standard.
sions standards that manufacturers
could use to earn a designation of
Table 2. EPA Voluntary Emissions Standards for Nonroad Diesel Engines, g/kWh (g/bhp-hr)
“Blue Sky Series” engines (applicable
to Tier 1-3 certifications) are listed in Rated Power (kW) NMHC+NOx PM
Table 2. kW < 8 4.6 (3.4) 0.48 (0.36)
8 ≤ kW <19 4.5 (3.4) 0.48 (0.36)
Engines of all sizes must also meet 19 ≤ kW <37 4.5 (3.4) 0.36 (0.27)
smoke standards of 20/15/50% opac- 37 ≤ kW < 75 4.7 (3.5) 0.24 (0.18)
ity at acceleration/lug/peak modes, 75 ≤ kW <130 4.0 (3.0) 0.18 (0.13)
respectively. 130 ≤ kW < 560 4.0 (3.0) 0.12 (0.09)
kW ≥ 560 3.8 (2.8) 0.12 (0.09)

Produced in cooperation with: www.DieselNet.com

42 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

Tier 4 compliant engines, manufac- Table 3. Tier 4 Emissions Standards — Engines up to 560 kW, g/kWh (g/bhp-hr)
turers may certify all their engines
Engine Power Year CO NMHC NMHC+NOx NOx PM
to an alternative NOx limit in each
kW < 8 2008 8.0 (6.0) - 7.5 (5.6) - 0.4a (0.3)
model year during the phase-in (hp < 11)
period. These alternative NOx stan- 8 ≤ kW < 19 2008 6.6 (4.9) - 7.5 (5.6) - 0.4 (0.3)
dards are: (11 ≤ hp < 25)
• E ngines 56-130 kW: 19 ≤ kW < 37 2008 5.5 (4.1) - 7.5 (5.6) - 0.3 (0.22)
• Option 1: NOx = 2.3 g/kWh (25 ≤ hp < 50) 2013 5.5 (4.1) - 4.7 (3.5) - 0.03 (0.022)
= 1.7 g/bhp-hr (Tier 2 credits 37 ≤ kW < 56 2008 5.0 (3.7) - 4.7 (3.5) - 0.3b (0.22)
used to comply, MY 2012- (50 ≤ hp < 75) 2013 5.0 (3.7) - 4.7 (3.5) - 0.03 (0.022)
2013). 56 ≤ kW < 130 2012-2014c 5.0 (3.7) 0.19 (0.14) - 0.40 (0.30) 0.02 (0.015)
• Option 2: NOx = 3.4 g/kWh (75 ≤ hp < 175)
= 2.5 g/bhp-hr (no Tier 2 130 ≤ kW ≤ 560 2011-2014d 3.5 (2.6) 0.19 (0.14) - 0.40 (0.30) 0.02 (0.015)
credits claimed, MY 2012- (175 ≤ hp ≤ 750)
2014).
a
- hand-startable, air-cooled, DI engines may be certified to Tier 2 standards through 2009 and to an
optional PM standard of 0.6 g/kWh starting in 2010
•Engines 130-560 kW: NOx = b
- 0.4 g/kWh (Tier 2) if manufacturer complies with the 0.03 g/kWh standard from 2012
2.0 g/kWh = 1.5 g/bhp-hr (MY c
- PM/CO: full compliance from 2012; NOx/HC: Option 1 (if banked Tier 2 credits used)—50% engines
2011-2013). must comply in 2012-2013; Option 2 (if no Tier 2 credits claimed)—25% engines must comply in 2012-
2014, with full compliance from 2014.12.31
Engines Above 560 kW. Tier
d
- PM/CO: full compliance from 2011; NOx/HC: 50% engines must comply in 2011-2013
4 emissions standards for engines
above 560 kW are listed in Table 4. Table 4. Tier 4 Emissions Standards — Engines Above 560 kW, g/kWh (g/bhp-hr)
The 2011 standards are sometimes Year Category CO NMHC NOx PM
referred to as ‘transitional Tier 4’, 2011 Generator sets > 900 kW 3.5 (2.6) 0.40 (0.30) 0.67 (0.50) 0.10 (0.075)
while the 2015 limits represent final All engines except gensets > 3.5 (2.6) 0.40 (0.30) 3.5 (2.6) 0.10 (0.075)
Tier 4 standards. 900 kW
2015 Generator sets 3.5 (2.6) 0.19 (0.14) 0.67 (0.50) 0.03 (0.022)
Other Provisions. The Tier 4 All engines except gensets 3.5 (2.6) 0.19 (0.14) 3.5 (2.6) 0.04 (0.03)
regulation and later amendments
include a number of additional pro- Transitional Period Flexibility
visions. Nonroad emission regulations include flexibilities that allow
• Smoke Opacity—Existing Tier 2-3 smoke opacity stan- equipment manufacturers to install exempted engines (i.e., those
dards and procedures continue to apply in some engines. not required to meet applicable standards) during the transitional
Exempted from smoke emission standards are engines certi- period to a more stringent tier of standards. Similar to the on-road
fied to PM emission standards at or below 0.07 g/kWh. regulations, manufacturers of nonroad equipment are allowed
• Crankcase Ventilation—The Tier 4 regulation does not to use their engine inventory. While the exact engine quantities
require closed crankcase ventilation in nonroad engines. are not specified, it has been the EPA practice to allow the use of
However, in engines with open crankcases, crankcase emis- exempted engines for a three-month production period and—in
sions must be measured and added to exhaust emissions in some cases—beyond. Under the regulations, this provision may
assessing compliance. not be used to stockpile engines that were built before new stan-
• DEF Refill Interval—For SCR-equipped nonroad diesel dards take effect.
engines, a minimum DEF (urea solution) refill interval is
defined as at least as long (in engine-hours) as the vehicle’s The Equipment Manufacturer Flexibility, also referred to as the
fuel capacity. Transition Program for Equipment Manufacturers (TPEM), allows
• Ammonia Emissions—While ammonia emissions are unreg- equipment manufacturers to install a limited number of exempted
ulated, the EPA recommends that ammonia slip should be engines during a seven-year period after the Tier 4 effective
below 10 ppm average over the applicable test cycles. dates. During the seven-year period of the general availability of
• Emergency Operation—To facilitate the use of certain allowances, manufacturers are allowed to continue using Tier 3
nonroad engines in temporary emergency situations, the engines after the Tier 4i standards become effective. If a manu-
engines can be equipped with an AECD to override perfor- facturer chooses not to use this flexibility (does not use any Tier
mance inducements related to the emission control system. 3 engines during the specified period), he is allowed the delayed
This flexibility is intended primarily for engines used in availability of allowances. During the delayed allowances period,
construction equipment and portable equipment used for the manufacturer can use Tier 4i engines after the effective dates
temporary power generation and flood control. of the Tier 4 final standards. The general and delayed allowances
• ABT Program—Similarly to earlier standards, the Tier 4 periods cannot be combined. The maximum number of exempted
regulation includes such provisions as averaging, banking engines allowed for an equipment manufacturer within the seven-
and trading of emission credits and FEL limits for emission year period is determined by one of two options:
averaging. • Percentage-of-Production Allowance—The number of units
with exempted engines is calculated using a percentage of

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 43
Emissions Reference Guide & Standards

the total sales within each power category relative to the total rule. Since there is no standardized EPA method for measuring
US-directed production volume. The sum of these percent- methane in diesel engine exhaust, manufacturers can either use
ages within a power category during the seven-year period their own procedures to analyze nonmethane hydrocarbons or
may not exceed 80%. measure total hydrocarbons and subtract 2% from the mea-
• Small-Volume Allowance—Alternatively, a specific number sured hydrocarbon mass to correct for methane.
of exempted engines may be determined using one of the
following approaches: Engine Useful Life
• Up to 700 units with exempted engines within a power cat- Emissions standards listed in the tables must be met over the
egory during the seven-year period, with no more than 200 entire useful life of the engine. EPA requires the application of
units in any single year within a power category. Exempted deterioration factors (DFs) to all engines covered by the rule.
engines within a power category must be from a single The DF is a factor applied to the certification emissions test data
engine family within a given year. to represent emissions at the end of the useful life of the engine.
• For engines below 130 kW, up to 525 units within a power The engine useful life and the in-use testing liability period, as
category during the seven-year period, with no more than defined by the EPA for emissions testing purposes, are listed in
150 units in any single year within a power category. For Table 5 for different engine categories. The Tier 4 rule main-
engines ≥ 130 kW, up to 350 units within a power category tains the same engine useful life periods.
during the seven-year period, with no more than 100 units
in any single year within a power category. Exemptions Table 5. Useful Life and Recall Testing Periods
may apply to engines from multiple engine families in a Recall Testing
given year. Power Rated Engine Useful Life
Period
Rating Speed
hours years hours years
Test Cycles and Fuels < 19 kW all 3000 5 2250 4
Nonroad engine emissions are measured on a steady-state test 19-37 kW constant speed 3000 5 2250 4
cycle that is nominally the same as the ISO 8178 C1, 8-mode engines ≥ 3000
rpm
steady-state test cycle. Other ISO 8178 test cycles are allowed for
all others 5000 7 3750 5
selected applications, such as constant-speed engines (D2 5-mode
>37 kW all 8000 10 6000 7
cycle), variable-speed engines rated under 19 kW (G2 cycle), and
marine engines (E3 cycle).
Environmental Benefit and Cost
Transient Testing. Tier 4 standards have to be met over both 1998 Regulation: At the time of signing the 1998 rule, the
the steady-state test and the nonroad transient cycle, NRTC. EPA estimated that by 2010 NOx emissions would be reduced
The transient testing requirements begin with MY 2013 for by about a million tons per year, the equivalent of taking 35
engines below 56 kW, in 2012 for 56-130 kW, and in 2011 for million passenger cars off the road.
130-560 kW engines. Engines above 560 kW are not tested on The costs of meeting the emission standards were expected
the transient test. Also constant-speed, variable-load engines to add under 1% to the purchase price of typical new nonroad
of any power category are not subject to transient testing. The diesel equipment, although for some equipment the standards
NRTC protocol includes a cold start test. The cold start emis- may cause price increases on the order of 2-3%. The program
sions are weighted at 5% and hot start emissions are weighted was expected to cost about $600 per ton of NOx reduced.
at 95% in calculating the final result.
Tier 4 Regulation: When the full inventory of older nonroad
Tier 4 nonroad engines will also have to meet not-to-exceed engines are replaced by Tier 4 engines, annual emission reduc-
standards (NTE), which are measured without reference to any tions are estimated at 738,000 tons of NOx and 129,000 tons
specific test schedule. The NTE standards became effective in of PM. By 2030, 12,000 premature deaths would be prevented
2011 for engines above 130 kW; in 2012 for 56-130 kW; and annually due to the implementation of the proposed standards.
in 2013 for engines below 56 kW. In most engines, the NTE
limits are set at 1.25 times the regular standard for each pol- The estimated costs for added emission controls for the vast
lutant (in engines certified to NOx standards below 2.5 g/kWh majority of equipment was estimated at 1-3% as a fraction of
or PM standards below 0.07 g/kWh, the NTE multiplier is 1.5). total equipment price. For example, for a 175 hp bulldozer that
The NTE standards apply to engines at the time of certification, costs approximately $230,000 it would cost up to $6900 to add
as well as in use throughout the useful life of the engine. The the advanced emission controls and to design the bulldozer to
purpose of the added testing requirements is to prevent the accommodate the modified engine.
possibility of “defeating” the test cycle by electronic engine
controls and producing off-cycle emissions. EPA estimated that the average cost increase for 15 ppm S
Certification Fuels. Fuels with sulfur levels no greater than fuel would be 7 cents per gallon. This figure would be reduced
0.2 wt% (2,000 ppm) are used for certification testing of Tier to 4 cents by anticipated savings in maintenance costs due to
1-3 engines. From 2011, all Tier 4 engines will be tested using low sulfur diesel.
fuels of 7-15 ppm sulfur content.
A change from measuring total hydrocarbons to nonmeth-
ane hydrocarbons (NMHC) has been introduced in the 1998

Produced in cooperation with: www.DieselNet.com

44 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

Table 1. Emissions Requirements for Non-Emergency

Emissions Standards: U.S.A. Stationary Engines
Stationary Diesel Engines Displacement (D) Power Year
Emissions
Certification
(NSPS) ≤ 3000 hp 2007+
Nonroad Tier
D < 10 L 2/3/4
Background per cylinder 2007-2010 Nonroad Tier 1
> 3000 hp
The new source performance standards (NSPS) for recipro- 2011+ Nonroad Tier 2/4
cating internal combustion engines (RICE) establish US federal Marine Cat. 2 Tier
10 ≤ D < 30 L
All 2007+ 2/3/4 (Tier 3/4
emission requirements for compression ignition (CI) stationary per cylinder
proposed)
engines. The Compression Ignition NSPS rule was adopted Marine Cat. 3
in 2006 [EPA 2006] and amended on several occasions [EPA 2010-2011
Tier 1 (proposed)
2011][EPA 2016]. NSPS emission regulations for stationary D ≥ 30 L
All Marine Cat. 3
CI engines are published in the Code of Federal Regulations per cylinder
2012+ Tier 2/3
(CFR), Title 40, Part 60, Subpart IIII. (proposed)

The emission standards apply to engines whose construc- requirements.

tion, modification or reconstruction commenced after July 11, • E ngines of displacement above 10 liters per cylinder must
2005—the date the proposed rule was published in the Federal meet emission standards for marine engines.
Register.
Two groups of standards have been adopted: (1) for engine
Fuel Program. The NSPS rule introduced low sulfur fuel manufacturers, and (2) for engine owners/operators. Beginning
requirements for CI stationary engines, as follows: with model year (MY) 2007, engine manufactures are required
• Engines below 30 liters per cylinder: to emission certify stationary engines, and so they are respon-
•N  o more than 500 ppm sulfur by October 2007. sible for compliance. During the transitional period before the
• Ultra-low sulfur diesel (15 ppm sulfur) by October 2010. MY 2007, engines can be sold that are not emission certified.
• Engines ≥ 30 liters per cylinder: 1,000 ppm sulfur fuel from In that case, the engine owner/operator is responsible for emis-
2014. sion compliance.

These fuel requirements are consistent with those for mobile Standards for Engine Manufacturers. Emission certifica-
nonroad engines and marine engines. Some of the fuel quality tion requirements for stationary non-emergency diesel engines
are summarized in Table 1. All stationary engines must be cer-
requirements are delayed in areas of Alaska.
tified to the respective standards, as applicable for the model
year and maximum engine power (and displacement per cylin-
Economic Impact. The EPA estimated that the 2006 rule
der in marine standards).
would affect 81,500 new stationary diesel engines. Emission
reductions would occur gradually from 2005 to 2015, with the
Engines in “remote areas” of Alaska are allowed to use Tier
total nationwide annual costs for the rule to be $57 million in
3 engines in lieu of Tier 4 engines. The requirements to use
2015.
Tier 4 engines with “add-on” emission controls were removed
The following are EPA estimates of the price increase for
in two steps: in 2011 for NOx [EPA 2011] and in 2019 for PM
the compliant equipment due to the added cost of emission
[EPA 2019].
controls (year 2015):
• Irrigation systems: 2.3%. Stationary CI engines can be designed to allow operators to
• Pumps and compressors: 4.3%. temporarily override performance inducements related to the
• Generator sets and welding equipment: 10.0%. emission control system—for instance, to allow engine opera-
tion without urea in the SCR system—in case of emergency that
Emission Standards presents a risk to human life [EPA 2016]. This facilitates the use
The standards apply to emissions of NOx, PM, CO, and of stationary CI engines to perform life-saving work during fires,
NMHC. They are expressed in units of g/kWh and smoke floods, hurricanes, and other emergency situations. During the
standards as a percentage. No new emission limits were devel- emergency situation, the engine must meet the Tier 1 emission
oped for stationary engines. Rather, the engines are required to standards.
meet emission standards for various types of mobile engines,
depending on the engine size and application: Emission certification requirements also apply to emergency
• Engines of displacement below 10 liters per cylinder must engines from 2007, but the certification levels are less stringent:
meet Tier 1 through Tier 4 emission standards for mobile • Emergency engines that are not fire pump engines must be
nonroad diesel engines (almost all stationary engines in certified to the standards shown in Table 1, with the excep-
the USA belong to this size category). Engines used only tion of standards (including nonroad Tier 4 and marine
for emergencies, for example stand-by generator sets, Category 3 Tier 3) that require “add-on” controls such as
are exempted from the most stringent Tier 4 emission diesel particulate filters or NOx reduction catalysts.

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 45
Emissions Reference Guide & Standards

• Emergency fire pump engines must be certified to stan- Subpart JJJJ.

dards that are generally based on nonroad Tier 1 and Tier
2, with Tier 2 becoming effective around 2008-2011, The NSPS regulations for SI engines define a number of
depending on the engine power category. emission standards, depending on the engine maximum power,
fuel, application, and other factors. Depending on the engine
The time allowed for maintenance and testing of emergency category, the onus for compliance is either on the engine
engines is 100 hours per year. manufacturer or the engine owners/operators. Engines rated at
19 kW or less and non-emergency gasoline and rich burn LPG
Standards for Engine Owners/Operators. Depending on engines rated above 19 kW require the engine manufacturer
the engine category, owners and operators are responsible for to certify the engine. For non-emergency natural gas and lean
emission compliance as follows: burn LPG engines as well as all emergency engines rated above
19 kW, engine operators are allowed two alternative compli-
• E ngines < 30 liters per cylinder ance methods—by either purchasing a manufacturer certified
• Pre-2007: engine or else by demonstrating compliance through emission
• E ngines < 10 liters per cylinder must meet nonroad testing in the field.
Tier 1 emission standards.
• E ngines ≥ 10 liters per cylinder must meet MARPOL Many of the SI NSPS standards are based on nonroad emis-
Annex 6 NOx limits (Tier 1 marine standards) sion standards for the corresponding non-stationary (i.e.,
mobile or portable) SI engine categories. These standards are
• 2 007 and later: owners/operators must buy emission expressed in g/kWh or g/bhp-hr. Some of the in-use standards
certified engines are also expressed in terms of volumetric concentrations (such
• Engines ≥ 30 liters per cylinder: as volume ppm, dry, corrected to 15% O2).
•U  nder the 2006 rule, owners/operators are required to
reduce NOx emissions by 90%, or alternatively they The SI NSPS standards for stationary engines are struc-
must limit NOx to 1.6 g/kWh (1.2 g/hp-hr). tured as follows:
•O  wners/operators are also required to reduce PM • Engines ≤ 19 kW (25 hp)
emissions by 60%, or alternatively they must limit PM • Engines > 19 kW (25 hp)
to 0.15 g/kWh (0.11 g/hp-hr).
•U  nder the 2011 rule, engines must be certified to the • Non-emergency engines:
standards shown in Table 1. • Gasoline and rich burn liquefied petroleum gas (LPG)
engines.
Owners/operators of pre-2007 engines < 30 liters per cyl- •N  atural gas (NG) and lean burn LPG engines.
inder can demonstrate compliance by purchasing a certified • L andfill/digester gas engines.
engine. If a non-certified engine is purchased, compliance • E mergency engines.
may be demonstrated using emission test results from a test
conducted on a similar engine; data from the engine manu- Fuel Requirements. In addition to emission standards, the
facturer; data from the control device vendor; or conducting a 2008 rule introduced a requirement that owners and operators
performance test. If in-use performance test is conducted, the who use gasoline in their stationary SI engine must use gasoline
owner would be required to meet not-to-exceed (NTE) emis- that meets the requirements of 40 CFR 80.195, which include
sion standards instead of the respective certification emission a gasoline sulfur per gallon cap of 80 ppm.
standards. Pre-2007 engines must meet NTE standards of 1.25
× the applicable certification emission standard. The informa- Test Cycles. For engines that must be certified by the manu-
tion which demonstrates engine compliance and the appropri- facturer or which are voluntarily certified by the manufacturer,
ate maintenance records must be kept on site. discreet or ramped mode cycles with 2-6 modes are used.
Engines certified by the engine operator are certified within
Owners/operators of engines ≥ 30 liters per cylinder must 10% of 100% peak load or the highest achievable load.
conduct an initial performance test to demonstrate emissions
compliance (NOx is measured using EPA Method 7E, PM using Volatile Organic Compounds (VOC). NSPS standards for
EPA Method 5 [40 CFR part 60 appendix A]). The NTE stan- some engine types limit VOC emissions. A number of different
dards do not apply to engines ≥ 30 liters per cylinder. Spark- test procedures are allowed to determine VOCs. Formaldehyde
Ignition (SI) Engines (NSPS) should not be included when determining VOC emissions.
Engine manufacturers are allowed to exclude methane and
The new source performance standards (NSPS) for recipro- ethane from the determinations of VOCs. Some of the methods
cating internal combustion engines (RICE) establish US federal allowed for field testing for certification by operators can be
emission requirements for a number of categories of spark operated to exclude methane and ethane.
ignition (SI) engines. The Spark Ignition NSPS rule was adopted
in 2008 [EPA 2008] and amended in 2011 [EPA 2011]. NSPS
emission regulations for stationary SI engines are published
in the Code of Federal Regulations (CFR), Title 40, Part 60,

Produced in cooperation with: www.DieselNet.com

46 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

• Engines ≤ 500 hp constructed or reconstructed before

Emissions Standards: U.S.A. June 12, 2006.
Existing Stationary Engines • Engines > 500 hp constructed or reconstructed before
December 19, 2002.
(NESHAP) “New” engines or “reconstructed” engines are those con-
structed or reconstructed, respectively, after the above dates.
Background
The U.S. Environmental Protection Agency (EPA) issued a Emergency Engines. The NESHAP requirements apply to
number of rules to control emissions of toxic air pollutants from engines used for non-emergency purposes. The following
existing stationary reciprocating internal combustion engines operational requirements must be met by emergency engines:
(RICE): • There is no time limit on the use in emergency situations
Over 2011-2013, the EPA introduced several amendments (e.g., power outage, fire, flood).
and clarifications to the 2010 regulations [EPA 2011][EPA • The engine may be used for up to 100 hours per calendar
2013]. These amendments relaxed some of the emission year for maintenance checks, testing, and for emergency
requirements—such as by extending the allowable annual use demand response (i.e., blackout and brownout preven-
periods for emergency engines and withdrawing emission stan- tion).
• The engine may be used for up to 50 hours per year for
dards for SI engines in remote are-as.
certain non-emergency uses such as local reliability (the
operation counts toward the above 100-hour limit).
The rules, entitled National Emission Standards for Hazardous
Air Pollutants (NESHAP) for Reciprocating Internal Combustion
Engines, are intended to reduce emissions of toxic air pollut- Emissions Standards
ants—such as formaldehyde (HCHO), acetaldehyde, acro-lein, The NESHAP regulations include three types of emission
standards:
methanol and other air toxics—from several categories of previ-
• Emission Limits—Limits for lean-burn engines are expressed
ously unregulated stationary engines. The EPA has determined
as volumetric, dry CO concentrations (ppm) at 15% O2.
that carbon monoxide (CO) can be often used as an appropri-
Limits for rich-burn SI engines are expressed as volumetric,
ate surrogate for formaldehyde. Since testing for CO emissions
dry concentrations of HCHO (ppm or ppb) at 15% O2. The
has many advantages over testing for emissions of hazardous
standards must be met during any operating conditions,
air pollutants (HAP), many of the emission standards have been
except during periods of start-up (of maximum 30 minutes).
finalized in terms of CO as the only regulated pollutant.
Emissions are tested at 100% load.
• 
Percentage CO/HCHO Reductions—Alternative compli-
The NESHAP regulations for stationary engines are published
ance options are available in certain engine categories,
in Title 40, Part 63, Subpart ZZZZ (63.6580) of the Code of expressed as percentage CO or HCHO/THC emission
Federal Regulations (CFR). Regulatory docu-ments as well as reductions. These reductions can be achieved by retrofitting
fact sheets and related information can be also found in the US engines with emission controls.
EPA stationary engine pages. • Equipment Standards—Engines must be retrofitted with

Applicability Table 1. NESHAP Emissions Requirements for Stationary Diesel (CI) Engines
The applicability of the emissions Engine Category Emissions Standard Alternative CO Reduction
standards depends on the classi- Area Sources
fication of the source of air toxics Non-Emergency 300 < hp ≤ 500 49 ppmvd CO 70%
emissions. “Major sources” of air Non-Emergency > 500 hp 23 ppmvd CO 70%
toxics are defined as those that emit Major Sources
10 short tons per year of a single Non-Emergency 100 ≤ hp ≤ 300 230 ppmvd CO -
air toxic or 25 short tons per year Non-Emergency 300 < hp ≤ 500 49 ppmvd CO 70%
Non-Emergency > 500 hp 23 ppmvd CO 70%
of a mixture of air toxics. “Area
sources” are those sources that are
not “major sources”. Table 2. NESHAP Emissions Requirements for Stationary Gas (SI) Engines
Emissions Alternative CO/
The NESHAP rules are applicable Engine Category
Standard HCHO Reduction
to “existing” diesel and SI engines, Area Sources
as determined by their date of con- 4SLB, Non-Emergency > 500 hp 47 ppmvd CO 93% CO
struction or reconstruction: 4SRB, Non-Emergency > 500 hp 2.7 ppmvd HCHO 76% HCHO
•
“Area sources” of air toxics Major Sources
emissions: Engines constructed 2SLB, Non-Emergency 100 ≤ hp ≤ 500 225 ppmvd CO -
or reconstructed before June 4SLB, Non-Emergency 100 ≤ hp ≤ 500 47 ppmvd CO -
12, 2006. 4SRB, Non-Emergency 100 ≤ hp ≤ 500 10.3 ppmvd HCHO -
•
“Major sources” of air toxics Landfill/Digester Gas, Non-Emergency 100 ≤ hp ≤ 500 177 ppmvd CO -
emissions: 4SRB, Non-Emergency > 500 hp 350 ppmvd HCHO 76% HCHO

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 47
 Emissions Reference Guide & Standards

Table 3. NESHAP Emissions Requirements for new CI and SI Engines at Major Sources 88 25098-25352, May 6, 2008]. Tier 3
Alternative CO/ standards, to be met by engine design
Engine Category Emissions Standard methods, become effective from
HCHO Reduction
CI Engines 2011/12. Tier 4 standards, which
Non-Emergency > 500 hp 580 ppb CH2O 70% CO are expected to require exhaust gas
SI Engines aftertreatment technologies, become
2SLB, Non-Emergency > 500 hp 12 ppm CH2O 58% CO effective from 2015. The 2008 regu-
4SLB, Non-Emergency > 250 hp 14 ppm CH2O 93% CO lation also includes more stringent
4SRB, Non-Emergency > 500 hp 350 ppb CH2O 76% CH2O emissions standards for remanufac-
Note: New limited use engines >500 hp at major sources do not meet any emission standards under the tured Tier 0-2 locomotives.
NESHAP
Test Cycles. Locomotive emis-
emission controls: oxidation catalysts on lean-burn engines sions are measured over two steady-
and NSCR catalysts on rich-burn engines. state test cycles which represent two different types of service
including (1) line-haul and (2) switch locomotives. The duty
Engine Standards. The standards for existing stationary diesel cycles include different weighting factors for each of the 8 throt-
engines are listed in Table 1. Standards for spark ignition, gas- tle notch modes, which are used to operate locomotive engines
fired stationary engines are summarized in Table 2. NESHAP at different power levels, as well as for idle and dynamic brake
standards for new engines are also applicable to certain catego- modes. The switch operation involves much time in idle and low
ries of new CI and SI engines located at major sources, shown power notches, whereas the line-haul operation is characterized
in Table 3. by a much higher percentage of time in the high power notches,
especially notch 8.
Locomotive certification and compliance programs include
Emissions Standards: U.S.A. several provisions, including production line testing (PLT) pro-
gram, in-use compliance emissions testing, as well as averaging,
Locomotives banking and trading (ABT) of emissions.

Background Fuels. To enable catalytic aftertreatment methods at the Tier

U.S. emissions standards for railway locomotives apply 4 stage, the EPA regulated (as part of the nonroad Tier 4 rule)
to newly manufactured, as well as remanufactured railroad the availability of low sulfur diesel fuel for locomotive engines.
locomotives and locomotive engines. The standards have been Sulfur limit of 500 ppm is effective as of June 2007, sulfur limit
adopted by the EPA in two regulatory actions: of 15 ppm from June 2012.
•T ier 0-2 standards: The first emissions regulation for rail- Emissions regulations for locomotives and locomotive
road locomotives was adopted on December 17, 1997 engines can be found in the U.S. Code of Federal Regulations,
[63 FR 18997-19084, April 16, 1998]. The rulemaking, which
40 CFR Parts 85, 89 and 92.
became effective from 2000, applies to locomotives origi-
nally manufactured from 1973, any time they are manu- Tier 0-2 Standards
factured or remanufactured. Tier 0-2 standards are met Three separate sets of emissions standards have been adopt-
though engine design methods, without the use of exhaust ed, termed Tier 0, Tier 1, and Tier 2. The applicability of the
gas aftertreatment. standards depends on the date a locomotive is first manufac-
•T ier 3-4 standards: A regulation signed on March 14, 2008 tured, as follows:
introduced more stringent emissions requirements [73 FR • Tier 0 — The first set of standards applies (effective 2000)
to locomotives and locomotive engines originally manu-
factured from 1973 through 2001, any time they are manu-
Table 1. Tier 0-2 Locomotive Emissions Standards, g/bhp-hr
factured or remanufactured.
Duty Cycle HC* CO NOx PM • Tier 1 — These standards apply to locomotives and
Tier 0 (1973-2001) locomotive engines originally manufactured from 2002
Line-haul 1.0 5.0 9.5 0.60 through 2004. These locomotives and locomotive engines
Switch 2.1 8.0 14.0 0.72 are required to meet the Tier 1 standards at the time of the
Tier 1 (2002-2004) manufacture and each subsequent remanufacture.
Line-haul 0.55 2.2 7.4 0.45 • Tier 2 — This set of standards applies to locomotives
Switch 1.2 2.5 11.0 0.54 and locomotive engines originally manufactured in 2005
Tier 2 (2005 and later)
Line-haul 0.3 1.5 5.5 0.20
Table 2. Locomotive Smoke Standards, % opacity (normalized)
Switch 0.6 2.4 8.1 0.24
Non-Regulated Locomotives (1997 estimates) Steady-state 30-sec peak 3-sec peak
Line-haul 0.5 1.5 13.5 0.34 Tier 0 30 40 50
Switch 1.1 2.4 19.8 0.41 Tier 1 25 40 50
* HC standard is in the form of THC for diesel engines Tier 2 and later 20 40 50

Produced in cooperation with: www.DieselNet.com

48 POWER SOURCING GUIDE 2022-2023
 Emissions Reference Guide & Standards

and later. Tier 2 locomotives and locomotive engines are technologies, such as particulate filters for PM control, and
required to meet the applicable standards at the time of urea-SCR for NOx emissions control.
original manufacture and each subsequent remanufacture.
The locomotive regulations apply for locomotives origi-
Exempted from the emissions standards are electric locomo- nally built in or after 1973 that operate extensively within the
tives, historic steam-powered locomotives, and locomotives United States. Exceptions include (1) historic steam-powered
originally manufactured before 1973. locomotives, (2) electric locomotives, and (3) some existing
The Tier 0-2 emissions standards, as well as typical emis- locomotives owned by small businesses. Furthermore, engines
sions rates from non-regulated locomotives, are listed in used in locomotive-type vehicles with less than 750 kW total
Table 1. A dual cycle approach has been adopted in the power (used primarily for railway maintenance), engines used
regulation, i.e., all locomotives are required to comply with only for hotel power (for passenger railcar equipment), and
both the line-haul and switch duty cycle standards, regardless engines that are used in self-propelled passenger-carrying rail-
of intended usage. Locomotive engines must also meet smoke cars, are excluded from the regulations. The engines used in
opacity standards, Table 2. these smaller locomotive-type vehicles are generally subject
to the nonroad engine requirements.
Tier 3-4 Standards The emissions standards are summarized in Table 3 and
The 2008 regulation strengthens the Tier 0-2 standards for
Table 4. The Tier 0-2 standards apply to existing locomotives
existing locomotives, and introduces new Tier 3 and Tier 4 of the indicated manufacture years (MY) at the time they are
emissions standards: remanufactured, beginning from the effective date. The Tier
• Tier 0-2 standards — More stringent emissions standards 3-4 standards apply to locomotives of the indicated manufac-
for existing locomotives when they are remanufactured. ture years at the time they are newly built or remanufactured.
• Tier 3 standards — Near-term engine-out emissions stan- Tier 3-4 locomotives must also meet smoke opacity stan-
dards for newly-built and remanufactured locomotives. dards as specified in Table 2.
Tier 3 standards are to be met using engine technology. Manufacturers may certify Tier 0-2 locomotives to an alter-
• Tier 4 standards — Longer-term standards for newly built nate CO emissions standard of 10.0 g/bhp-hr if they also certify
and remanufactured locomotives. Tier 4 standards are those locomotives to alternate PM standards less than or equal
expected to require the use of exhaust gas aftertreatment to one-half of the otherwise applicable PM standard.

Locomotives may discharge crankcase emissions to the

Table 3. Line-Haul Locomotive Emissions Standards, g/bhp-hr
ambient atmosphere if the emissions are added to the exhaust
Tier MY Date HC CO NOx PM emissions (either physically or mathematically) during all emis-
Tier 0a 1973-1992c 2010d 1.00 5.0 8.0 0.22 sions testing.
Tier 1a 1993c-2004 2010d 0.55 2.2 7.4 0.22
Tier 2 a
2005-2011 2010d 0.30 1.5 5.5 0.10e Useful Life. The emissions standards apply to new and/or
Tier 3b 2012-2014 2012 0.30 1.5 5.5 0.10 remanufactured locomotives for their useful life. The useful
Tier 4 2015 or later 2015 0.14f 1.5 1.3f 0.03 life, generally specified as MW-hrs and years, ends when either
a
- Tier 0-2 line-haul locomotives must also meet switch standards of the of the values (MW-hrs or years) is exceeded or the locomotive
same tier. is remanufactured.
b
- Tier 3 line-haul locomotives must also meet Tier 2 switch standards.
c
- 1993-2001 locomotive that were not equipped with an intake air coolant The minimum useful life in terms of MW-hrs is equal to
system are subject to Tier 0 rather than Tier 1 standards.
the product of the rated horsepower multiplied by 7.50. The
d
- As early as 2008 if approved engine upgrade kits become available.
e
- 0.20 g/bhp-hr until January 1, 2013 (with some exceptions). minimum useful life in terms of years is 10 years. For locomo-
f
- Manufacturers may elect to meet a combined NOx+HC standard of tives originally manufactured before January 1, 2000 and not
1.4 g/bhp-hr. equipped with MW-hr meters, the minimum useful life is equal
to 750,000 miles or 10 years, whichever is reached first. The
minimum emissions warranty period is one-third of the useful
Table 4. Switch Locomotive Emissions Standards, g/bhp-hr life (with some exceptions).
Tier MY Date HC CO NOx PM
Tier 0 1973-2001 2010b 2.10 8.0 11.8 0.26
Tier 1a 2002-2004 2010b 1.20 2.5 11.0 0.26
Tier 2a 2005-2010 2010b 0.60 2.4 8.1 0.13c
Tier 3 2011-2014 2011 0.60 2.4 5.0 0.10
Tier 4 2015 or later 2015 0.14d 2.4 1.3d 0.03
a
- Tier 1-2 switch locomotives must also meet line-haul standards of the
same tier.
b
- As early as 2008 if approved engine upgrade kits become available.
c
- 0.24 g/bhp-hr until January 1, 2013 (with some exceptions).
d
- Manufacturers may elect to meet a combined NOx+HC standard of
1.3 g/bhp-hr.

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 49
Emissions Reference Guide & Standards

1999]. The adopted Tier 2 standards for Category 1 and 2

Emissions Standards: U.S.A. engines are based on the land-based standard for nonroad
engines, while the largest Category 3 engines are expected
Marine Diesels — but not required by the rule — to comply with IMO
MARPOL Annex 6 limits.
• 2002 Recreational Engine Rule — Diesel engines used in recre-
Background ational vessels are covered in the “Emissions Standards for New
Engine Categories. For the purpose of emissions regula- Nonroad Engines — Large Industrial Spark-ignition Engines,
tions, marine engines are divided into three categories based Recreational Marine Diesel Engines, and Recreational Vehicles”
on displacement (swept volume) per cylinder, as shown in regulation, signed on September 13, 2002 [40 CFR Part 89 et al.]
Table 1. Each of the categories represents a different engine [67 FR 68241-68447, November 8, 2002].
technology. Categories 1 and 2 are further divided into sub- •2 003 Category 3 Engine Rule — The decision to leave
categories, depending on displacement and net power output. the largest Category 3 engines unregulated triggered a
law suit against the EPA by environ-
Table 1. Marine Engine Categories mental organizations. A court set-
Displacement per Cylinder (D)
tlement was reached that required
Category Basic Engine Technology the EPA to develop NOx emissions
Tier 1-2 Tier 3-4
1 D < 5 dm †3
D < 7 dm3
Land-based nonroad diesel
limits for Category 3 engines. The
2 5 dm ≤ D < 30 dm
3 3
7 dm ≤ D < 30 dm
3 3
Locomotive engine final rule “Control of Emissions
3 D ≥ 30 dm 3
Unique marine engine design From New Marine Compression-
† And power ≥ 37 kW Ignition Engines at or Above 30
Liters Per Cylinder” [40 CFR Part 9
and 94][68 FR 9745-9789, February 28,
Category 3 marine diesel engines typically range in size from 2003] — signed by the EPA in January 2003 — establishes
2,500 to 70,000 kW (3,000 to 100,000 hp). These are very large Tier 1 emissions standards for marine engines virtually
marine diesel engines used for propulsion power on ocean- equivalent to the IMO MARPOL Annex 6 limits.
going vessels such as container ships, oil tankers, bulk carriers, • 2008 Category 1/2 Engine Rule — A regulation signed on
and cruise ships. Emissions control technologies which can be March 14, 2008 introduced Tier 3 and Tier 4 emissions stan-
used on these engines are limited. An important limitation is dards for marine diesel engines [73 FR 88 25098-25352, May 6,
the residual fuel on which they are operated. This fuel is the 2008]. The Tier 4 emissions standards are modeled after the
by-product of distilling crude oil to produce lighter petroleum 2007/2010 highway engine program and the Tier 4 nonroad
products. It possesses high viscosity and density, which affects rule, with an emphasis on the use of emissions aftertreatment
ignition quality, and it typically has high ash, sulfur and nitrogen technology. To enable catalytic aftertreatment methods, the
content in comparison to marine distillate fuels. Furthermore, EPA established a sulfur cap in marine fuels (as part of the
residual fuel parameters are highly variable because its content is nonroad Tier 4 rule). Sulfur limit of 500 ppm becomes effec-
not regulated. The EPA estimated that residual fuel can increase tive in June 2007, sulfur limit of 15 ppm in June 2012 (the
sulfur limits are not applicable to residual fuels).
engine NOx emissions from 20-50% and PM from 750% to
• 2009 Category 3 Engine Rule — On December 18, 2009,
1250% (sulfate particulates) when compared to distillate fuel.
the EPA signed a new emissions rule for Category 3
Category 1 and Category 2 marine diesel engines typically
engines (published April 30, 2010), which introduced Tier
range in size from about 500 to 8,000 kW (700 to 11,000 hp).
2 and Tier 3 standards in harmonization with the 2008
These engines are used to provide propulsion power on many Amendments to IMO MARPOL Annex 6.
kinds of vessels including tugboats, pushboats, supply vessels,
fishing vessels, and other commercial vessels in and around
Applicability
ports. They are also used as stand-alone generators for auxiliary 1999 Marine Engine Rule. The scope of application of the
electrical power on many types of vessels. marine engine rule covers all new marine diesel engines at
or above 37 kW (50 hp) (engines below 37 kW must comply
Regulatory Acts. Emissions from marine diesel engines with the nonroad standards). Regulated engines include both
(compression ignition engines) have been regulated through a propulsion and auxiliary marine diesel engines. A propulsion
number of rules — the first one issued in 1999 — applicable engine is one that moves a vessel through the water or assists in
to different engine categories. Certain overlap also exists with guiding the direction of the vessel (for example, bow thrusters).
the regulations for mobile, land-based nonroad engines, which Auxiliary engines are all other marine engines.
may be applicable to some types of engines used on marine
vessels. The following are the major regulatory acts which Classification of drilling rigs depends on their propulsion
establish emissions standards for marine engines: capability. Drilling ships are considered marine vessels, so
• 1999 Marine Engine Rule — On November 23, 1999, their engines are subject to the marine rule. Semi-submersible
the EPA signed the final rule “Control of Emissions of Air drilling rigs which are moored to the ocean bottom, but have
Pollution from New CI Marine Engines at or above 37 kW” some propulsion capability, are also considered marine ves-
[40 CFR Parts 89, 92][64 FR 64 73300-73373, December 29, sels. In contrast, permanently anchored drilling platforms are

Produced in cooperation with: www.DieselNet.com

50 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

not considered marine vessels, so none of the engines associ- Table 2. Tier 2* Marine Emissions Standards
ated with one of these facilities are marine engine. Cat. Displacement (D) CO NOx+THC PM Date
dm3 per cylinder g/kWh g/kWh g/kWh
Consistently with the land-based nonroad regulation, a portable 1 Power ≥ 37 kW 5.0 7.5 0.40 2005
auxiliary engine that is used onboard a marine vessel is not con- D < 0.9
sidered to be a marine engine. Instead, a portable auxiliary engine 0.9 ≤ D < 1.2 5.0 7.2 0.30 2004
is considered to be a land-based auxiliary engine and is subject 1.2 ≤ D < 2.5 5.0 7.2 0.20 2004
to the land-based nonroad requirements. To distinguish a marine 2.5 ≤ D < 5.0 5.0 7.2 0.20 2007a
auxiliary engine installed on a marine vessel from a land-based 2 5.0 ≤ D < 15 5.0 7.8 0.27 2007a
portable auxiliary engine used on a marine vessel, EPA specified 15 ≤ D < 20 5.0 8.7 0.50 2007a
in that rulemaking that an auxiliary engine is installed on a marine Power < 3300 kW
vessel if its fuel, cooling, or exhaust system are an integral part of 15 ≤ D < 20 5.0 9.8 0.50 2007a
the vessel or require special mounting hardware. All other auxilia- Power ≥ 3300 kW
ry engines are considered to be portable and therefore land-based. 20 ≤ D < 25 5.0 9.8 0.50 2007a
25 ≤ D < 30 5.0 11.0 0.50 2007a
The following engine categories are exempted from the 1999 * - Tier 1 standards are equivalent to the MARPOL Annex 6 Tier 1
marine regulation: NOx limits
a
- Tier 1 certification requirement starts in 2004
• Engines used in recreational vessels (standards for recre-
ational diesel engines were established by the 2002 rule).
Table 3. “Blue Sky Series” Voluntary Emissions Standards
• Emissions certified new land-based engines modified for
Displacement (D) NOx+THC PM
marine applications (provided certain conditions are met).
dm3 per cylinder g/kWh g/kWh
• Competition (racing) engines.
Power ≥ 37 kW & D < 0.9 4.0 0.24
• Engines used in military vessels (National Security
0.9 ≤ D < 1.2 4.0 0.18
Exemption).
1.2 ≤ D < 2.5 4.0 0.12
• Other exemptions (testing, display, export, ...) may also
2.5 ≤ D < 5.0 5.0 0.12
apply to marine engines. 5.0 ≤ D < 15 5.0 0.16
The 1999 rule also included so called Foreign-Trade Exemption 15 ≤ D < 20 & Power < 3300 kW 5.2 0.30
which was available (for engines Category 1 and 2 used on ocean 15 ≤ D < 20 & Power ≥ 3300 kW 5.9 0.30
vessels with Category 3 propulsion) for U.S. vessels that spend 20 ≤ D < 25 5.9 0.30
less than 25% of total operating time within 320 kilometers of 25 ≤ D < 30 6.6 0.30
U.S. territory. The Foreign-Trade Exemption was eliminated for
all engine categories by the 2003 (Category 3) regulation. Table 4. Recreational Marine Diesel Engines Standards
Displacement (D) CO NOx+HC PM Date
Under the 1999 rule, the same emissions standards apply to dm3 per cylinder g/kWh g/kWh g/kWh
engines fueled by diesel fuel and by other fuels. 0.5 ≤ D < 0.9 5.0 7.5 0.40 2007
0.9 ≤ D < 1.2 5.0 7.2 0.30 2006
2002 Recreational Vessel Rule. This rule applies to new 1.2 ≤ D < 2.5 5.0 7.2 0.20 2006
recreational marine diesel engines over 37 kW (50 hp) that are D ≥ 2.5 5.0 7.2 0.20 2009
used in yachts, cruisers, and other types of pleasure craft. The
2002 rule does not apply to outboard and personal watercraft applications (including those below 37 kW that were
spark ignited engines, which are regulated separately. previously covered by nonroad engine standards). Tier
4 standards, based on aftertreatment, apply to engines
The same emissions standards apply to recreational engines above 600 kW (800 hp) on commercial vessels.
fueled by diesel fuel and by alternative fuels. 2. Remanufactured engines: The standards apply to com-
mercial marine diesel engines above 600 kW when these
Category 3 Engines, 2003 & 2009 Rules. These standards engines are remanufactured.
apply to new marine engines and to new vessels that include
marine engines. The rules apply only to vessels flagged or The 2008 rule includes exemptions for the following engine
registered in the U.S.A. However, equivalent emissions stan- categories:
dards are applicable to foreign ships in U.S. waters under the • Test engines, manufacturer-owned engines, display engines.
IMO Annex 6 regulation. • Marine diesel engines that are produced by marinizing a
certified highway, nonroad, or locomotive engine (“dresser
Category 1/2 Engines, 2008 Rule. The regulations introduce exemption”).
two tiers of standards — Tier 3 and Tier 4 — which apply to • Competition engines.
both newly manufactured and remanufactured marine diesel • Export engines.
engines, as follows: • Certain military engines.
• Engines installed on a vessel manufactured by a person for
1. Newly built engines: Tier 3 standards apply to engines his/her own use (intended to allow hobbyists and fisher-
used in commercial, recreational, and auxiliary power men to install a used/rebuilt engine or a reconditioned

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 51
Emissions Reference Guide & Standards

vintage engine — not to order a new uncontrolled engine

from an engine manufacturer). IMO Emissions Control Areas (ECA). The IMO has des-
ignated waters along the U.S. and Canadian shorelines as
Not all exemptions are automatic. Engine or vessel manu- the North American ECA for the emissions of NOx and SOx
facturers, or vessel owners, may need
to apply for a specific exemption to Table 5. Tier 3 Standards for Marine Diesel Category 1
the EPA. Commercial Standard Power Density (≤ 35 kW/dm3) Engines
Emissions Standards — Power (P) Displacement (D) NOx+HC† PM Date
Category 3 kW dm3 per cylinder g/kWh g/kWh
Tier 1 Standards. In the 2003 rule, P < 19 D < 0.9 7.5 0.40 2009
EPA adopted Tier 1 NOx emissions 19 ≤ P < 75 D < 0.9a 7.5 0.30 2009
standards for Category 3 engines, 4.7b 0.30b 2014
which are equivalent to the interna- 75 ≤ P < 3700 D < 0.9 5.4 0.14 2012
tional IMO MARPOL Annex 6 limits. 0.9 ≤ D < 1.2 5.4 0.12 2013
These limits range from 17 to 9.8 g/ 1.2 ≤ D < 2.5 5.6 0.11c 2014
kWh depending on the engine speed, 2.5 ≤ D < 3.5 5.6 0.11c 2013
3.5 ≤ D < 7 5.8 0.11c 2012
with higher limits for slower engines.
† Tier 3 NOx+HC standards do not apply to 2000-3700 kW engines.
a
- < 75 kW engines ≥ 0.9 dm3/cylinder are subject to the corresponding 75-3700 kW standards.
The EPA Tier 1 limits are in effect b
- Option: 0.20 g/kWh PM & 5.8 g/kWh NOx+HC in 2014.
for new engines built in 2004 and c
- This standard level drops to 0.10 g/kWh in 2018 for < 600 kW engines.
later. These limits are to be achieved
by engine-based controls, without the Table 6. Tier 3 Standards for Marine Diesel Category 1
need for exhaust gas aftertreatment. Commercial High Power Density (> 35 kW/dm3) Engines And All Diesel Recreational Engines
Emissions other than NOx are not Power (P) Displacement (D) NOx+HC PM Date
regulated. kW dm3 per cylinder g/kWh g/kWh
P < 19 D < 0.9 7.5 0.40 2009
Tier 2-3 Standards. In the 2009 19 ≤ P < 75 D < 0.9a 7.5 0.30 2009
rule, EPA has adopted Tier 2 and Tier 4.7b 0.30b 2014
3 emissions standards for newly built 75 ≤ P < 3700 D < 0.9 5.8 0.15 2012
Category 3 engines. 0.9 ≤ D < 1.2 5.8 0.14 2013
• Tier 2 standards apply beginning 1.2 ≤ D < 2.5 5.8 0.12 2014
in 2011. They require the use of 2.5 ≤ D < 3.5 5.8 0.12 2013
engine-based controls, such as 3.5 ≤ D < 7 5.8 0.11 2012
engine timing, engine cooling, a
- < 75 kW engines ≥ 0.9 dm3/cylinder are subject to the corresponding 75-3700 kW standards.
and advanced electronic con- b
- Option: 0.20 g/kWh PM & 5.8 g/kWh NOx+HC in 2014.
trols. The Tier 2 standards result
in a 15 to 25% NOx reduction Table 7. Tier 3 Standards for Marine Diesel Category 2 Engines‡
below the Tier 1 levels. Power (P) Displacement (D) NOx+HC† PM Date
• Tier 3 standards apply beginning in kW dm3 per cylinder g/kWh g/kWh
2016. They can be met with the use P < 3700 7 ≤ D < 15 6.2 0.14 2013
of high efficiency emissions con- 15 ≤ D < 20 7.0 0.27a 2014
trol technology such as selective 20 ≤ D < 25 9.8 0.27 2014
catalytic reduction (SCR) to achieve 25 ≤ D < 30 11.0 0.27 2014
NOx reductions 80% below the ‡ Option: Tier 3 PM/NOx+HC at 0.14/7.8 g/kWh in 2012, and Tier 4 in 2015.
† Tier 3 NOx+HC standards do not apply to 2000-3700 kW engines.
Tier 1 levels. a
- 0.34 g/kWh for engines below 3300 kW.

The EPA Tier 2-3 NOx limits are

Table 8. Tier 4 Standards for Marine Diesel Category 1/2 Engines
equivalent to the respective IMO Tier
2-3 standards. Depending on the Power (P) NOx HC PM Date
engine speed, Tier 2 limits range from kW g/kWh g/kWh g/kWh
14.4 to 7.7 g/kWh, while Tier 3 limits P ≥ 3700 1.8 0.19 0.12a 2014c
range from 3.4 to 1.96 g/kWh. In 1.8 0.19 0.06 2016b,c
addition to the NOx limits, EPA adopt- 2000 ≤ P < 3700 1.8 0.19 0.04 2014c,d
ed a HC emissions standard of 2.0 g/ 1400 ≤ P < 2000 1.8 0.19 0.04 2016c
kWh and a CO standard of 5.0 g/kWh 600 ≤ P < 1400 1.8 0.19 0.04 2017d
from new Category 3 engines. No a
- 0.25 g/kWh for engines with 15-30 dm3/cylinder displacement.
emissions standard was adopted for
b
- Optional compliance start dates can be used within these model years.
c
- Option for Cat. 2: Tier 3 PM/NOx+HC at 0.14/7.8 g/kWh in 2012, and Tier 4 in 2015.
PM, but manufacturers are required d
- The Tier 3 PM standards continue to apply for these engines in model years 2014 and 2015 only.
to measure and report PM emissions.

Produced in cooperation with: www.DieselNet.com

52 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

(enforceable from August 2012) and waters surrounding Puerto

Rico and the U.S. Virgin Islands as the U.S. Caribbean ECA for In addition to the above NOx+HC and PM standards, the
NOx & SOx (enforceable from 2014). following CO emissions standards apply for all Category 1/2
The ECAs ensure that foreign flagged vessels comply with engines starting with the applicable Tier 3 model year:
IMO Tier 3 NOx limits while in U.S. waters (the IMO Tier 3 1. 8.0 g/kWh for engines < 8 kW.
standards are only applicable within ECAs). The ECA also trig-  .6 g/kWh for engines ≥ 8 kW and < 19 kW.
2. 6
gers low sulfur fuel requirements — by IMO and U.S. EPA —  .5 g/kWh for engines ≥ 19 kW and < 37 kW.
3. 5
for vessels in U.S. waters. 4. 5.0 g/kWh for engines ≥ 37 kW.

Emissions Standards — Category 1 and 2 Emissions Testing

Tier 1-2 Standards. Emissions standards for engines Category Category 1/2 Engines. Emissions from Category 1 engines
1 and 2 are based on the land-based standard for nonroad and are tested using the nonroad (Tier 1-3) test procedures (40 CFR
locomotive engines. The emissions standards, referred to as 89), while Category 2 engines are tested using the locomotive
Tier 2 Standards by the EPA, and their implementation dates test procedures (40 CFR 92), with certain exceptions includ-
are listed in table 2. The Tier 1 NOx standard, equivalent to ing different test cycles, certification fuels and NTE testing.
MARPOL Annex 6, was voluntary under the 1999 rule, but was Category 1/2 engines are tested on various ISO 8178 test cycles
made mandatory by the 2003 (Category 3) rule for Category as summarized in Table 9.
2 and Category 1 engines of above 2.5 liter displacement per
cylinder, effective 2004.
Table 9. Test Cycles for Certifying Category 1/2
Marine Diesel Engines
The regulated emissions include NOx+THC, PM, and CO.
Application Test Cycle
There are no smoke requirements for marine diesel engines.
General Marine Duty Cycle ISO 8178 E3
The regulators believed that the new PM standards will have a
Constant-Speed Propulsion Engines ISO 8178 E2
sufficient effect on limiting smoke emissions.
Variable-Speed Propulsion Engines Used on ISO 8178 C1
Nonpropeller Law Vessels and Variable-Speed
In the earlier proposal, the EPA also listed a more stringent Auxiliary Engines
Tier 3 standard to be introduced between 2008 and 2010. Constant-Speed Auxiliary Engines ISO 8178 D2
The Tier 3 standard was not adopted in the final 1999 rule. Recreational Marine ISO 8178 E5

Blue Sky Series Program. The 1999 regulation sets a In addition to the test cycle measurement, which is an average
voluntary “Blue Sky Series” program which permits manu- from several test modes, the regulations set “not-to-exceed” (NTE)
facturers to certify their engines to more stringent emissions emissions limits, which provide assurance that emissions at any
standards. The qualifying emissions limits are listed in Table engine operating conditions within an NTE zone are reasonably
3. The Blue Sky program begins upon the publication of the close to the average level of control. NTE zones are defined as
rule and extends through the year 2010. areas on the engine speed-power map. The emissions caps within
the NTE zones represent a multiplier (Tier 1/2: between 1.2 and
Recreational Vessels (2002 Rule). Recreational vessels 1.5; Tier 3/4: 1.2-1.9) times the weighted test result used for
standards are phased-in beginning in 2006, depending on the certification for all of the regulated pollutants (NOx+THC, CO,
size of the engine as listed in Table 4. These standards are simi- and PM).
lar to the Tier 2 standards for Category 1 commercial vessels. The test fuel for marine diesel engine testing has a sulfur
Recreational engines are also subject to NTE limits. There are specification range of 0.03 to 0.80 %wt, which covers the
no smoke requirements for recreational marine diesel engines. range of sulfur levels observed for most in-use fuels.
Similarly to commercial vessels, a voluntary “Blue Sky Series”
limits exist for recreational vessels, which are based on a 45% Category 3 Engines. Category 3 engines are tested
emissions reduction beyond the mandatory standards. using methods similar to those stipulated by IMO MARPOL
Annex 6 (E2 and E3 cycles of the ISO 8178 test). The major
Tier 3-4 Standards. The standards and implementation differences between the EPA and MARPOL compliance
schedules are shown in Table 5 through Table 8. The engine- requirements are: (1) EPA liability for in-use compliance
based Tier 3 standards are phasing in over 2009-2014. The rests with the engine manufacturer (it is the vessel operator
aftertreatment-based Tier 4 standards for commercial marine in MARPOL), (2) EPA requires a durability demonstration
engines at or above 600 kW are phasing in over 2014-2017. (under MARPOL, compliance must be demonstrated only
For engines of power levels not included in the Tier 3 and when the engine is installed in the vessel), (3) there are dif-
Tier 4 tables, the previous tier of standards — Tier 2 or Tier 3, ferences in certain test conditions and parameters in EPA
respectively — continues to apply. and MARPOL testing (air and water temperatures, engine
setting, etc.).
A differentiation is made between high power den- Category 3 engines have no NTE emissions limits or test
sity engines typically used in planing vessels and standard requirements.
power density engines, with a cut point between them at 35 Category 3 engines can be tested using distillate fuels, even
kW/dm3 (47 hp/dm3). though vessels with Category 3 marine engines use primar-

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 53
Emissions Reference Guide & Standards

Table 10. Useful Life and Emissions Warranty Periods

MIL and Fault Code Requirements
The Malfunction Indicator Light (MIL) is located on the
Useful Life Warranty Period
Category instrument panel. Except for a functionality check where it illu-
hours years hours years
minates for 15-20 seconds when in the key-on position before
Category 3 10,000 3 10,000 3
engine cranking, it is normally illuminated only when the OBD
Category 2 20,000 10 10,000 5
system has detected and confirmed a malfunction that could
Category 1 10,000 10 5,000 5
increase emissions.
Recreational 1,000 10 500 3
A number of things must happen before the MIL illuminates.
ily residual fuels (this allowance is consistent with MARPOL When the OBD determines that a malfunction has occurred, it
Annex 6). generates and stores a “pending fault code” and a “freeze frame”
of engine data. At this point, the MIL does not illuminate. If the
Other Provisions malfunction is detected again before the next driving cycle in
Useful life and warranty periods for marine engines are listed which the suspected system or component is monitored, the
in Table 10. The periods are specified in operating hours and MIL illuminates continuously and a “MIL-on” or “confirmed”
in years, whichever occurs first. The relatively short useful life fault code is generated and stored as well as a “freeze frame” of
period for Category 3 engines is based on the time that engines engine data. If the malfunction is not detected by the end of the
operate before being rebuilt for the first time. driving cycle, the “pending fault code” is erased.
The periods in the table are the minimum periods specified
by the regulations. In certain cases, longer useful life/warranty Except for misfires and fuel system faults, if the malfunc-
periods may be required (e.g., in most cases the emissions war- tion is not detected in the next 3 driving cycles, the MIL can
ranty must not be shorter than the warranty for the engine or be extinguished but the trouble code is still stored for at least
its components). 40 engine warm-up cycles. The MIL can also be extinguished
The regulations contain several other provisions, such as emis- and fault codes erased with a scan tool that technicians use to
sions Averaging, Banking, and Trading (ABT) program, deteriora- diagnose malfunctions. Alternate MIL illumination strategies
tion factor requirements, production line testing, in-use testing, are also possible but subject to approval.
and requirements for rebuilding of emissions certified engines.
Monitoring
The systems and parameters that require monitoring are out-
lined in Table 1. While some components can be monitored
continuously, this is not always possible. Therefore, manufac-
Emissions Standards: U.S.A. turers must define conditions under which important emissions
On-Board Diagnostics control components and subsystems can be monitored for
proper function. The monitoring conditions should meet the
following requirements:
Introduction
On-board diagnostic (OBD) systems provide self-diagnostic •Ensure robust detection of malfunctions by avoiding false
functionality incorporated into the engine control system, in passes and false indications of malfunctions.
order to alert the vehicle driver/operator about potential prob- • Ensure monitoring will occur under conditions that may
reasonably be expected to be encountered in normal
lems that can affect the emissions performance of the vehicle.
vehicle operation and use.
OBD requirements were first introduced for light-duty vehicles
• Ensure monitoring will occur during the FTP cycle.
in California in 1991. Today, OBD requirements apply to light-
duty vehicles and heavy-duty engines, both in California and
In order to quantify the frequency of monitoring, an in-use
under the federal EPA requirements.
monitor performance ratio is defined as:
In-use monitoring performance ratio = Number of monitoring
The most detailed requirements for OBD systems are pro-
events/Number of driving events.
vided by the California regulations. Because systems developed
for use in California can generally be used for compliance with Each component and subsystem requiring monitoring requires
EPA requirements with only minor differences, it is expected its own ratio. For example, for 2013 and later heavy-duty engines,
that OBD systems for vehicles and engines sold outside of the minimum acceptable value of this ratio is 0.100 (i.e. monitor-
California will be similar. ing should occur at least during 1 vehicle trip in 10).

California light-duty and heavy-duty regulations define a num- Comprehensive Component Monitoring requires the moni-
ber of general requirements for the malfunction indicator light toring of any electronic engine component/system not spe-
(MIL), trouble codes, monitoring, thresholds and standardized cifically covered by the regulation that provides input to or
communications common to all OBD systems. These require- receives commands from on-board computers and that can
ments — outlined in the following sections — also apply to affect emissions during any reasonable in-use driving condi-
systems intended to comply with U.S. federal requirements. tion or is used as part of the diagnostic strategy for any other

Produced in cooperation with: www.DieselNet.com

54 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

Table 1. Monitoring Requirements of California OBD Systems

monitored system or component.
System/Component Parameter Requiring Monitoring
Fuel system Fuel system pressure control Monitoring is also required for all other emis-
Injection quantity sions control systems that are not specifically
Injection timing identified. Examples include: hydrocarbon
Feedback control traps, HCCI control systems or swirl control
Misfire Detect continuous misfire valves.
Determine % of misfiring cycles per 1000
engine cycles (2013 and later engines)
Malfunction Criteria
EGR Low flow
Malfunction criteria for the various mal-
High flow
functions listed in Table 1 vary depending
Slow response
on the system or component and individual
EGR cooler operation
parameter being monitored. In some cases,
EGR catalyst performance
such as feedback control systems, sensor
Feedback control
rationality checks and checks for circuit
Boost pressure Underboost
faults, a go/no-go criteria is used. In other
Overboost
cases such as the fuel system, EGR, turbo-
Slow response
Charge air under cooling
charger physical parameters and aftertreat-
Feedback control
ment system performance, the OBD system
NMHC catalyst Conversion efficiency
must be able to determine when deterioration
Provide DPF heating or other changes cause emissions to exceed a
Provide SCR feedgas (e.g., NO2) specified threshold.
Provide post DPF NMHC clean-up
Provide ammonia clean-up In order to determine malfunction criteria
Catalyst aging for many of these faults, manufacturers must
SCR NOx catalyst Conversion efficiency correlate component and system performance
SCR reductant: with exhaust emissions to determine when
• delivery performance, deterioration will cause emissions to exceed a
• tank level, certain threshold. This may require extensive
• quality, and testing and calibration for each engine model.
• injection feedback control In determining the malfunction criteria
Catalyst aging for diesel engine monitors that are required
NOx adsorber NOx adsorber capability to indicate a malfunction before emissions
Desorption function fuel delivery exceed an emissions threshold (e.g., 2.0
Feedback control times any of the applicable standards), the
DPF Filtering performance
emissions test cycle and standard that would
Frequent regeneration
result in higher emissions with the same level
NMHC conversion
malfunction is to be used. Some adjustment is
Incomplete regeneration
possible for those components experiencing
Missing substrate
infrequent regeneration.
Active regeneration fuel delivery
Feedback control
Manufacturers have the option of simpli-
Exhaust gas sensors For air-fuel ratio and NOx sensors:
• performance,
fying monitoring requirements if failure or
• circuit faults, deterioration of a parameter will not cause
• feedback, and emissions to exceed the threshold limits.
• monitoring capability For parameters that are controlled, such as
Other exhaust gas sensors temperature, pressure and flow, a malfunc-
Sensor heater function tion in such a case would only need to be
Sensor heater circuit faults indicated when the commanded setting can-
VVT Target error not be achieved. For aftertreatment devices,
Slow response a malfunction would be indicated when the
Cooling system Thermostat aftertreatment device has no conversion/filter-
ECT sensor circuit faults ing capability.
ECT sensor circuit out-of-range
ECT sensor circuit rationality faults To account for the fact that current tech-
CCV System integrity nology may not be adequate to detect all
Comprehensive component monitoring malfunctions at the required threshold, some
Cold-start emissions-reduction strategy flexibility has been built into the regulations.
Other emissions control system monitoring A manufacturer may request a higher emis-

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 55
Emissions Reference Guide & Standards

sions threshold for any monitor if the most reliable monitoring plete” or “not complete” for each of the monitored
method developed requires a higher threshold. Additionally, components and systems.
the PM filter malfunction criteria may be revised to exclude • Data stream: A number of specific signals are made
detection of specific failure modes (e.g., partially melted sub- available through the standardized data link connec-
strates or small cracks) if the most reliable monitoring method tor. Some of these include: torque and speed related
developed is unable to detect such failures. data, temperatures, pressures, fuel system control
parameters, fault codes and associated details, air
A number of other exceptions are available including the flow, EGR system data, turbocharger data and after-
possibility to disable OBD monitoring at ambient engine start treatment data.
temperatures below 20°F or at elevations above 8000 feet • Freeze frame: The values of many of the important
above sea level. parameters available in the Data Stream are stored
when a fault is detected.
Standardization Requirements • Fault codes.
OBD systems have a standardization requirement that makes • Test results: Results of the most recent monitoring
diagnostics possible with a universal scan tool that is available of the components and systems and the test limits
to anyone — not just manufacturer’s repair facilities. The stan- established for monitoring the respective compo-
dardization requirements include: nents and systems are stored and made available
• A standard data link connector. through the data link.
•A  standard protocol for communications with a scan tool. • Software calibration identification: Software Cal-

• In-use performance ratio tracking and engine run time ibration Verification Number.
tracking requirements. • Vehicle Identification Number (VIN).
• Engine manufacturers must provide the aftermarket service • Erasing emissions-related diagnostic information:

and repair industry emissions-related service information. The emissions-related diagnostic information can
• Standardized functions to allow information to be accessed be erased if commanded by a scan tool (generic or
by a universal scan tool. These functions include: enhanced) or if the power to the on-board computer
•Readiness status: The OBD system indicates “com- is disconnected.

Emissions Standards: Canada

On-Road Vehicles And Engines
Background the Motor Vehicle Safety Act which is administered by Transport
Authority to regulate emissions from internal combustion Canada. On March 13, 2000, legislative authority for control-
engines in Canada currently rests with Environment Canada ling on-road vehicle emissions was transferred to Environment
and Transport Canada. The Canadian Environmental Protection Canada under the Canadian Environmental Protection Act 1999
Act 1999 (CEPA 1999) gave legislative authority to Environment (CEPA 1999). Under CEPA 1999, the On-Road Vehicle and
Canada to regulate emissions from engines other than those used Engine Emissions Regulations where promulgated on January 1,
in aircraft, railway locomotives and commercial marine vessels. 2003, and came into effect on January 1, 2004. These regula-
Authority to regulate emissions from aircraft, railway locomotives tions replaced the previous regulations adopted under the Motor
and commercial marine vessels rests with Transport Canada. Vehicle Safety Act. The new regulations adopted under CEPA
1999 continued the past approach of aligning with the federal
Increasingly, the general approach to setting vehicle emis- emissions standards of the U.S. EPA.
sions standards in Canada is to harmonize them with U.S. EPA
MOU. In the interim period between the phase-out of the
federal standards as much as possible. In 1988, on-road vehicle
emissions regulations under the Motor Vehicle Safety Act and
emissions standards were first aligned with the U.S. federal
the effective date of the On-Road Vehicle and Engine Emissions
standards. In February 2001, the Minister of the Environment
Regulations, Environment Canada signed a Memorandum of
in the Federal Agenda on Cleaner Vehicles, Engines and Fuels
Understanding (MOU) with the Canadian Vehicle Manufacturers
set out a number of policy measures that would continue the Association, the Association of International Automobile
harmonization of on-road emissions standards as well as to Manufacturers of Canada, and the member companies of those
expand this harmonization by developing emissions standards associations in June 2001. The MOU formalized an industry
for off-road engines and standards for fuels that are aligned commitment to market the same low emissions light-duty vehi-
with those of the federal U.S. EPA requirements. cles and light-duty trucks in Canada as in the U.S. for model
years 2001-2003.
On-Road Engines and Vehicles
Canadian federal regulations establishing exhaust emissions On-Road Emissions Regulations. The Regulations align vehi-
limits for on-road vehicles were first promulgated in 1971 under cle and engine certification requirements with those of the U.S.

Produced in cooperation with: www.DieselNet.com

56 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

federal EPA requirements beginning January 1, 2004 and includ- bin within which to certify each vehicle is limited by the obliga-
ing the U.S. Tier 2 program for new light-duty vehicles, light-duty tion to comply with fleet average NOx emissions standards.
trucks and medium-duty passenger vehicles, and Phase 1 and
Phase 2 programs for new heavy-duty vehicles and engines. Based on vehicle sales from each “bin”, a company calculates
a sales-weighted “fleet average NOx value” for each model year.
The Regulations set out technical standards for vehicles and The emissions bins, fleet average NOx emissions standards, tim-
engines for exhaust, evaporative and crankcase emissions, ing of phase-ins and methods of calculating fleet average NOx
on-board diagnostic systems and other specifications related values are consistent with the U.S. Tier 2 emissions program. As
to emissions control systems. The intention of the Regulations in the U.S. program, the Canadian standards have separate fleet
is to ensure that vehicles and engines meeting more stringent average requirements for LDV/LLDTs and HLDT/MDPVs until
exhaust emissions standards will begin entering the Canadian the end of the 2008 model year. However, there are no sepa-
market in the 2004 model year and will be phased-in over rate distinctions between Tier 2 vehicles and interim non-Tier 2
the 2004 to 2010 model year period. The phase-in schedules vehicles as in the U.S. program. All Canadian Tier 2 LDV/LLDTs
vary by standard and by vehicle class and can be summarized must meet one fleet average requirement and all HLDT/MDPVs
as follows: another, as outlined in Table 2.
• Tier 2 standards for light-duty vehicles and light light-duty While this results in an upper fleet average LDV/LLDT NOx
trucks (2004-2007). limit that is equal to that obtained for the U.S. Tier 2 program,
• Tier 2 standards for heavy light-duty trucks and medium- there is a small difference for 2004-2006 HLDT/MDPVs fleet
duty passenger vehicles (2004-2009). average NOx limit for Canada. For the U.S. 2004-2006 model
• Phase 1 (2005) and Phase 2 (2008-2009) standards for year HLDT/MDPVs, a significant proportion of sales do not have
complete heavy-duty vehicles. to meet Tier 2 or interim non-Tier 2 fleet average NOx require-
• Phase 1 (2004-2006) and Phase 2 (2007-2010) standards ments. The only stipulation is that they meet bin 10 requirements
for heavy-duty engines. if they are HLDTs or bin 11 requirements if they are MDPVs. The
During any phase-in period, every model of vehicle or Canadian regulations require that all HLDT/MDPVs meet a fleet
engine that is certified by the U.S. EPA, and that is sold concur- average NOx requirement during this period.
rently in Canada and the United States, is required to meet the
same emissions standards in Canada as in the United States. As in the U.S. Tier 2 program, by 2009 when the standards
Canadian vehicles will therefore have progressively improved are fully phased in, a company’s combined fleet of light-duty
emissions performance without specifying interim phase-in vehicles, light-duty trucks and medium-duty passenger vehicles
percentages in the Regulations. The final phased-in standards will be subject to a single fleet average NOx emissions standard
apply to all vehicles and engines sold in Canada, in the model of 0.07 g/mile, corresponding to the NOx standard in bin 5.
year that they apply, to 100% of a class of vehicles or engines A company can, in any model year, generate NOx emissions
in the United States. credits by achieving a fleet average NOx value that is lower
than the standard. These credits can be used in a subsequent
Vehicle Weight Classes. The regulations define the weight model year to offset a NOx emissions deficit (the fleet average
classes for vehicles and engines as outlined in Table 1. NOx value exceeds the standard). A deficit must be offset no
later than the third model year following the year in which it
Light-Duty Vehicles is incurred. NOx emissions credits may also be transferred to
The exhaust emissions standards for Light-Duty Vehicles, Light- another company.
Duty Trucks and Medium-Duty Passenger Vehicles align with
the U.S. Tier 2 emissions standards. Manufacturers certify every In order to allow some flexibility in the regulations to
vehicle to one of eleven “bins”, each of which contains standards account for market differences between Canada and the
for NOx, non-methane organic gases (NMOG), CO, formaldehyde U.S., the Canadian regulations allow a company to exclude
and PM (see table in U.S. section). The manufacturers’ choices of from the fleet average compliance requirement U.S. certified
Table 1. Vehicle Categories Table 2. Canadian Fleet average NOx
Class GVWR, kg (lb) requirements, g/mile
Motorcycle ≤793 (1,749)
Model Year LDV/LLDTs HLDT/MDPV
Light-Duty Vehicle ≤3,856 (8,500)
Light-Duty Truck ≤3,856 (8,500) 2004 0.25 0.53
Light Light-Duty Truck ≤2,722 (6,000)
2005 0.19 0.43
Heavy Light-Duty Truck >2,722 to 3,856 (6,000 to 8,500)
Medium-Duty Passenger Vehicle 3,856 to <4,536 (8,500 to 10,000) 2006 0.13 0.33
Complete Heavy-Duty Vehicle (Otto Cycle Only) 3,856 to 6,350 (8,500 to 14,000)
2007 0.07 0.20
Heavy-Duty Vehicle/Heavy-Duty Engine >3,856 (8,500)
Light Heavy-Duty Engine <8,847 (19,500) 2008 0.07 0.14
Medium Heavy-Duty Engine 8,847 to 14,971 (19,500 to 33,000)
Heavy Heavy-Duty Engine >14,971 (33,000) 2009 & later 0.07

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 57
 Emissions Reference Guide & Standards

vehicles that are sold concurrently in Canada and the U.S.A. engines sold during this period are expected to be small.
For vehicle models certified to emissions bins having a NOx There are no emissions averaging, banking and trading
standard higher than the fleet average, this is not allowed if the options for heavy-duty engines in Canada.
total number of vehicles of the particular model sold in Canada
exceeds the number sold in the U.S.A. If a company chooses Otto Engines. The standards for heavy-duty Otto cycle
this option, they must include all eligible vehicles in that group, engines are outlined in Table 3. Phase 2 standards are the same
they cannot generate emissions credits or transfer credits to as those for heavy-duty diesel engines and apply in 2008. As
another company in that model year and they forfeit any emis- with the heavy-duty diesel engine standards, the NOx standards
sions credits obtained in previous model years. In all cases, in the U.S.A. are phased in and apply to 100% of engines in
fleet average emissions must be reported at the end of the year. 2010. Similar comments apply here as those noted above for
heavy-duty diesel engines during this phase-in period.
Heavy-Duty Engines
Diesel Engines. Phase 1 standards for heavy-duty diesel
Table 4. Complete Heavy-Duty Vehicle
truck and bus engines apply starting with the 2004 model year. Exhaust Emissions Standards, g/mi
As with the U.S. EPA, there are two options for NOx+NMHC
GVWR kg (lb) NOx NMHC HCHO CO PM
limits and tighter standards for urban busses (see U.S. table).
Phase 2 standards apply starting with the 2007 model year. Phase 1 3,856 - 4,536 0.9 0.28 - 7.3 -
(2005) (8,500 - 10,000)
In the U.S.A., the Phase 2 NMHC, CO and PM standards 4,536 - 6,350 1 0.33 - 8.1 -
apply in 2007 and the NOx standard is phased in from 2007- (10,000 - 14,000)
2010. In the case of a standard that is set out in the U.S. Code Phase 2 3,856 - 4,536 0.2 0.195 0.032 7.3 0.02
of Federal Regulations (CFR) to be phased in over a period of (2008 - (8,500 - 10,000)
time, the standard comes into effect in Canada in the model 2009)
4,536 - 6,350 0.4 0.23 0.04 8.1 0.02
year for which the CFR specifies that the standard applies (10,000 - 14,000)
to 100% of that class, and continues to apply until another
standard comes into effect that applies to 100% of that class.
This creates a difference in Canadian and U.S. standards dur- Heavy-Duty Vehicles
ing this phase in period. However, because every engine that Complete Heavy-Duty Vehicles. A complete heavy-duty vehi-
is covered by an EPA certificate and that is sold concurrently cle is one with a gross vehicle weight rating of 6,350 kg (14,000
in Canada and the U.S. must conform to the EPA certification lb) or less and that is powered by an Otto-cycle engine and with
and in-use standards, the differences in emissions profiles of the load carrying device or container attached after it leaves the
control of the manufacturer. As with the U.S. EPA requirements,
Table 3. Heavy-Duty Otto Engine Emissions Standards, g/bhp-hr Phase 1 standards apply starting in the 2005 model year. Because
the Phase 2 standards are phased in during 2008 in the U.S.A. and
GVWR kg NOx NMHC NOx + CO PM
apply to 100% of U.S. vehicles only in 2009, similar comments to
(lb) NMHC
those made previously for heavy-duty diesel engines apply. The
Pre-2005 ≤ 6,350 4.0 1.1 - 14.4 - standards for these vehicles are outlined in Table 4:
(14,000)
> 6,350 4.0 1.9 - 37.1 - Heavy-Duty Vehicles. On-road heavy-duty vehicles other
(14,000) than complete heavy-duty vehicles must meet the heavy-duty
Phase 1 ≤ 6,350 - - 1.0 14.4 - engine requirements for the particular engine installed in that
(2005) (14,000) vehicle. Alternatively, heavy-duty diesel vehicles of 6,350 kg
> 6,350 - - 1.0 37.1 - (14,000 lb) GVWR or less can conform to the standards for
(14,000) complete heavy-duty vehicles.
There are no emissions averaging, banking and trading
Phase 2 ≥ 3,856 0.2 0.14 - 14.4 0.01
(2008 - 2010) (8,500) options for heavy-duty vehicles or complete heavy-duty vehi-
cles in Canada.

Produced in cooperation with: www.DieselNet.com

58 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

off-road regulations focus on the ignition mechanism while the

Emissions Standards: Canada on-road regulations focus on the load control mechanism in
Off-Road Vehicles And distinguishing the engine type.

Engines The regulations specifically exempt engines:

• Designed exclusively for competition.
• Regulated by the On-Road Vehicle and Engine Emissions
Emissions regulations have been adopted for the following Regulations.
categories of off-road engines: • Designed to be used exclusively in underground mines.
• Off-Road Compression-Ignition Engines, such as those • With a per-cylinder displacement of less than 50 cm3.
used in construction and agricultural machinery. • For military machines used in combat or combat support.
• Off-Road Small Spark-Ignition Engines. • Being exported and not sold or used in Canada.
• Marine Engines. • Designed to be used in a vessel and for which the fuel,
cooling and exhaust systems are integral parts of the vessel.
The authority for regulating railway locomotive emissions
lies with Transport Canada under the Railway Safety Act. While not specifically exempted by the regulation,
Environment Canada monitored locomotive emissions through Environment Canada does not have legislative authority to
information provided under a MOU signed by Environment regulate emissions from railway locomotive engines.
Canada, the Canadian Council of Ministers of the Environment
and the Railway Association of Canada in 1995. The MOU set a The Canadian Off-Road Compression-Ignition Engine
cap on annual NOx emissions from railway locomotives operat- Emissions Regulations do not include an optional averaging,
ing in Canada of 115,000 tonnes per annum. Since this agree- banking and trading program as do the U.S. EPA regulations.
ment expired in 2005, locomotive emissions remain unregulated.
Tier 2/3 Standards. The Canadian Off-Road Compression-
Off-Road Compression-Ignition Engines Ignition Engine Emissions Regulations align the engine certifica-
Prior to the Canadian Environmental Protection Act 1999 tion values with those of the U.S. EPA Tier 2 and Tier 3 values,
(CEPA 1999), there was no federal authority for regulating Table 1. The implementations dates, however, were later. In the
emissions from off-road engines such as those typically found U.S., compliance with Tier 2 requirements was mandatory as
in construction, mining, farming and forestry machines. Under early as model year 2001 and with Tier 3 starting with model
the December 2000 Ozone Annex to the 1991 Canada- year 2006. Compliance in Canada with U.S. EPA Tier 2 require-
United States Air Quality Agreement, Canada committed to ments was not mandatory until the 2006 model year.
establishing emissions regulations under CEPA 1999 for new
off-road engines that aligned with the U.S. federal EPA require-
ments. In the period before the regulations were promulgated, Table 1. Canadian Tier 2/3 Off-Road Compression-Ignition
Environment Canada signed MOUs with 13 engine manufac- Engine Emissions Standards, g/kWh
turers in 2000. Under the terms of these MOUs, manufacturers
Power (P), kW Tier Year NMHC + NOx CO PM
agreed to supply off-road diesel engines designed to meet U.S.
EPA Tier 1 standards. P<8 Tier 2 2006 7.5 8.0 0.80
8 ≤ P < 19 Tier 2 2006 7.5 6.6 0.80
The Off-Road Compression-Ignition Engine Emissions 19 ≤ P < 37 Tier 2 2006 7.5 5.5 0.60
Regulations were promulgated on February 23, 2005. These
regulations introduced emissions standards for model year 2006 Tier 2 2006 7.5 5.0 0.40
37 ≤ P < 75
and later diesel engines used in off-road applications such as Tier 3 2008 4.7 5.0 0.40
those typically found in construction, mining, farming and for- Tier 2 2006 6.6 5.0 0.30
estry machines. These regulations encompassed the U.S. EPA 75 ≤ P < 130
Tier 3 2007 4.0 5.0 0.30
Tier 2 and Tier 3 standards. In November 2011, the regulations
were amended to align with the U.S. EPA Tier 4 standards. 130 ≤ P < 225 Tier 3 2006 4.0 3.5 0.20
225 ≤ P < 450 Tier 3 2006 4.0 3.5 0.20
The Off-Road Compression-Ignition Engine Emissions
450 ≤ P < 560 Tier 3 2006 4.0 3.5 0.20
Regulations apply to “reciprocating, internal combustion
engines, other than those that operate under characteristics P > 560 Tier 2 2006 6.4 3.5 0.20
significantly similar to the theoretical Otto combustion cycle
and that use a spark plug or other sparking device”. This Tier 4 Standards. On November 17, 2011, Environment
definition is not exactly the same as the definition of a diesel Canada adopted amendments to the Off-Road Compression-
engine used in the On-Road Vehicle and Engine Emissions Ignition Engine Emissions Regulations which align Canadian
Regulations where a diesel engine is defined as one “that has emissions standards with the U.S. EPA Tier 4 standards for non-
operating characteristics significantly similar to those of the road engines. The Tier 4 standards come into force on January
theoretical Diesel combustion cycle. The non-use of a throttle 16, 2012 and apply to engines of the 2012 and later model
during normal operation is indicative of a diesel engine”. The years manufactured on and after January 16, 2012.

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 59
Emissions Reference Guide & Standards

Table 2. Small Spark-Ignition Engine Emissions Standards, g/kWh

Alternative less stringent emissions
standards, consistent with those avail-
Class Engine Type Displacement (D), cm3 Date HC + NOxb NMHC + NOx CO able under the CFR, are available:
1-A D < 66 2005 50 - 610 • For HC+NOx levels for engines
1-B 66 ≤ D < 100 2005 40 37 610 in machines used exclusively in
wintertime, such as ice augers
20051 16.1a - 519a and snow-blowers; These engines
Non-handheld
1 100 ≤ D < 225 20052 16.1 14.8 610 are subject to the applicable CO
2007 16.1 14.8 610 standard.
•For replacement engines which
2 D ≥ 225 2005 12.1 11.3 610
are engines manufactured exclu-
3 D < 20 2005 50 - 805 sively to replace an existing
4 20 ≤ D < 50 2005 50 - 805 engine in a machine for which no
current model year engine with
Handheld 2005 119 - 603
physical or performance charac-
5 D ≥ 50 2006 96 - 603 teristics necessary for the opera-
2007 72 - 603 tion of the machine exists.
•For class 3, 4 and 5 when less
a - Standards apply only when the engine is new
b - Some engine classes include a combined NMHC+NOx standard that applies only when the engine is than 2000 engines of a particular
fueled by natural gas model are sold in total in Canada
1 - For models already in production at coming into force of the Regulations to accommodate Canada-only
2 - For models initially produced after coming into force of the Regulations niche products.

Mining Engines. Emissions from engines used exclusively in On February 4, 2011, Environment Canada adopted Marine
underground mining equipment fall under provincial jurisdic- Spark-Ignition Engine, Vessel and Off-Road Recreational
tion. While emissions from these engines are not directly regu- Vehicle Emissions Regulations. These emissions regulations
lated, provincial regulations exist for ventilation rates in mines apply to outboard engines, personal watercraft, snowmobiles,
off-highway motorcycles and all-terrain vehicles. Most of the
were these engines are used. Canadian Standards Association
regulatory provisions came into force from April 5, 2011.
(CSA) standards have been established that describe the tech-
The standards align with corresponding U.S. EPA rules for
nical requirements and procedures necessary for the design,
marine spark-ignition engines and off-road recreational engines
performance, and testing of new or unused non-rail-bound,
diesel-powered, self-propelled machines in underground Figure 1. Smoke Density Chart
mines (MMSL02-043). Testing carried out according to these
CSA standards establish the minimum ventilation rate required
for any engine to keep air quality at an acceptable level. Some
provinces base their ventilation requirements on the results of
testing according to the CSA standards.

Off-Road Small Spark-Ignition Engines

The Off-Road Small Spark-Ignition Engine Emissions
Regulations were promulgated on November 19, 2003. The
Regulations apply to off-road engines of model year 2005 and
later that use sparkplugs and develop no more than 19 kW (25
hp) of power. The emissions standards are divided into seven
classes based on engine displacement and usage in either a
handheld or non-handheld application as shown in Table 2.

Engines must meet the emissions standards throughout their

useful life (with the exception of pre-2005 Class 1 engines,
as indicated in the table). At the time of engine certification,
a manufacturer can select one of three specified useful life
periods, which range from 50 to 1000 hours depending on
the engine class. For example, for a class 1 engine, the useful
life can be 125, 250 or 500 hours. The selection of useful life
duration must be supported by technical information. Longer
useful lives, which entail a higher manufacturing cost, are typi-
cally found in commercial equipment while home consumer
products are often designed for shorter useful lives.

Produced in cooperation with: www.DieselNet.com

60 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

and vehicles. An earlier MOU with the Canadian Marine marine propulsion engines larger than 37 kW. Current emis-
Manufacturers Association covered only marine spark ignition sions standards from ships are under the authority of Transport
engines and under its terms, engine manufacturers voluntarily Canada. The Air Pollution Regulations of the Canada Shipping
committed to supply engines designed to meet United States Act regulates the density of black smoke from ships in Canadian
federal emissions standards into Canada starting with the 2001 waters and within 1 mile of land. Smoke density rating is deter-
model year. mined by the Department of Transport Smoke Chart set out
in the schedule of the regulations and reproduced below. For
Environment Canada plans to propose regulations to address vessels with diesel engines a smoke density less than No. 1
emissions from large spark-ignition engines used in industrial is normally required with the exception that a smoke density
applications such as forklifts and ice re-surfacing machines in of No. 2 for an aggregate of not more than 4 minutes in any
the future. 30-minute period is allowed (Figure 1).

Marine Engines Pollution Prevention Regulations under the Canada Shipping

Authority to regulate emissions from marine propulsion Act are under development to align with IMO MARPOL 73/78
engines smaller than 37 kW falls to Environment Canada. The Annex 6. This agreement sets limits for NOx emissions from
Off-Road Compression-Ignition Engine Emissions Regulations marine engines with power outputs more than 130 kW that
cover compression ignition marine engines less than 37 kW. have either been installed on a ship constructed on or after
Regulations are planned for marine spark-ignition engines. January 1, 2000 or have had major conversions on or after
Transport Canada has authority to regulate emissions from January 1, 2000.

Emissions Standards: Mexico

On-Road Vehicles And Engines

Background reference mass (weight of vehicle with full tank of fuel + 100
Mexican emissions requirements for new vehicles and engines kg) are also used:
are adopted by the Secretaria de Medio Ambiente y Recursos • CL Class 1: reference mass ≤ 1305 kg.
Naturales (SEMARNAT). Emissions compliance is generally • CL Class 2: reference mass > 1305 kg but ≤ 1760 kg.
required with either the U.S. or European emissions standards. • CL Class 3: reference mass > 1760 kg.

First emissions standards for both light- and heavy-duty vehicles Model Year 1993-2003
were established on June 6, 1988 and became effective in model Emissions standards for light-duty vehicles are summarized
year 1993 [NOM-044-ECOL-1993]. The light-duty standards were in Table 1. The standards were based on the U.S. regulations
later strengthened to be equivalent to the U.S. Tier 1, effective
2001 [NOM-042-ECOL-1999]. A mix of U.S. Tier 1/2 and Euro 3/4 Table 1. Emissions Standards for Cars and Light-Duty Trucks,
g/km
standards is required since 2004 [NOM-042-SEMARNAT-2003].
NOx
Year CO NMHC* PM†
New emissions requirements for heavy-duty truck and bus Gasoline Diesel
engines were adopted on October 12, 2006, which require Passenger Cars
compliance with U.S. 2004 or Euro 4 equivalent standards 1993 2.11 0.25 0.62 0.62 0.07
effective July 2008 [NOM-044-SEMARNAT-2006]. 2001 2.11 0.156 0.25 0.62 0.07
Light Trucks CL1
Light-Duty Vehicle Classification
Light-duty vehicles are defined as vehicles of GVW ≤ 3857 1994 8.75 0.63 1.44 1.44 0.07
kg. Passenger cars (PC) are defined as vehicles with up to 10 2001 2.11 0.156 0.25 0.62 0.07
seats, including the driver. Light trucks are classified in four Light Trucks CL2
groups — corresponding to the U.S. Light-Duty Truck 1 to 4 — 1994 8.75 0.63 1.44 1.44 0.07
based on the GVW and the test weight (weight of the vehicle 2001 2.74 0.20 0.44 0.62 0.07
with full fuel tank) as follows: Light Trucks CL3
1994 8.75 0.63 1.44 1.44 0.07
• C L1: GVW ≤ 2722 kg, test weight ≤ 1701 kg.
2001 2.74 0.20 0.44 0.62 0.07
• C L2: GVW ≤ 2722 kg, test weight 1701 - 2608 kg.
• C L3: GVW 2722 - 3857 kg, test weight ≤ 2608 kg. Light Trucks CL4
• CL4: GVW 2722 - 3857 kg, test weight 2608 - 3857 kg. 1994 8.75 0.63 1.44 1.44 0.10
2001 3.11 0.24 0.68 0.62 0.10
Weight ratings based on the European grouping for pas- * total hydrocarbons (THC) prior to model-year 2001
senger cars and light commercial vehicles using a vehicle’s † diesel vehicles only

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 61
Emissions Reference Guide & Standards

and test methods (FTP-75). The 1993

Table 2. Light-Duty Vehicle Emissions Limit Option Based on U.S. EPA Standards, g/km
requirements were based on the U.S.
1981 emissions standards. The 2001 CO NMHC NOx PM
requirements represent the U.S. Tier 1 Standard Class
Gasoline Diesel Gasoline Diesel Gasoline Diesel Gasoline Diesel
standards without OBD 2 provisions.
The standards apply both to gasoline PC
2.11 0.156 0.25 0.62 0.050
and diesel vehicles, with the exception CL1
of NOx standards, as specified, and the A CL2 n/a
PM standard that applies only to diesels. 2.74 0.200 0.44 0.62 0.062
Natural gas and LPG vehicles have the CL3
same standards as gasoline vehicles. CL4 3.11 0.240 0.68 0.95 0.075
Gasoline, natural gas, and LPG vehi- PC
cles of all classes and all model years 0.050
CL1 2.11 0.099
must also meet an evaporative (SHED) 0.249
limit of 2 g/test. B CL2 0.062 n/a
0.075
CL3
Model Year 2004 and Later 2.74 0.121
CL4
The model year 2004 and later standards
are based on U.S. Tier 1 and Tier 2 stan- PC 2.11
0.068 0.050
dards and Euro 3 and Euro 4 limits. New CL1 0.047
0.062
vehicles must meet the standards set out CL2
C n/a
in either Table 2 (based on U.S. Tier 1/2
limits) or Table 3 (based on Euro 3/4 lim- CL3 0.124
0.087
its). Vehicles meeting these standards are CL4 0.075
also required to be equipped with OBD.

Notes to Table 2 and Table 3: Table 3. Light-Duty Vehicle Emissions Limit Option Based on European Standards, g/km
1. Emissions durability requirements: CO NMHC NOx PM
Standard Class
Gasoline Diesel Gasoline Diesel Gasoline Diesel Gasoline Diesel
•8
 0,000 km / 50,000 miles for U.S.
EPA option (Table 2), or PC
CL 1.25 0.64 0.125 0.56 0.100 0.50 0.050
•1
 00,000 km for European option Class 1
(Table 3) B CL n/a
2.26 0.80 0.162 0.72 0.125 0.65 0.070
Class 2
2. G
 asoline vehicle standards also apply
CL
to natural gas and LPG vehicles. Class 3
2.83 0.95 0.200 0.86 0.137 0.78 0.100

3. G
 asoline, natural gas, and LPG vehi- PC
cles of all classes and all model CL 1.00 0.50 0.10 0.30 0.08 0.25 0.050
years must also meet an evaporative Class 1
(SHED) limit of 2 g/test. C CL n/a
1.81 0.63 0.13 0.39 0.10 0.33 0.040
Class 2
An important factor in the phase-in CL
of these vehicles is the introduction of 2.27 0.74 0.16 0.46 0.11 0.39 0.060
Class 3
gasoline with 30 ppm average and 80
ppm maximum sulfur, and diesel fuel
with 15 ppm sulfur. The calendar year Table 4. Phase-In Schedule of Light-Duty Vehicles Meeting B Standards
that these fuels become available nation- Standard 2007 2008 2009 2010
ally is referred to as “Year 1” (Año 1).
A 75% 50% 30% 0%
It is expected to be 2009, according to
Mexican fuel quality regulations [NOM- B 25% 50% 70% 100%
086-SEMARNAT-SENER-SCFI-2005]. Vehicles
meeting the “A” standard in Table 2 are
Table 5. Phase-In Schedule of Light-Duty Vehicles Meeting C Standards
those produced between 2004 to 2009.
Vehicles meeting “B” standard in Table Standard Year 1 Year 2 Year 3 Year 4
2 and Table 3 are those produced from A+B 75% 50% 30% 0%
2007 to “Year 3”— 2 calendar years after
C 25% 50% 70% 100%
“Year 1”. Vehicles meeting “C” standard

Produced in cooperation with: www.DieselNet.com

62 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

in in Table 2 and Table 3 are those produced starting in “Year

Table 6. Emissions Requirements for Diesel Truck and Bus Engines
1”. The phase-in schedules for vehicles meeting B and C stan-
dards are laid out in Table 4 and Table 5, respectively. Requirements
Date
While the standards in Table 2 and Table 3 are based on US EPA European
U.S. EPA limits and European limits, they are not necessarily 1993 US 1991
structured the same way. For example, the NOx and PM limits 1994 US 1994
defined by the “A” standard in Table 2 are a combination of 1998 US 1998
50,000 mile and full useful life U.S. EPA Tier 1 limits. For the 2003.02 US 1998 Euro 3
“B” and “C” standards, the PM limits do not change, (i.e., they 2008.07† US 2004 Euro 4
stay at the Tier 1 limits) while the NOx standards decrease to † Through 2011.06; later requirements are not specified.
limits based on 50,000 mile U.S. EPA Tier 2 values. The NOx
limit for the “B” standard is U.S. Tier 2 Bin 10 and for the “C” effective in model year 1993. These standards were based
standard is Bin 7 (for lighter vehicles) and Bin 9 (for heavier on U.S. 1991 and later requirements, including the U.S.
vehicles). With the exception of “B” standard for gasoline, LPG EPA test methods (FTP transient test).
and natural gas, the standards in Table 3 are equivalent to Euro
3 and 4 limits. Note the different durability requirements for the Since February 2003, engines in Mexico can also meet
standards in Table 2 (80,000 km) and Table 3 (100,000 km). European standards, as an alternative to the U.S. EPA require-
ments. The U.S. EPA or European reference standard require-
Heavy-Duty Trucks and Buses ments are summarized in Table 6.
Emissions standards for new heavy-duty diesel engines — No emissions standards were adopted for gasoline fueled
applicable to vehicles of GVW > 3,857 kg — became first trucks and buses.

Emissions Standards: European Union

Heavy-Duty Truck And Bus Engines

Regulatory Framework Table 1. EU Emissions Standards for HD Diesel Engines,

European emissions regulations for new heavy-duty diesel g/kWh (smoke in m-1)
engines are commonly referred to as Euro 1 ... 6. Sometimes Arabic
numerals are also used (Euro 1 ... 6). Tier Date Test CO HC NOx PM Smoke
1992, < 85 kW 4.5 1.1 8.0 0.612
Euro 1
The emissions standards apply to all motor vehicles with a 1992, > 85 kW 4.5 1.1 8.0 0.36
ECE
“technically permissible maximum laden mass” over 3,500 R-49
1996.10 4.0 1.1 7.0 0.25
kg, equipped with compression ignition engines or positive Euro 2
ignition natural gas (NG) or LPG engines. 1998.10 4.0 1.1 7.0 0.15
The regulations were originally introduced by the Directive 1999.10, EEVs ESC &
1.5 0.25 2.0 0.02 0.15
88/77/EEC, followed by a number of amendments. In 2005, the only ELR
regulations were re-cast and consolidated by the Directive 05/55/ Euro 3
0.10
EC. Beginning with the Euro 6 stage, the legislation became simpli- 2000.10 2.1 0.66 5.0 0.8
0.13a
fied, as “directives”— which need to be transposed into all of the ESC &
Euro 4 2005.10 1.5 0.46 3.5 0.02 0.5
national legislations — were replaced by “regulations” which are ELR
directly applicable. The following are some of the most important Euro 5 2008.10 1.5 0.46 2.0 0.02 0.5
rulemaking steps in the heavy-duty engine regulations: Euro 6 2013.01 1.5 0.13 0.4 0.01
• Euro 1 standards were introduced in 1992, followed by the a
- for engines of less than 0.75 dm swept volume per cylinder and a rated
3
introduction of Euro 2 regulations in 1996. These standards power speed of more than 3000 min-1
applied to both truck engines and urban buses, the urban
bus standards, however, were voluntary.
trol systems when vehicles operate under normal driving
• In 1999, the EU adopted Directive 1999/96/EC, which
introduced Euro 3 standards (2000), as well as Euro 4/5 conditions to levels below those determined during the
standards (2005/2008). This rule also set voluntary, stricter emissions testing procedure.
emissions limits for extra low emissions vehicles, known • Directive 2005/55/EC adopted by the EU Parliament in 2005
as “enhanced environmentally friendly vehicles” or EEVs. introduced durability and OBD requirements, as well as
• In 2001, the European Commission adopted Directive re-stated the emissions limits for Euro 4 and Euro 5 which
2001/27/EC which prohibits the use of emissions “defeat were originally published in 1999/96/EC. In a “split-level”
devices” and “irrational” emissions control strategies, regulatory approach, the technical requirements pertaining
which would be reducing the efficiency of emissions con- to durability and OBD — including provisions for emis-

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 63
 Emissions Reference Guide & Standards

sions systems that use consumable reagents — have been Emissions standards for diesel engines that are tested on the
described by the Commission in Directive 2005/78/EC. ETC test cycle, as well as for heavy-duty gas engines, are sum-
• Euro 6 emissions standards were introduced by Regulation marized in Table 2.
595/2009 published on July 18, 2009 (with a Corrigenda
of July 31, 2009). The new emissions limits, comparable Euro 6 Regulation. Additional provisions of the Euro 6
in stringency to the U.S. 2010 standards, become effective regulation include:
from 2013 (new type approvals) and 2014 (all registrations). • An ammonia (NH3) concentration limit of 10 ppm applies
In the “split-level” approach, a number of technical details to diesel (ESC + ETC) and gas (ETC) engines.
will be specified in the implementing regulation (‘comitol- • A particle number limit, in addition to the mass limit, is to
ogy’) which should be adopted by the end of 2010. be introduced in the implementing regulation. The number
limit would prevent the possibility that the Euro 6 PM mass
Emissions Standards limit is met using technologies (such as “open filters”) that
Table 2 contains a summary of the emissions standards and would enable a high number of ultra fine particles to pass.
their implementation dates. Dates in the tables refer to new type • The world-harmonized test cycles — WHSC and WHTC —
approvals; the dates for all type approvals are in most cases one will be used for Euro 6 testing. WHSC/WHTC based limit
year later (EU type approvals are valid longer than one year). values will be introduced by the implementing regulation
Since the Euro 3 stage (2000), the earlier steady-state engine based on correlation factors with the current ESC/ETC tests.
test ECE R-49 has been replaced by two cycles: the European • A maximum limit for the NO2 component of NOx emissions
Stationary Cycle (ESC) and the European Transient Cycle (ETC). may be defined in the implementing regulation.
Smoke opacity is measured on the European Load Response
(ELR) test. The following testing requirements apply: Emissions Durability. Effective October 2005 for new type
1. Compression ignition (diesel) engines: approvals and October 2006 for all type approvals, manufac-
• Euro 3: turers should demonstrate that engines comply with the emis-
1. Conventional diesel engines: ESC/ELR test. sions limit values for useful life periods which depend on the
2. 
Diesel engines with “advanced aftertreatment” vehicle category, as shown in Table 3.
(NOx aftertreatment or DPFs) and EEVs: ESC/ELR Effective October 2005 for new type approvals and October
+ ETC. 2006 for all type approvals, type approvals also require con-
• Euro 4 and later: ESC/ELR + ETC. firmation of the correct operation of the emissions control
2. Positive ignition gas (natural gas, LPG) engines, Euro 3 and devices during the normal life of the vehicle under normal
later: ETC cycle. conditions of use (“conformity of in-service vehicles properly
maintained and used”).
Table 2. Emissions Standards for Diesel and Gas Engines, ETC Test, g/kWh
Tier Date Test CO NMHC CH4a NOx PMb Early Introduction of Clean Engines. EU Member
Euro 3 1999.10, ETC 3.0 0.40 0.65 2.0 0.02 States are allowed to use tax incentives in order to
EEVs only speed up the marketing of vehicles meeting new stan-
dards ahead of the regulatory deadlines. Such incen-
2000.10 ETC 5.45 0.78 1.6 5.0 0.16
0.21c tives have to comply with the following conditions:
• They apply to all new vehicles offered for sale
Euro 4 2005.10 4.0 0.55 1.1 3.5 0.03
on the market of a Member State which comply
Euro 5 2008.10 4.0 0.55 1.1 2.0 0.03 in advance with the mandatory limit values set
Euro 6 2013.01 4.0 0.16d 0.5 0.4 0.01 out by the Directive.
• They cease when the new limit values come
a
- for gas engines only (Euro 3-5: NG only; Euro 6: NG + LPG)
b
- not applicable for gas fueled engines at the Euro 3-4 stages
into effect.
c
- for engines with swept volume per cylinder < 0.75 dm3 and rated power speed • For each type of vehicle they do not exceed
> 3000 min-1 the additional cost of the technical solutions
d
- THC for diesel engines introduced to ensure compliance with the limit
values.
Table 3. Emissions Durability Periods
Period* Euro 6 type approvals, if requested, must be
Vehicle Category†
Euro 4-5 Euro 6 granted from August 7, 2009, and incentives can be
N1 and M2 100 000 km / 5 years 160 000 km / 5 years given from the same date. Euro 6 incentives can also
N2 200 000 km / 6 years 300 000 km / 6 years be given for scrapping existing vehicles or retrofit-
N3 ≤ 16 ton ting them with emissions controls in order to meet
M3 Class 1, Class 2, Class A,
and Class B ≤ 7.5 ton Euro 6 limits.
Early introduction of cleaner engines can be also
N3 > 16 ton M3 Class 3, 500 000 km / 7 years 700 000 km / 7 years stimulated by such financial instruments as pref-
and Class B > 7.5 ton
erential road toll rates. In Germany, road toll dis-
† Mass designations (in metric tons) are “maximum technically permissible mass” counts were introduced in 2005 which stimulated
* km or year period, whichever is the sooner
early launch of Euro 5 trucks.

Produced in cooperation with: www.DieselNet.com

64 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

EU nonroad emissions standards usually specify two sets of

Emissions Standards: European Union implementation dates:
• Type approval dates, after which all newly type approved
Non-Road Diesel Engines models must meet the standard, and
• Market placement (or first registration) dates, after which all
new engines placed on the market must meet the standard.
Background
The European emissions standards for new nonroad diesel The dates listed in the following tables are the market place-
engines have been structured as gradually more stringent tiers ment dates. In most cases, new type approval dates are one
known as Stage 1-4 standards. Additionally, emissions stan- year before the respective market placement dates.
dards have been adopted for small, gasoline fueled nonroad
engines. The main regulatory steps were: Regulatory authorities in the EU, U.S.A., and Japan have
• Stage 1/2. The first European legislation to regulate emis- been under pressure from engine and equipment manufactur-
sions from nonroad (off-road) mobile equipment was ers to harmonize worldwide emissions standards, in order to
promulgated on December 16, 1997 [Directive 97/68/ streamline engine development and emissions type approval/
EC]. The regulations for nonroad diesels were introduced certification for different markets. Stage 1/2 limits were in part
in two stages: Stage 1 implemented in 1999 and Stage 2 harmonized with U.S. regulations. Stage 3/4 limits are harmo-
implemented from 2001 to 2004, depending on the engine nized with the U.S. Tier 3/4 standards.
power output.
The equipment covered by the standard included industrial Stage 1/2 Standards
drilling rigs, compressors, construction wheel loaders, bull- Stage 1 and Stage 2 emissions shall not exceed the amount
dozers, nonroad trucks, highway excavators, forklift trucks, shown in Table 1. The Stage 1 emissions are engine-out
road maintenance equipment, snow plows, ground sup- limits and shall be achieved before any exhaust aftertreat-
port equipment in airports, aerial lifts and mobile cranes. ment device.
Agricultural and forestry tractors had the same emissions
standards but different implementation dates [Directive A sell-off period of up to two years is allowed for engines
2000/25/EC]. Engines used in ships, railway locomotives, produced prior to the respective market placement date.
aircraft, and generating sets were not covered by the Stage Since the sell-off period — between zero and two years — is
1/2 standards.
• On December 9, 2002, the European Parliament adopted Table 1. EU Stage 1/2 Emissions Standards for
Directive 2002/88/EC, amending the nonroad Directive Nonroad Diesel Engines
97/68/EC by adding emissions standards for small, gasoline
Cat. Net Power Date* CO HC NOx PM
fueled utility engines below 19 kW. The Directive also
extended the applicability of Stage 2 standards on constant kW g/kWh
speed engines. The utility engine emissions standards are Stage 1
to a large degree aligned with the U.S. emissions standards A 130 ≤ P ≤ 560 1999.01 5.0 1.3 9.2 0.54
for small utility engines.
B 75 ≤ P < 130 1999.01 5.0 1.3 9.2 0.70
• Stage 3/4. Stage 3/4 emissions standards for nonroad engines
were adopted by the European Parliament on April 21, 2004 C 37 ≤ P < 75 1999.04 6.5 1.3 9.2 0.85
[Directive 2004/26/EC], and for agricultural and forestry Stage 2
tractors on February 21, 2005 [Directive 2005/13/EC]. E 130 ≤ P ≤ 560 2002.01 3.5 1.0 6.0 0.2
F 75 ≤ P < 130 2003.01 5.0 1.0 6.0 0.3
Two additional Directives were adopted in 2010: Directive
2010/26/EU provides further technical details on the test- G 37 ≤ P < 75 2004.01 5.0 1.3 7.0 0.4
ing and approvals of Stage 3b and Stage 4 engines, and D 18 ≤ P < 37 2001.01 5.5 1.5 8.0 0.8
Directive 2010/22/EU amends the earlier legislation appli-
* Stage 2 also applies to constant speed engines effective 2007.01
cable to agricultural and forestry tractors.

S tage 3 standards — which are further divided into Stages 3a Table 2. Stage 3a Standards for Nonroad Engines
and 3b — are phased-in from 2006 to 2013, Stage 4 enter Cat. Net Power Date† CO NOx+HC PM
into force in 2014. The Stage 3/4 standards, in addition to
kW g/kWh
the engine categories regulated at Stage 1/2, also cover rail-
road locomotive engines and marine engines used for inland H 130 ≤ P ≤ 560 2006.01 3.5 4.0 0.2
waterway vessels. Stage 3/4 legislation applies only to new I 75 ≤ P < 130 2007.01 5.0 4.0 0.3
vehicles and equipment; replacement engines to be used in J 37 ≤ P < 75 2008.01 5.0 4.7 0.4
machinery already in use (except for railcar, locomotive and
K 19 ≤ P < 37 2007.01 5.5 7.5 0.6
inland waterway vessel propulsion engines) should comply
with the limit values that the engine to be replaced had to † dates for constant speed engines are: 2011.01 for categories H, I
meet when originally placed on the market. and K; 2012.01 for category J.

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 65
Emissions Reference Guide & Standards

determined by each Member State, the exact timeframe of the

Table 3. Stage 3b Standards for Nonroad Engines
regulations may be different in different countries.
Cat. Net Power Date CO HC NOx PM
Emissions are measured on the ISO 8178 C1 8-mode cycle kW g/kWh
and expressed in g/kWh. Stage 1/2 engines are tested using fuel
L 130 ≤ P ≤ 560 2011.01 3.5 0.19 2.0 0.025
of 0.1-0.2% (wt.) sulfur content.
M 75 ≤ P < 130 2012.01 5.0 0.19 3.3 0.025
Stage 3/4 Standards N 56 ≤ P < 75 2012.01 5.0 0.19 3.3 0.025
Stage 3 standards — which are further divided into two P 37 ≤ P < 56 2013.01 5.0 4.7† 0.025
sub-stages: Stage 3a and Stage 3b — and Stage 4 standards
for nonroad diesel engines are listed in Table 2, Table 3, and † NOx+HC
Table 4, respectively. These limit values apply to all nonroad
diesel engines of indicated power range for use in applica- Table 4. Stage 4 Standards for Nonroad Engines
tions other than propulsion of locomotives, railcars and
inland waterway vessels. Cat. Net Power Date CO HC NOx PM
kW g/kWh
The implementation dates in the following tables (Table Q 130 ≤ P ≤ 560 2014.01 3.5 0.19 0.4 0.025
2 through Table 7) refer to the market placement dates.
R 56 ≤ P < 130 2014.10 5.0 0.19 0.4 0.025
For all engine categories, a sell-off period of two years is
allowed for engines produced prior to the respective market
placement date. The dates for new type approvals are, with Table 5. Stage 3a Standards for Inland Waterway Vessels
some exceptions, one year ahead of the respective market Cat. Displacement (D) Date CO NOx+HC PM
placement date.
dm3 per cylinder g/kWh
Stage 3/4 standards also include a limit for ammonia emis- V1:1 D ≤ 0.9, P > 37 kW 2007.01 5.0 7.5 0.40
sions, which must not exceed a mean of 25 ppm over the V1:2 0.9 < D ≤ 1.2 5.0 7.2 0.30
test cycle.
V1:3 1.2 < D ≤ 2.5 5.0 7.2 0.20

Stage 3b standards introduce PM limit of 0.025 g/kWh, rep- V1:4 2.5 < D ≤ 5 2009.01 5.0 7.2 0.20
resenting about 90% emissions reduction relative to Stage 2. V2:1 5 < D ≤ 15 5.0 7.8 0.27
To meet this limit value, it is anticipated that engines will have V2:2 15 < D ≤ 20, P 5.0 8.7 0.50
to be equipped with particulate filters. Stage 4 also introduces ≤ 3300 kW
a very stringent NOx limit of 0.4 g/kWh, which is expected to
require NOx aftertreatment. V2:3 15 < D ≤ 20, P 5.0 9.8 0.50
> 3300 kW
To represent emissions during real conditions, a new tran-
V2:4 20 < D ≤ 25 5.0 9.8 0.50
sient test procedure — the Non-Road Transient Cycle (NRTC)
— was developed in cooperation with the U.S. EPA. The NRTC V2:5 25 < D ≤ 30 5.0 11.0 0.50
is run twice — with a cold and a hot start. The final emissions
results are weighted averages of 10% for the cold start and 90%
Table 6. Stage 3a Standards for Rail Traction Engines
for the hot start run. The new test will be used in parallel with
the prior steady-state schedule, ISO 8178 C1, referred to as the Cat. Net Power Date CO HC HC+NOx NOx PM
Nonroad Steady Cycle (NRSC). kW g/kWh
• The NRSC (steady-state) shall be used for stages 1, 2 and RC A 130 < P 2006.01 3.5 - 4.0 - 0.2
3a, as well as for constant speed engines at all stages. The
RL A 130 ≤ P ≤ 560 2007.01 3.5 - 4.0 - 0.2
NRTC (transient) can be used for Stage 3a testing by the
choice of the manufacturer. RH A P > 560 2009.01 3.5 0.5* - 6.0* 0.2
• Both NRSC and NRTC cycles shall be used for Stage 3b and * HC = 0.4 g/kWh and NOx = 7.4 g/kWh for engines of P > 2000 kW
4 testing (gaseous and particulate pollutants). and D > 5 liters/cylinder

Inland Water Vessels

Table 7. Stage 3b Standards for Rail Traction Engines
Unlike the Stage 1/2 legislation, the Stage 3a standards
also cover engines used in inland waterway vessels, Table 5. Cat. Net Power Date CO HC HC+NOx NOx PM
Engines are divided into categories based on the displacement
kW g/kWh
(swept volume) per cylinder and net power output. The engine
categories and the standards are harmonized with the U.S. RC B 130 < P 2012.01 3.5 0.19 - 2.0 0.025
standards for marine engines. There are no Stage 3b or Stage 4 RB 130 < P 2012.01 3.5 - 4.0 - 0.025
standards for waterway vessels.

Produced in cooperation with: www.DieselNet.com

66 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

Rail Traction Engines Table 8. Stage 5 Emissions Standards for Nonroad Engines
Stage 3a and 3b standards have been adopted for engines
Net Power CO HC NOx PM PN
above 130 kW used for the propulsion of railroad locomotives Ca. Ign. Date
(categories R, RL, RH) and railcars (RC), Table 6 and Table 7. kW g/kWh 1/kWh
NRE-
CI P<8 2019 8.00 7.50a,c 0.40b -
Stage 5 Standards v/c-1
Stage 5 emissions limits for engines in nonroad mobile NRE-
CI 8 ≤ P < 19 2019 6.60 7.50a,c 0.4 -
machinery (category NRE) are shown in Table 8. These stan- v/c-2
dards are applicable to diesel (CI) engines from 0 to 56 kW NRE-
and to all types of engines above 56 kW. Engines above 560 CI 19 ≤ P < 37 2019 5.00 4.70a,c 0.015 1×1012
v/c-3
kW used in generator sets (category NRG) must meet standards NRE-
shown in Table 9. CI 37 ≤ P < 56 2019 5.00 4.70a,c 0.015 1×1012
v/c-4
Stage 5 regulations introduce a new limit for particle num-
NRE-
ber emissions. The PN limit is designed to ensure that a highly All 56 ≤ P < 130 2020 5.00 0.19c 0.4 0.015 1×1012
v/c-5
efficient particle control technology — such as wall-flow
particulate filters — be used on all affected engine categories. NRE- 130 ≤ P
All 2019 3.50 0.19c 0.4 0.015 1×1012
v/c-6 ≤ 560
The Stage 5 regulation would also tighten the mass-based PM
limit for several engine categories, from 0.025 g/kWh to 0.015 NRE-
All P > 560 2019 3.50 0.19d 3.5 0.045 -
g/kWh. v/c-7
a
HC+NOx
HC Limits for Gas Engines. For engine categories where an b
0.60 for hand-startable, air-cooled direct injection engines
A factor is defined, the HC limit for fully and partially gaseous c
A = 1.10 for gas engines
fueled engines indicated in the table is replaced by the one
calculated from the formula:
d
A = 6.00 for gas engines

HC = 0.19 + (1.5 × A × GER) Table 9. Stage 5 Emissions Standards for Generator

Set Engines Above 560 kW
where GER is the average gas energy ratio over the appropri- Net
CO HC NOx PM PN
ate cycle. Where both a steady-state and transient test cycle Cat. Ign. Power Date
applies, the GER shall be determined from the hot-start tran- kW g/kWh 1/kWh
sient test cycle. If the calculated limit for HC exceeds the value NRG- P>
of 0.19 + A, the limit for HC should be set to 0.19 + A. All 2019 3.50 0.19a 0.67 0.035 -
v/c-1 560
In 2020, due to the COVID-19 pandemic, The European a
A = 6.00 for gas engines
Parliament agreed to delay some Stage V transition deadlines
by one year.

Emissions Standards: Germany

Stationary Engines — TA Luft

Background sions of pollutants from stationary internal combustion engines.

Emissions from stationary engines in Germany are controlled The TA Luft requirements have been widely applied to station-
by the TA Luft regulation introduced in 1986 and later by the ary gas and diesel engines not only in Germany, but also in
44th BImSchV introduced in 2019. several other European markets.

The Technische Anleitung zur Reinhaltung der Luft, in short The most recent revision of the TA Luft regulation, known as
referred to as TA Luft, is a regulation covering air quality TA Luft 2002, was adopted on July 24, 2002. Compared to the
requirements—including emissions, ambient exposures and previous requirements, TA Luft 2002 introduced more stringent
their control methods—applicable to a number of pollutants emission limits for particulate matter, sulfur oxides, and nitro-
from a range of stationary sources. The TA Luft regulation, gen oxides from internal combustion engines.
based on the “Federal Air Pollution Control Act” (“Bundes-
Immissionsschutzgesetz”), was introduced and enforced by the On June 20, 2019, updated emissions standards previ-
German Environment Ministry BMU (Bundesministerium für ously covered by TA Luft 2002 entered into force with the
Umwelt, Naturschutz und Reaktorsicherheit). publication of 44. Verordnung zur Durchführung des Bundes-
Immissionsschutzgesetzes (Verordnung über mittelgroße
Among other sources, the TA Luft regulation covers emis- Feuerungs-, Gasturbinen- und Verbrennungsmotoranlagen)—

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 67
 Emissions Reference Guide & Standards

44th BImSchV. While this incorporated EU Directive 2015/2193 BImSchV limits apply to new installations according to the
(Medium Combustion Plant Directive, MCPD) into German above dates and to exiting installations starting January 2025
law, 44th BImSchV included more stringent emission limits as unless otherwise noted.
well as limits on pollutants such as CO, NH3 and formalde-
hyde not included in the EU MCPD. Due to delays in finaliza- The following apply to engines subject to the 44th BImSchV
tion of the legislation, some of the 44th BImSchV requirements and used exclusively for emergency operation or operated no
apply retroactively. The 44th BImSchV requirements apply to more than 300 h/year (peak shaving operation) [4700]:
new plants while TA Luft 2002 requirements continue to apply • For new liquid fueled engines, a DPF is mandatory with
to existing sources until the end of 2024. particulate emissions limited to 5 mg/m3 unless particulate
emissions are less than 50 mg/m3.
Engine Emission Standards • For existing liquid fueled engines, a DPF is not required but
TA Luft 2002 and 44th BImSchV emission limits are given particulate emissions must be less than 80 mg/m3.
in the following tables [4701][4700]. Different limits exist for • CO emissions are not controlled but state of the art mea-
compression ignition (CI) and for spark ignited (SI) engines. sures must be used to limit emissions.
Gas fueled CI engines (dual fuel with diesel pilot ignition) often • Only for engines used exclusively only for emergency
enjoy more relaxed limits, especially if fueled by biogas (such operation (not engines used < 300 h/y), the formaldehyde
as sewage or landfill gas). It should be noted that the concentra- limit is 60 mg/m3.
tion values in the tables are at 5% O2 while those for the EU’s • NOx emissions are not controlled for engines using liquid
MCPD are at 15% O2. fuels, biogas, natural gas and LPG but state of the art mea-
sures must be used to limit emissions.
Under the 44th BImSCHv, existing installations are those • NOx emissions from biogas engines operated < 300 h/y
that: (1) were put into service before December 20, 2018 or (not those used exclusively for emergency operation), are
(2) were approved under the Federal Emission Control Act limited to 0.50 g/m3.
(Bundes-Immissionsschutzgesetz) and put into service by • S Ox and total carbon emissions are not limited.
December 20, 2018. Installations to which the above defini-
tion does not apply are regarded as new installations. The 44th Consistent with the EU’s MCPD, the 44th BImSchV has an

Table 1 TA Luft 2002 and 44th BImSchV emission limits for new and existing gaseous fueled engines
TAL = TA Luft 2002; BIm = 44th BImSchV; Values expressed as concentration at 5% O2
Power COe NOxe SOxa,e HCHO TDa TCe NH3d
Gaseous Engine Type
3 3 3 3 3 3
MWth g/Nm g/Nm mg/Nm mg/Nm mg/Nm mg/Nm mg/Nm3
Fuel
TAL BIm TAL BIm TAL BIm TAL BIm TAL BIm TAL BImf TAL BIm TAL BIm TAL BIm
New &
Lean New:
0.5 existing:
burn 0.25
Natural 1.3 from 2025
0.3 0.25 0.1 from 2029 9 9 60 30
gas New &
Existing:
Other - - 0.25 0.1 from 2029 existing, λ=1:
0.3 from 2025
Lean New &
0.5
Mine gas burn 0.65 0.5 0.5 31 31 60 9 existing: 30
Other 0.25 New: 1.3 from 2025
30b
Pilot <3 2 1 New: 40 20 from 2020
injection Existing: New:
≥3 0.65 0.5 0.50g 40
30b,c 1.3 from 2023
Biogas - - 0.5 0.1 from 2023 310 89 30
<3 1 0.5 60 Existing:
Spark Existing:
0.3 from 2029
ignition ≥3 0.65 0.5 0.1 from 2029 60

Pilot <3 2 1 60
injection ≥3 0.65 0.5 60 New &
Sewage
- - 0.5 0.5 310 89 existing: 30
gas <3 1 0.5 60
Spark 1.3 from 2025
ignition ≥3 0.65 0.25 60
Lean New: New:
0.5 60
burn 31 60b
Landfill
- - 0.65 0.65 310 Existing: 40 from 2025 9 30
gas
Other 0.25 31; 310 for 60 Existing:
P<1 MWth 40
a
- these limit values are specified in the 44th BImSchV with 3% reference oxygen and are converted to 5% in this table
b
- applies to spark-ignition or lean-burn engines; a limit value of 5 mg/m3 applies to other engines
c
- if formaldehyde emissions of up to 40 mg/m3 were measured during the last emission measurement before 05.12.2016, the limit values must be
complied with from 05.02.2019
d
e
- for engines using selective catalytic or selective non-catalytic reduction
- limits do not apply to emergencyProduced
engines orin cooperation
engines with:
used for peak www.DieselNet.com
shaving for less than 300 h/y
f
- for emergency only engines, a limit of 60 mg/m3 applies
g
-68limitPOWER
appliesSOURCING
to biogas engines
GUIDEoperating
2022-2023< 300 h/y
 Emissions Reference Guide & Standards

emission monitoring requirement. In most cases, this requires The TA Luft 2002 limits for diesel engines are rather strict.
measurements once a year or once every 3 years depend- The NOx limit of 0.5 g/Nm3 typically requires the use of SCR
ing on the fuel used and the particular emission component. catalysts on large diesel engines.
However, NOx and NH3 emissions must be continuously
monitored. Monitoring of NH3 is not required if an ammonia Sulfur Regulations
slip catalyst (ASC) is used. According to TA Luft 2002, a liquid fired stationary engine is
to burn a light fuel oil according to DIN 51603 Part 1 (March
All of the above engine emission limits are expressed as dry 1998) containing max. 0.2% (wt.) sulfur and with a lower heat-
gas concentrations at STP conditions, that have been corrected ing value > 42.6 MJ/kg, or to reach an equivalent SO2 limit by
to a 5% oxygen content using the following formula: installing a flue gas desulfurization unit. The equivalent SO2
EB = EM × (21 - OB)/(21 - OM) limit resulting from the above fuel requirement is about 110
where: mg/Nm3 @ 15% O2 = approx. 300 mg/Nm3 @ 5% O2. The
EB - mass concentration of pollutant corrected for the refer-
ence O2 concentration, TA Luft 2002 sulfur limits no longer apply to either new or
EM - measured mass concentration of pollutant, existing installations.
OB - reference O2 concentration, vol. %, Only the following liquid petroleum fuels may be used in
OM - measured O2 concentration, vol. %. stationary diesel engines: heating oils according to DIN 51603
Part 1 (petroleum fuels) or Part
Table 2 TA Luft 2002 and 44th BImSchV emission limits for new and existing liquid fueled engines
TAL = TA Luft 2002; BIm = 44 BImSchV; Values expressed as concentration at 5% O2
th 6 (petroleum fuels/renewable fuel
blends), March 2017 edition, with
Power CO b
NOx b
HCHO TD NH3 d
a maximum sulfur content of 0.1%
Liquid Fuel MWth g/Nm3 g/Nm3 mg/Nm3 mg/Nm3 mg/Nm3 mass or diesel fuels according to
TAL BIm TAL BIm TAL BIm TAL BIm TAL BIm TAL BIm EN 590 with a maximum sulfur
content of 10 mg/kg. Requirements
Diesel, light fuel oil, <3 - 1
0.3 0.3 0.1 60 20/60 20/80 20/50
c a a
- 30 for gaseous fuels are also covered
ethanol, methanol, etc. ≥3 - 0.5 by the regulations [4701][4702].
a
- higher value applies to engines used for emergency operation only or peak shaving operation for less than 300 h/y
b
- limits do not apply to emergency engines or engines used for peak shaving for less than 300 h/y
c
- higher value applies to engines used for emergency operation only
d
- for engines using selective catalytic or selective non-catalytic reduction

Emissions Standards: Russia

All Vehicles Categories
Light-Duty Vehicles Table 2. Emissions Requirements for Heavy-Duty Engines
Russia adopts European emissions standards, which apply
to both manufactured and imported vehicles. Implementation Date Requirement
dates are listed in Table 1. 1999.01 Euro 1 / Ecological Class 1 (ECE R49.02)
2006.01 Euro 2 / Ecological Class 2 (ECE R49.02 Stage 2)
2008.01 Euro 3 / Ecological Class 3 (ECE R49.04-A)
Heavy-Duty Engines
2010.01 Euro 4 / Ecological Class 4 (ECE R49.04-B1)
Heavy-duty highway engines are required to meet European
2014.01 Euro 5 / Ecological Class 5 (ECE R49.04-B2 C)
emissions standards. The implementation schedule is outlined
in Table 2.
Table 3. Emissions Requirements for Mobile Nonroad Engines

Nonroad Engines Standard EU Equivalent

Russia adopts European emissions standards for mobile non- GOST R41 96-99 Stage 1 (Dir 77/537/EC and Dir 97/68/EC,
ECE R24 test)
road engines. Current requirements are shown in Table 3.
Automobile and Aviation Fuel, Diesel and Ship Fuel, Fuel for
Fuel Quality Reactive Engines and Heating Oil” (with amendments delaying
According to the “Technical rules on the Requirements for the requirements), low sulfur diesel fuels are phased-in based
on the following schedule:
Table 1. Emissions Requirements for Light-Duty Vehicles • Euro 2 fuel is required from December 31, 2012.
Date Requirement • Euro 3 fuel (equivalent to EN 590:1999 with max 350 ppm
1999.01 Euro 1 (ECE R83.02) sulfur) is required from December 31, 2014.
2006.04 Euro 2 (ECE R83.03) • Euro 4 fuel (equivalent to EN 590:2004 with max 50 ppm
2008.01 Euro 3 (ECE R83.05 Stage 3) sulfur) is required from December 31, 2015.
2010.01 Euro 4 (ECE R83.05 Stage 4) • The state may order lower standard fuel for defense purposes.
2014.01 Euro 5 Fuels from the state reserve can be sold for five more years.

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 69
Emissions Reference Guide & Standards

Emissions Standards: Turkey

Non-Road Diesel Engines
Emissions standards for non-
Table 1. Turkish Emissions Standards for Nonroad Diesel Engines
road engines are adopted by
the Turkish Ministry of Industry Stage Power (P), kW Date
and Trade. The standards are Mobile Nonroad Engines
Stage 1 (Phase 1) 37 ≤ P ≤ 560 2003.04
fully harmonized with the EU
Stage 2 (Phase 2) 18 ≤ P ≤ 560 2007
regulations, but implementa-
Stage 3a (Phase 3a) 19 ≤ P ≤ 560 2010
tion dates are different, as out-
Stage 3b (Phase 3b) 130 ≤ P ≤ 560 2011
lined in the following table. All
56 ≤ P < 130 2012
the implementation dates are 37 ≤ P < 56 2013
market placement dates. Stage 4 (Phase 4) 130 ≤ P ≤ 560 2014
56 ≤ P < 130 2014.10
Inland Waterway Vessels
Stage 3a (Phase 3a) 37 ≤ P 2010
Rail Engines
Stage 3a (Phase 3a) 130 ≤ P 2010
Stage 3b (Phase 3b) 130 ≤ P 2012

Emissions Standards: Japan

New Engines And Vehicles
Regulatory Authorities Off-Road Engines
Japanese emissions standards for engines and vehicles and First emissions regulations for new off-road engines and vehi-
fuel efficiency targets are jointly developed by a number of cles, known as MOT/MOC standards, were adopted by the former
government agencies, including: Ministry of Transport (MOT) and Ministry of Construction (MOC).
•M inistry of the Environment (MOE). After the reorganization of Japanese government in 2001,
•M inistry of Land, Infrastructure and Transport (MLIT). off-road engine emissions fell under the jurisdiction of MOE
•M inistry of Economy, Trade and Industry (METI). and MLIT, the same ministries that are responsible for regulat-
In developing engine emissions standards and policies, the ing emissions from highway engines. First MOE/MLIT standards
Ministry of the Environment relies on recommendations of its for off-road engines were promulgated in 2005.
advisory body known as the Central Environment Council (CEC).
Engine and vehicle emissions standards are developed under
the authority of the “Air Pollution Control Law”, while fuel
Marine Engines
efficiency targets are adopted under the “Law Concerning the In 2003, the MLIT proposed emissions regulations for new
Rational Use of Energy” (Energy Conservation Law). and existing ocean-going ships. The regulations, aligned with
the 1997 MARPOL 73/78 Annex 6 limits (by International
On-Road Engines and Vehicles Maritime Organization), require cutting NOx emissions by
Japan introduced fist new engine emissions standards for on- about 10% from previous non-regulated levels.
road vehicles in the late 1980’s. The Japanese standards, how-
ever, remained relaxed through the 1990’s. In 2003 the MOE Emissions Standards: Japan
finalized very stringent 2005 emissions standards for both light
and heavy vehicles. At the time they came to power, the 2005 In-Use Vehicle Regulations
heavy-duty emissions standards (NOx = 2 g/kWh, PM = 0.027
g/kWh) were the most stringent diesel emissions regulation in
the world. Effective 2009, these limits are further tightened Automotive NOx and PM Law
(NOx = 0.7 g/kWh, PM = 0.01 g/kWh) to a level in-between In 1992, to cope with NOx pollution from existing vehicle
the U.S. 2010 and Euro 5 requirements. fleets the MOE adopted the Motor Vehicle NOx Law, which
Most categories of onroad vehicles, including passenger cars aimed at the elimination of the oldest, most polluting
and heavy-duty trucks and buses, are also subject to mandatory vehicles from in-use fleets in certain geographical areas. In
fuel efficiency targets. The Japanese fuel efficiency require- 2001, the regulation has been amended to also include PM
ments for heavy trucks and buses were the world’s first fuel emissions requirements, and renamed as Automotive NOx
economy regulation for heavy vehicles. and PM Law.

Produced in cooperation with: www.DieselNet.com

70 POWER SOURCING GUIDE 2022-2023
 Emissions Reference Guide & Standards

Tokyo Retrofit Program

The Tokyo government and several neighboring prefectures Emissions standards for new diesel fueled commercial
adopted diesel emissions regulations, which require retrofitting vehicles are summarized in Table 1 for light vehicles (chas-
of older in-use diesel vehicles with PM control devices (cata- sis dynamometer test) and in Table 2 for heavy vehicles
lytic converters or particulate filters), or else replacing them (engine dynamometer test).
with newer, cleaner models. The Tokyo retrofit requirements Light-duty trucks and buses are tested on the 10-15
became effective in October 2003. mode cycle, which will be fully replaced by the JC08 mode
test by 2011. The test procedure for heavy-duty engines
Emissions Standards: Japan is the JE05 mode cycle (hot start version). Before 2005,
heavy-duty engines were tested over the 13-mode cycle
On-Road Vehicles And Engines and the 6-mode cycle. Vehicles and engines are tested
using 50 ppm S fuel for the 2005 standards.

Table 1. Diesel Emissions Standards for Light Commercial Vehicles GVW ≤ 3500 kg (≤ 2500 kg before 2005)

Vehicle Date Test Unit CO HC NOx PM

Weight*
mean (max) mean (max) mean (max) mean (max)
≤ 1700 kg 1988 10-15 mode g/km 2.1 (2.7) 0.40 (0.62) 0.90 (1.26)
1993 2.1 (2.7) 0.40 (0.62) 0.60 (0.84) 0.20 (0.34)
1997 2.1 (2.7) 0.40 (0.62) 0.40 (0.55) 0.08 (0.14)
2002 0.63 0.12 0.28 0.052
2005b JC08c 0.63 0.024d 0.14 0.013
2009 0.63 0.024 d
0.08 0.005
> 1700 kg 1988 6 mode ppm 790 (980) 510 (670) DI: 380 (500)
IDI: 260 (350)
1993 10-15 mode g/km 2.1 (2.7) 0.40 (0.62) 1.30 (1.82) 0.25 (0.43)
1997 a
2.1 (2.7) 0.40 (0.62) 0.70 (0.97) 0.09 (0.18)
2003 0.63 0.12 0.49 0.06
2005 b
JC08 c
0.63 0.024 d
0.25 0.015
2009e 0.63 0.024d 0.15 0.007
* - gross vehicle weight (GVW)
a
- 1997: manual transmission vehicles; 1998: automatic transmission vehicles
b
- full implementation by the end of 2005
c
- full phase-in by 2011
d
- non-methane hydrocarbons
e
- 2009.10 for new domestic models; 2010.09 for existing models & imports

Table 2. Diesel Emissions Standards for Heavy Commercial VehiclesGVW > 3500 kg (> 2500 kg before 2005)
Date Test Unit CO HC NOx PM
mean (max) mean (max) mean (max) mean (max)
1988/89 6 mode ppm 790 (980) 510 (670) DI: 400 (520)
IDI: 260 (350)
1994 13 mode g/kWh 7.40 (9.20) 2.90 (3.80) DI: 6.00 (7.80) 0.70 (0.96)
IDI: 5.00 (6.80)
1997a 7.40 (9.20) 2.90 (3.80) 4.50 (5.80) 0.25 (0.49)
2003b 2.22 0.87 3.38 0.18
2005 c
JE05 2.22 0.17d
2.0 0.027
2009 2.22 0.17d
0.7 0.01
a
- 1997: GVW ≤ 3500 kg; 1998: 3500 < GVW ≤ 12000 kg; 1999: GVW > 12000 kg
b
- 2003: GVW ≤ 12000 kg; 2004: GVW > 12000 kg
c
- full implementation by the end of 2005
d
- non-methane hydrocarbons

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 71
 Emissions Reference Guide & Standards

former MOT standards. On March 28, 2006, the same stan-

Emissions Standards: Japan dards were promulgated for Nonroad Vehicles, superseding
former MOC standards.
Off-Road Engines
The standards are summarized in Table 1 for compression
ignition engines, and in Table 2 for spark ignited engines.
Regulatory Background Emissions are measured according to JIS B 8001-1 (Japanese
After the reorganization of Japanese government in 2001,
version of ISO 8178) 8-mode test for diesel, 7-mode test for SI.
off-road engine emissions standards became the responsibility
Smoke is measured according to JCMAS T-004.
of MOE and MLIT. The former MOT/MOC emissions regula-
tions were replaced by three groups of emissions standards, These standards, although similar in stringency to the U.S.
applicable to the following categories of equipment: Tier 3 (2006-2008) and the EU Stage 3a (2005-2007), are not
harmonized with U.S. and EU regulations. The standards do
1. S pecial Motor Vehicles — self-propelled nonroad vehicles not require the use of exhaust aftertreatment devices, such as
and machinery that are registered for operation on public diesel particulate filters. The MOE’s Central Environmental
roads (fitted with license plates). Council indicated it will consider adopting “aftertreatment-
2. Nonroad Motor Vehicles — self-propelled and non- forcing” standards with implementation dates around 2010.
registered nonroad vehicles and machinery.
3. Portable And Transportable Equipment: Recognition
Portable/Transportable Equipment (Recognition System)
System — recognition of low emissions engines for desig-
Under the recognition system regulations that became effective
nation of low emissions construction machinery. on March 17, 2006, manufacturers may apply for their engines
to be recognized as a low emissions engine for use in designated
Special/Nonroad Motor Vehicles low emissions construction machinery. The recognition system
These standards apply to nonroad vehicles rated between applies to portable and transportable (i.e., non-self-propelled)
19-560 kW with (Special Motor Vehicles) or without (Nonroad equipment, which is not emissions regulated under the Special/
Motor Vehicles) licence plates. The emissions limits for the two Nonroad Motor Vehicle regulations.
vehicle categories are the same, but they are introduced by
separate regulatory acts. On June 28, 2005, the MOE promul- The emissions standards are listed in Table 3. Emissions are
gated a new set of standards for Special Vehicles, superseding measured over the JIS B 8001-1 (ISO 8178) 8-mode test. For gen-
erator application, the rated speed is for 60 Hz and the intermedi-
ate speed is for 50 Hz.
Table 1. Emissions Standards for Diesel
Special/Nonroad Vehicles, g/kWh
Table 3. Emissions Limits — Recognition System, g/kWh
Power (P) CO HC NOx PM Smoke Date
Power (P) CO HC NOx PM Smoke
New All
Models Models† kW g/kWh %
kW g/kWh %
8 ≤ P < 19 5.0 7.5* 0.4 40
19 ≤ P < 37 5.0 1.0 6.0 0.4 40 2007.10 2008.09
19 ≤ P < 37 5.0 1.0 6.0 0.4 40
37 ≤ P < 56 5.0 0.7 4.0 0.3 35 2008.10 2009.09
37 ≤ P < 56 5.0 0.7 4.0 0.3 35
56 ≤ P < 75 5.0 0.7 4.0 0.25 30 2008.10 2010.09
56 ≤ P < 75 5.0 0.7 4.0 0.25 30
75 ≤ P < 130 5.0 0.4 3.6 0.2 25 2007.10 2008.09
75 ≤ P < 130 5.0 0.4 3.6 0.2 25
130 ≤ P < 560 3.5 0.4 3.6 0.17 25 2006.10 2008.09
130 ≤ P < 560 3.5 0.4 3.6 0.17 25
† Applies to continuously produced nonroad vehicles (but not special
vehicles) and imported special/nonroad vehicles. * NOx + HC

Table 2. Emissions Standards for Spark Ignited Emissions Standards: Japan

Special/Nonroad Vehicles, g/kWh

Power (P) 7-mode Idle Date

Fuel Economy
CO HC NOx CO HC New All
Models Models† Heavy-Duty Vehicles: 2015 Targets
kW g/kWh % ppm The fuel economy standards for heavy vehicles — effective
19 ≤ P < 560 20.0 0.60 0.60 1 500 2007.10 2008.09 from 2015 — apply to diesel fueled, type-approved commercial
vehicles with GVW > 3.5 t, including trucks and buses designed
† Applies to continuously produced nonroad vehicles (but not special to carry 11 or more passengers. The standards are also appli-
vehicles) and imported special/nonroad vehicles.
cable to non-type-approved diesel vehicles that are equipped

Produced in cooperation with: www.DieselNet.com

72 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

with CO or other emissions control devices. Fuel economy from The standards for heavy vehicles are summarized in the fol-
heavy vehicles fueled by gasoline, LPG or other alternative fuels lowing tables.
is not regulated. Testing. A computer simulation procedure has been developed
that allows to calculate fuel efficiency (in km/L) of heavy-duty
When the targets are fully met, the fleet average fuel econo- trucks and buses based on engine dynamometer testing. The
my is estimated at: engine testing is performed over the urban JE05 test and over
• For trucks: 7.09 km/L (369.6 g CO2/km), a 12.2% increase an interurban transient test (speed: 80 km/h, load factor: 50%).
over 2002 performance of 6.32 km/L (414.6 g CO2/km). A number of vehicle factors, such as vehicle mass, payload, tire
• For buses: 6.30 km/L (416.0 g CO2/km), a 12.1% increase size, gear ratios and efficiency, and others are accounted for in
over 2002 performance of 5.62 km/L (466.3 g CO2/km). the calculation.

Table 1. 2015 Fuel Efficiency Targets for Table 3. 2015 Fuel Efficiency Targets for Heavy-Duty Trucks
Heavy-Duty Transit Buses (Excluding Tractors)
Category GVW, t FE Target, km/L Category GVW, t Max Load (L), t FE Target, km/L
1 6 < GVW ≤ 8 6.97 1 L ≤ 1.5 10.83
2 1.5 < L ≤ 2 10.35
2 8 < GVW ≤ 10 6.30 3.5 < GVW ≤ 7.5
3 2<L≤3 9.51
3 10 < GVW ≤ 12 5.77 4 3<L 8.12
4 12 < GVW ≤ 14 5.14 5 7.5 < GVW ≤ 8 7.24
5 14 < GVW 4.23 6 8 < GVW ≤ 10 6.52
7 10 < GVW ≤ 12 6.00
8 12 < GVW ≤ 14 5.69
Table 2. 2015 Fuel Efficiency Targets for Heavy-Duty 9 14 < GVW ≤ 16 4.97
General (Non-Transit) Buses
10 16 < GVW ≤ 20 4.15
Category GVW, t FE Target, km/L 11 20 < GVW 4.04
1 3.5 < GVW ≤ 6 9.04
2 6 < GVW ≤ 8 6.52
3 8 < GVW ≤ 10 6.37
4 10 < GVW ≤ 12 5.70 Table 4. 2015 Fuel Efficiency Targets for Heavy-Duty Tractors
5 12 < GVW ≤ 14 5.21 Category GVW, t FE Target, km/L
6 14 < GVW ≤ 16 4.06 1 GVW ≤ 20 3.09
7 16 < GVW 3.57 2 GVW > 20 2.01

Emissions Standards: China

Heavy-Duty On-Road Engines

Implementation Schedule Supplemental China 4-5 Requirements

With a few exceptions, emission standards for new on-road Supplemental requirements were adopted to prevent excess
heavy-duty vehicles (HGV) and engines are based on the NOx emissions during low-speed, urban driving conditions
European standards. Implementation dates for the emission from some HDVs type approved to China 4 and China 5 stan-
standards are listed in Table 1. China 6a and China 6b stan- dards. These requirements included:
dards include the same emission limits, but China 6b includes • World Harmonized Transient Cycle (WHTC) limits —
some more stringent in-use (PEMS) testing and monitoring applicable in Beijing and nationally, and
requirements. • PEMS testing requirements — first applicable in Beijing,
then nationally.
China 3-7 Emission Standards The Beijing Municipal Environmental Protection Bureau
(EPB) released two local standards in February 2013 and the
Emission Limits
Ministry of Environmental Protection adopted a national stan-
The legislation for China 3-5 stages — which were based
dard in January 2014. These standards are supplemental to
on Euro 3-5, respectively — was adopted in 2005 [2881]. The
China 4 and 5 standards and apply to China 4 and 5 vehicles
emission limits are shown in Table 2. with GVW > 3,500 kg, registered in Beijing and nationally,
respectively.
At the China 1/2 stage (not shown in the table), the test was
ECE R-49 or the Chinese 9-mode.

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 73
 Emissions Reference Guide & Standards

Table 1. Emission standards implementation dates

Guangzhou Nationwide Initially

Stage Beijing Shanghai
Type Approval All Vehicles Scheduled

China 1 2000.09 2001.09

China 2 2003.09 2004.01
China 3 PI 2010.07 2010.08 2009.07 2009.07 2010.07 2007.07
CI 2006.01 2007.01 2007.07 2007.01 2008.01 2007.01
China 4 PI 2011.01 2012.07 2013.07 2010.01
CI 2011.01 2009.11 2010.08 2010.01 2015.01 2010.01
China 5 2013.02a,c 2014.01a 2016.01a 2016.04d,e 2012.01
2015.06b 2017.01e
2017.07b
China 6a Gas 2019.07
All 2021.07f
China 6b Gas 2021.07
All 2023.07
a
Public buses and municipal service vehicles
b
All vehicles
c
Starting 2016.01, DPFs are also required on new public HDDVs (buses and municipal service vehicles)
d
Beijing, Shanghai, Tianjin, Hebei, Liaoning, Jiangsu, Zhejiang, Fujian, Shandong and Guangzhou
e
Public transportation buses, sanitary and postal vehicles
f
2020.07 for urban HDVs

WHTC Limits. One of the Beijing

Table 2. China 3-5 emission standards for heavy-duty engines standards [2895] implemented March 1,
CO HC NMHC NOx PM NH3 Smoke 2013 and the national standard [2897]
Stage Test Cycle [3400] implemented January 1, 2015,
g/kWh ppm 1/m
required China 4 and 5 engines to be
China 3 ESC + ELR 2.1 0.66 - 5.0 0.10 a
0.8
tested over the WHTC in addition to
ETC 5.45 - 0.78 5.0 0.16a - the ETC (in Europe, testing over the
China 4 ESC + ELR 1.5 0.46 - 3.5 0.02 0.5 WHTC was not required until the Euro 6
stage). The Beijing standards applied to
ETC 4.0 - 0.55 3.5 0.03 -
diesel and gas fueled engines while the
China 5 ESC + ELR 1.5 0.46 - 2.0 0.02 10 b
0.5 national standards applied to only diesel
ETC 4.0 - 0.55 2.0 0.03 10b - fueled engines. Both cold-start and hot-
a
0.13/0.21 (ESC/ETC) for engines < 0.75 L per cylinder and rated speed > 3000 rpm start tests were required, with results
b
Cycle average; 25 ppm maximum weighted 14% and 86%, respectively.
Table 3 and Table 4 provide the WHTC
cycle limits for the China 4 and 5 stages.
Most of the limit values are equal to the
Table 3. Beijing WHTC emission limits for diesel and gas China IV and V engines, g/kWh
Euro 4/5 ETC values except those for
Stage Date CO NMHC CH4a NOx PMb NOx emissions.
China 4 2013.03 4.0 0.55 1.1 3.7 0.03
China 5 2013.07 c
4.0 0.55 1.1 2.8 0.03 PEMS Testing. The second Beijing
standard [2896], implemented July 1,
a
Only gas engines
2013, established in-use, complete
b
Not applicable to gas engines
c
Buses and sanitary vehicles; other vehicles upon availability of suitable fuel vehicle Portable Emission Measurement
System (PEMS) testing requirements for
manufacturers to prove that real-world
emissions do not overly exceed the type
Table 4. National WHTC emission limits for diesel China IV and V engines, g/kWh approval limit values. From October
Stage Date CO NMHC NOx PM 1, 2017, PEMS testing requirements
China 4 2015.01 4.0 0.55 3.7 0.03 became effective nationally, applicable
to new type approvals of China V heavy-
China 5 in line with China 5 4.0 0.55 2.8 0.03
duty diesel- and gas-powered models.

Produced in cooperation with: www.DieselNet.com

74 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

China 6 Emission Standards Table 5. China 6 emission standards for heavy-duty engines
The first proposal for Euro 6-based
Stage Test Cycle CO HC NMHC CH4 NOx PM PN NH3
emission standards was published in
2015 by the City of Beijing. These mg/kWh kWh -1
ppm
Beijing 6 emission standards were China 6 CI WHSC 1500 130 - - 400 10 8.0×10 11
10
never finalized and have been
WHTC 4000 160 - - 460 10 6.0×1011 10
replaced with the national China 6
program. The final China 6 emis- WNTE 2000 220 - - 600 16 - -
sion standards were published in China 6 PI WHTC 4000 - 160 500 460 10 6.0×1011 10
2018, with a phase-in schedule from
WNTE 2000 220 - - 600 16 - -
2019.07 through 2023.07 (Table 1).
The emission limits are shown in
Table 5.

Table 6. Emission durability requirements

Category Useful Life Aftertreatment Testing
China 1-5 China 6 GB 20890-2007 HJ 438-2008
M1 (GVW > 3.5 t) 100,000 km/5 yrs 200,000 km/5 yrs 50,000 km 100,000 km
M2
M3 (GVW ≤ 7.5 t) 200,000 km/6 yrs 300,000 km/6 yrs 60,000 km 125,000 km
N2 and N3 (GVW ≤ 16 t)
M3 (GVW > 7.5 t) 500,000 km/7 yrs 700,000 km/7 yrs 80,000 km 167,000 km
N3 (GVW > 16 t)

The China 6 regulation includes a multi-component compli- based on the Euro 6 OBD program. An OBD system must be
ance program involving agency- and manufacturer-run emis- installed on all China 6 engines and vehicles to identify, record
sion tests during pre-production, production, and in-use stages. and communicate types of malfunctions. The OBD threshold
It also includes full vehicle PEMS testing requirements based on limits are listed in Table 7. If emissions exceed an OBD thresh-
the European PEMS regulations. old over a certain amount of time, a permanent code must be
The China 6 standards include two phases, China 6a and stored in the computer. An operator inducement system is also
China 6b. China 6a is largely equivalent to the Euro 6 stan- required that, when activated, reduces the vehicle torque and/
dard. China 6b introduces more stringent testing requirements or limits the maximum speed.
(including a PN limit of 1.2×1012 kWh-1 for full-vehicle PEMS
tests) and a remote emission monitoring system. Remote OBD. China 6b standards require HDVs to be
equipped with an on-board remote emissions monitoring sys-
Emission Durability tem. Real-time engine data from the ECU, NOx sensor, DPF
Emission durability requirements, including the engine use- and other emission-related data are required to be reported
ful life and the minimum aftertreatment testing periods, are remotely to the monitoring center of the regulatory agency.
shown in Table 6. The aftertreatment periods according to
HJ 438-2008 are mandatory for type approval and produc- Table 7. OBD threshold limits, mg/kWh
tion conformity, while GB 20890-2007 provides a guideline Engine type NOx PM CO
to conduct aftertreatment durability testing during product
Compression ignition 1200 25 -
development.
Gas-fueled positive ignition 1200 - 7500
The GB 20890-2007 standard recommends that aftertreat-
ment testing be conducted on-vehicle, over the China Heavy-
Duty Durability Cycle — Vehicle (C-HDD-V). Alternatively, an
engine-based durability test can be conducted over the China Emissions Standards: China
Heavy-Duty Durability Cycle — Engine (C-HDD-E).
Non-Road Engines
Emission Warranty. China 6 regulations introduced the first
mandatory emission warranty program for HDVs. The China 6 Regulatory Background
minimum emission warranty periods are 80,000 km/5 years for The implementation of China’s emission standards for diesel
vehicle categories M1, M2 and N1; and 160,000 km/5 years and small spark ignition (SI) mobile nonroad engines is sum-
for categories M3, N2, and N3. marized in Table 1. Some of the important regulatory steps
include:
OBD Requirements
China 6 regulations include OBD requirements that are Diesel Stage 2/3 standards: The first emission standards

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 75
 Emissions Reference Guide & Standards

for mobile nonroad diesel engines (GB 20891-2007) were A Stage 4 implementation date of 2020.01 was proposed and
adopted in 2007 [2880]. The requirements were based on the later changed to 2020.12.
European Stage 1/2 nonroad emission standards. However, the
Chinese regulation also covered small diesel engines, which Smoke emissions: In September 2018, a test procedure
were not subject to the European standards. Emission limits for and limits for measuring smoke emissions from non-road
the smallest engines were consistent with US Tier 1/2 nonroad equipment and vehicles, GB 36886-2018, was published. The
standards. procedure became effective in December 2018.

Table 1. Implementation of National Non-Road Engine Emission Standards Small SI Stage 1/2 standards:
Year 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21+ In December 2010, emissions stan-
Diesel 1 1/2 2 2/3 3 4 dards for mobile nonroad spark igni-
tion engines < 19 kW were pub-
Small SI; HH 1 2
lished (GB26133-2010), with lim-
Small SI; nHH 1 2 its based on EU and US standards.
Stage 1 requirements became effec-
Table 2. Stage 1/2 Standards for Non-Road Diesel engines, g/kWh tive 2010.03. Stage 2 implementa-
Diesel Stage 3/4 standards: In May 2014, the MEP pub- tion was different for non-handheld/
Max Power (P), kW CO HC NOx HC+NOx PM
lished GB 20891-2014 specifying China Stage 3 emission stan- handheld engines with require-
Stage1†
dards and proposed limits for Stage 4 [3053] that are based on ments for new engine types starting
the 130
EU≤Stage
P ≤ 5603a and EU 5.0
Stage 3b requirements,
1.3 respectively.
9.2 - 0.54 2013.01/2015.01 respectively and
Limits for the smallest and largest engines are based on US Tier all new engines 2014.01/2016.01
75 ≤ P < 130 5.0 1.3 9.2 - 0.7
2 requirements. The Stage 3 standards became effective from respectively.
37 ≤ Pfor
2014.10 < 75new types and
6.5 from 2015.10
1.3 for all engines.
9.2 The - 0.85
proposed
18 ≤ P <limits
37 for Stage8.4
4 included in2.1GB20891-201410.8 were - 1.0 Diesel Engines
further supplemented with a proposal issued in February 2018
8 ≤ P < 18 8.4 - - 12.9 - Stage 1/2 Emission Standards
with a wall flow DPF requirement. Engine makers were also
0 < P < 8 12.3 - - 18.4 - The standards, Table 2, were based
encouraged to meet standards based on EU Stage 5 standards.
on European regulations. The compli-
Stage 2
ance dates were:
130 ≤ P ≤ 560 3.5 1.0 6.0 - 0.2
75 ≤ P < 130 5.0 1.0 6.0 - 0.3 • S tage 1 standards: 2007.10
• S tage 2 standards: 2009.10
37 ≤ P < 75 5.0 1.3 7.0 - 0.4
18 ≤ P < 37 5.5 1.5 8.0 - 0.8 Emissions were measured over a
8 ≤ P < 18 6.6 - - 9.5 0.8 steady-state test cycle equivalent to
0<P<8 8.0 - - 10.5 1.0 the ISO 8178 C1, 8-mode test. Other
ISO 8178 test cycles could be used
† Stage 1 limits shall be achieved before any exhaust aftertreatment device. for selected applications.

Table 3. Stage 3 and Proposed Stage 4 Limits Stage 3/4 Emission Standards
Stage Power CO HC NOx HC+NOx PM GB20891-2014 included the Stage
3 limits as well as Stage 4 limits,
kW g/kWh
Table 3. The Stage 3 limits are based
Stage 3 P>560 3.5 6.4 0.20 on EU Stage 3a standards and the
130≤P≤560 3.5 4.0 0.20 proposed Stage 4 limits on EU Stage
3b standards but with the addition of
75≤P<130 5.0 4.0 0.30
engines with net power >560 kW and
37≤P<75 5.0 4.7 0.40 < 37 kW. Limits for engines above
P<37 5.5 7.5 0.60 560 kW and under 37 kW are based
on US Tier 2 requirements. Stage 3
Proposed P>560 3.5 0.40 3.5, 0.67* 0.10
Stage 4 engines and constant speed Stage 4
engines are measured over the ISO
130≤P≤560 3.5 0.19 2.0 0.025
8178. Variable speed Stage 4 engines
75≤P<130 5.0 0.19 3.3 0.025 were to be tested over the NRTC.
56≤P<75 5.0 0.19 3.3 0.025 Durability requirements are shown
in Table 4 .
37≤P<56 5.0 4.7 0.025
P<37 5.5 7.5 0.60
* Applicable to mobile generator sets with Pmax > 900 kW diesel engines

Produced in cooperation with: www.DieselNet.com

76 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

Table 4. Stage 3/4 Durability Requirements

Stage 4 Emission Standards—2018/19
Power, kW Rated speed, rpm Effective life, h Minimum durability
Revisions test duration, h
The Stage 4 requirements proposed in
GB 20891-2014, Table 3, were further P≥37 All 8000 2000
clarified and supplemented with additional 19≤P<37 Variable speed 5000 1250
requirements through a proposal issued Constant speed <
2018.02. This proposal supplemented the 3000
Stage 4 requirements in Table 3 with a DPF-
Constant speed ≥ 3000 750
forcing standard — a maximum PN limit 3000
of 5×1012 #/kWh. Engine manufacturers
were also encouraged to instead meet limits P<19 All
based on EU Stage 5 limits, Table 5.

Initially, an implementation date of Table 5. Voluntary Emission Limits Proposed in 2018

2020.01 was proposed; all nonroad engines Power CO HC NOx HC+NOx PM PN
produced on or after this date would be kW g/kWh #/kWh
required to meet the updated Stage 4
requirements. A revision to the proposal P>560 3.5 0.19 3.5, 0.67* 0.045
published 2019.02 changed the implemen- 130≤P≤560 3.5 0.19 0.40 0.015 1×1012
tation date to 2020.12, pointed to a supple- 56≤P<130 5.0 0.19 0.40 0.015 1×1012
mental document “Technical Requirements
37≤P<56 5.0 4.7 0.015 1×1012
for Non-road Diesel Mobile Machinery
Pollutant Emission Control” (HJ 1014) for 19≤P<37 5.0 4.7 0.015 1×1012
additional compliance guidance and stated P<19 5.5 7.5 0.40
that proposed China Stage 5 limits will also
* Applicable to mobile generator sets with Pmax > 900 kW diesel engines
be included in the final regulation.

Additional details for Stage 4 include:

Table 6. Exhaust Smoke Limits
• Constant speed diesel engines would
be tested over the NRSC and variable Category Rated net power, Light absorption Ringelmann
speed engines over the NRTC; Pmax coefficienta Blackness
• Wider applicable ambient boundary kW 1/m
conditions;
Class 1 Pmax < 19 3.00 1
• PN limit to apply to 37-560 kW engines
(engines to be equipped with a wall- 19 ≤ Pmax < 37 2.00
flow DPF); 37 ≤ Pmax ≤ 560 1.61
• There should be no visible smoke dur- Class 2 Pmax < 19 2.00 1
ing DPF regeneration;
• Average ammonia emissions are not to 19 ≤ Pmax < 37 1.00 1 (no visible smoke)
exceed 25 ppm; Pmax ≥ 37 0.80
• If the engine is equipped with a vana- Class 3 Pmax < 37 0.80 1 (no visible smoke)
dium containing SCR catalyst, data
demonstrating that vanadium emissions Pmax ≥ 37 0.50
will not occur during the useful life is a
for engines operating above 1700 m, the limit can be increased by 0.25 1/m
required and SCR inlet temperatures Class 1 limits apply to machinery with Stage 1 and 2 diesel engines (GB 20891-2007) and Class
above 550°C are not allowed; 2 limits to machinery with Stage 3 and subsequent diesel engines (GB 20891-2014). Class 3
• PEMS to be used as the primary in-use limits can be used to limit emissions in low emission zones defined by the government.
compliance tool;
• An OBD requirement for NOx and PM controls, covering method for on-site measurements of non-road diesel mobile
EGR, DOC, DPF, SCR; machinery and vehicles as well as new and imported equip-
• Global positioning system will be required for all NRMMs ment. Smoke measurements can be carried out with an opacity
equipped with engines of 37-560 kW. meter according to GB 3847 or using the Ringelmann method
as described in an appendix to GB 36886-2018. The corre-
In-Use Smoke Emissions sponding limits are summarized in Table 6.
In the September 2018, Limits and measurement methods
for exhaust smoke from non-road mobile machinery equipped On-site smoke measurements are carried out during the
with diesel engine, GB 36886-2018, was published. This normal usage cycle of the equipment. If this is not possible,
standard specifies the exhaust smoke limit and measurement the free acceleration method (GB 3847) can be used. Opacity

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 77
Emissions Reference Guide & Standards

meter measurements are carried out with a sampling frequency Table 8. Small SI Engine Stage 1 Emission Limits, g/kWh
no less than 1 Hz and the maximum reading is taken as the Engine
test result. Ringelmann readings can be taken by video or other CO HC NOx HC+NOx
classification
similar method with the maximum Ringelmann rating taken as
SH1 805 295 5.36
the test result.
SH2 805 241 5.36
Small SI Engines: Stage 1/2 Emission Standards SH3 603 161 5.36
Stage 1 and 2 emissions requirements for small nonroad FSH1 519 50
spark ignition engines are found in GB26133-2010. This stan-
dard applies to spark ignition engines with a net power of no FSH2 519 40
more than 19 kW for use in nonroad mobile machinery such FSH3 519 16.1
as: lawn mowers, chain saws, generators, water pumps and FSH4 519 13.4
brush cutters. Engines with a net power greater than 19 kW but
a working volume of no more than 1 L may be certified as well.
It does not apply to engines for the following purposes: for Table 9. Small SI Engine Stage 2 Emission Limits, g/kWh
driving boats; for underground mining or underground mining Engine
equipment; for emergency rescue equipment; for recreational CO NOx HC+NOx
classification
vehicles such as sleds, motocross and all-terrain vehicles;
SH1 805 10 50
engines built for export.
SH2 805 10 50
The application dates are as follows: SH3 603 10 72
FSH1 610 10 50
• S tage 1: New types/all new non-handheld and hand-held
engines 2011.03/2012.03, respectively. FSH2 610 10 40
• Stage 2: FSH3 610 10 16.1
• New types/all new non-handheld engines FSH4 610 10 13.4
2013.01/2014.01
• New types/all new hand-held engines
2015.01/2016.01, respectively. Table 10. Durability Requirements For Small SI Engines, Hrs
Engine Durability class
Testing is in accordance with ISO 8178 (GB/T 8190.4). classification
1 2 3
Emission requirements are based on EU Directive 97/68/EC
and its amendments found in 2002/88/EC as well as US EPA SH1 50 125 300
Phase 1 and 2 regulations (40 CFR Part 90). SH2 50 125 300
SH3 50 125 300
Engines are classified according to displacement volume as
shown in Table 7. FSH1 50 125 300
FSH2 125 250 500
Stage 1 limits are shown in Table 8 and Stage 2 limits in
FSH3 125 250 500
Table 9. The durability requirements are shown in Table 10.
Two-stroke engines for snowblowers, whether or not they are FSH4 250 500 1000
hand-held, only need to meet the SH1, SH2 or SH3 of the cor-
responding working volume. For natural gas-fueled engines,
NMHC may be used instead of HC. Locomotives
Emission standards for locomotives and other rail traction
Table 7. Small SI Engine Classification engines are published by the State Railway Administration.
Engine classification Displacement TB/T 2783-2017 specifies the limits for emissions from diesel
Volume, cm3 engines for railway traction. The standard applies to diesel
engines for railway traction, new traction equipment for
Handheld SH1 V<20
railways or diesel engines reinstalled with existing traction
SH2 20≤V<50 equipment. It does not apply to special-purpose locomotive
SH3 V≥50 diesel engines (such as for refinery or mining locomotives) and
diesel engines with output power less than 100 kW. Emission
Non-handheld FSH1 V<66
standards have been based on UIC and EU NRMM standards.
FSH2 66≤V<100 Table 11 lists the emission standards that apply. EPA Tier 2
FSH3 100≤V<225 locomotives are also claimed to be acceptable and develop-
ment of locomotives capable of meeting EPA Tier 3 and 4 and
FSH4 V≥225
EU NRMM Stage 3B is being encouraged [4395].

Produced in cooperation with: www.DieselNet.com

78 POWER SOURCING GUIDE 2022-2023
 Emissions Reference Guide & Standards

Emissions Standards: India

On-Road Vehicles And Engines

Table 1. Indian Emissions Standards (4-Wheel Vehicles) Background

The first Indian emissions regulations were
Standard Reference Date Region idle emissions limits which became effective
India 2000 Euro 1 2000 Nationwide in 1989. These idle emissions regulations
Bharat Stage 2 Euro 2 2001 NCR*, Mumbai, Kolkata, Chennai were soon replaced by mass emissions limits
2003.04 NCR*, 11 Cities† for both gasoline (1991) and diesel (1992)
2005.04 Nationwide vehicles, which were gradually tightened
Bharat Stage 3 Euro 3 2005.04 NCR*, 11 Cities† during the 1990’s. Since the year 2000, India
2010.04 Nationwide started adopting European emissions and fuel
Bharat Stage 4 Euro 4 2010.04 NCR*, 11 Cities† regulations for four-wheeled light-duty and
* National Capital Region (Delhi) for heavy-duty vehicles. Indian own emis-
† Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Secunderabad, Ahmedabad, Pune, Surat, sions regulations still apply to two- and three-
Kanpur and Agra wheeled vehicles.

On October 6, 2003, the National Auto

Table 2. Emissions Standards for Light-Duty Vehicles, g/km Fuel Policy has been announced, which
Year Reference CO HC HC+NOx NOx PM envisages a phased program for introducing
Diesel Euro 2 — 4 emissions and fuel regulations
1992 - 17.3-32.6 2.7-3.7 - - - by 2010. The implementation schedule of
1996 - 5.0-9.0 - 2.0-4.0 - - EU emissions standards in India is summa-
2000 Euro 1 2.72-6.90 - 0.97-1.70 - 0.14-0.25 rized in Table 1.
2005† Euro 2 1.0-1.5 - 0.7-1.2 - 0.08-0.17
2010† Euro 3 0.64 - 0.56 0.50 0.05 The above standards apply to all new
0.80 0.72 0.65 0.07 4-wheel vehicles sold and registered in the
0.95 0.86 0.78 0.10
respective regions. In addition, the National
2010‡ Euro 4 0.50 - 0.30 0.25 0.025
Auto Fuel Policy introduces certain emis-
0.63 0.39 0.33 0.04
0.74 0.46 0.39 0.06 sions requirements for interstate buses with
Gasoline routes originating or terminating in Delhi or
1991 - 14.3-27.1 2.0-2.9 - - - the other 10 cities.
1996 - 8.68-12.4 - 3.00-4.36 - -
1998* - 4.34-6.20 - 1.50-2.18 - - Light-Duty Vehicles
2000 Euro 1 2.72-6.90 - 0.97-1.70 - - Emissions standards for light-duty vehicles
2005† Euro 2 2.2-5.0 - 0.5-0.7 - - (GVW ≤ 3,500 kg) are summarized in Table
2010† Euro 3 2.3 0.20 - 0.15 - 2. Ranges of emissions limits refer to different
4.17 0.25 0.18 categories and classes of vehicles; compare
5.22 0.29 0.21 the EU light-duty vehicle emissions standards
2010‡ Euro 4 1.0 0.1 - 0.08 - page for details on the Euro 1 and later stan-
1.81 0.13 0.10
dards. The lowest limit in each range applies
2.27 0.16 0.11
to passenger cars (GVW ≤ 2,500 kg; up to 6
* for catalytic converter fitted vehicles
† earlier introduction in selected regions, see Table 1 seats). When three limits are listed, they refer
‡ only in selected regions, see Table 1 to vehicles category M & N1 Class 1, N1
Class 2, and N1 Class 3, respectively.

Table 3. Alternative Emissions Standards for Light-Duty Diesel Engines, g/kWh The test cycle has been the NEDC for
Year Reference CO HC NOx PM low-powered vehicles (max. speed limited
to 90 km/h). Before 2000, emissions were
1992 - 14.0 3.5 18.0 -
measured over an Indian test cycle.
1996 - 11.20 2.40 14.4 -
2000 Euro 1 4.5 1.1 8.0 0.36* Gasoline vehicles must also meet an
2005† Euro 2 4.0 1.1 7.0 0.15 evaporative (SHED) limit of 2 g/test (effec-
tive 2000).
* 0.612 for engines below 85 kW
† earlier introduction in selected regions, see Table 1
Through the BS 2 (Euro 2) stage, engines

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 79
Emissions Reference Guide & Standards

for use in light-duty vehicles could be alter- Table 4. Emissions Standards for Diesel Truck and Bus Engines, g/kWh
natively emissions tested using an engine Year Reference Test CO HC NOx PM
dynamometer. The respective emissions
1992 - ECE R49 17.3-32.6 2.7-3.7 - -
standards are listed in Table 3.
1996 - ECE R49 11.20 2.40 14.4 -
OBD Requirements. OBD 1 is required 2000 Euro 1 ECE R49 4.5 1.1 8.0 0.36*
from April 1, 2010 (except LPG or CNG- 2005† Euro 2 ECE R49 4.0 1.1 7.0 0.15
fuelled vehicles and those >3500 kg GVW). 2010† Euro 3 ESC 2.1 0.66 5.0 0.10
OBD 2 is required from 1 April 2013 for all ETC 5.45 0.78 5.0 0.16
categories.
2010‡ Euro 4 ESC 1.5 0.46 3.5 0.02
ETC 4.0 0.55 3.5 0.03
Truck and Bus Engines
Emissions standards for new heavy-duty * 0.612 for engines below 85 kW
† earlier introduction in selected regions, see Table 1
engines — applicable to vehicles of GVW ‡ only in selected regions, see Table 1
> 3,500 kg — are listed in Table 4.

Emissions Standards: India

Non-Road Diesel Engines

Regulatory Background
Bharat (CEV) Stage 2 - 3 emission standards for diesel con- emission requirements for agricultural tractors became harmo-
struction machinery were adopted on 21 September 2006. The nized with those for construction machinery for most engine
standards were structured into two tiers: categories.
• BS (CEV) 2 - These standards are based on the EU Stage 1
requirements, but also cover smaller engines that were not On 5 March 2018, India adopted Bharat Stage (CEV/Trem)
regulated under the EU Stage 1. 4 - 5 emission standards for diesel nonroad engines used in
• BS (CEV) 3 - These standards are based on US Tier 2/3 construction and agricultural equipment. The BS (CEV/Trem)
requirements. 4 emission standards are aligned with EU Stage 4 standards,
while the BS (CEV/Trem) 5 standards are aligned with EU Stage
First standards for agricultural tractors, Bharat (Trem) Stage 5.
1, became effective in 1999. From the Bharat (Trem) Stage 3a,

Table 1. Bharat (CEV) Stage 2 - 3 Emission Standards for Diesel Construction Machinery
Engine Power Date CO HC HC+NOx NOx PM
kW g/kWh
Bharat (CEV) Stage 2
P<8 2008.10 8.0 1.3 - 9.2 1.00
8 ≤ P < 19 2008.10 6.6 1.3 - 9.2 0.85
19 ≤ P < 37 2007.10 6.5 1.3 - 9.2 0.85
37 ≤ P < 75 2007.10 6.5 1.3 - 9.2 0.85
75 ≤ P < 130 2007.10 5.0 1.3 - 9.2 0.70
130 ≤ P < 560 2007.10 5.0 1.3 - 9.2 0.54
Bharat (CEV) Stage 3
P<8 2011.04 8.0 - 7.5 - 0.80
8 ≤ P < 19 2011.04 6.6 - 7.5 - 0.80
19 ≤ P < 37 2011.04 5.5 - 7.5 - 0.60
37 ≤ P < 75 2011.04 5.0 - 4.7 - 0.40
75 ≤ P < 130 2011.04 5.0 - 4.0 - 0.30
130 ≤ P < 560 2011.04 3.5 - 4.0 - 0.20

Produced in cooperation with: www.DieselNet.com

80 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

Bharat Stage (CEV/Trem) 1 - 3

Table 2. Bharat (CEV) Stage 3 Useful Life Periods
Construction Machinery
Useful Life Period The standards are summarized in the following table. The
Power Rating
hours limit values apply for both type approval (TA) and confor-
mity of production (COP) testing. Testing is performed on an
< 19 kW 3000 engine dynamometer over the ISO 8178 C1 (8-mode) and D2
constant speed 3000 (5-mode) test cycles.
19-37 kW
variable speed 5000
The Bharat Stage 3 standards must be met over the useful life
> 37 kW 8000 periods shown in Table 2. Alternatively, manufacturers may
use fixed emission deterioration factors of 1.1 for CO, 1.05 for
HC, 1.05 for NOx, and 1.1 for PM.

Table 3. Bharat (Trem) Stage 1 – 3a Emission Standards for Diesel Agricultural Tractors

Engine Power Date CO HC HC+NOx NOx PM

kW g/kWh
Bharat (Trem) Stage 1
All 1999.10 14.0 3.5 - 18.0 -
Bharat (Trem) Stage 2
All 2003.06 9.0 - 15.0 - 1.00
Bharat (Trem) Stage 3
All 2005.10 5.5 - 9.5 - 0.80
Bharat (Trem) Stage 3a
P<8 2010.04 5.5 - 8.5 - 0.80
8 ≤ P < 19 2010.04 5.5 - 8.5 - 0.80
19 ≤ P < 37 2010.04 5.5 - 7.5 - 0.60
37 ≤ P < 75 2011.04 5.0 - 4.7 - 0.40
75 ≤ P < 130 2011.04 5.0 - 4.0 - 0.30
130 ≤ P < 560 2011.04 3.5 - 4.0 - 0.20

Table 4. Bharat (CEV/Trem) Stage 4 - 5 Emission Standards

Engine Power Date CO HC NOx PM PN Test Cycle
kW g/kWh 1/kWh
Bharat (CEV/Trem) Stage 4
37 ≤ P < 56 2020.10 5.0 4.7* 0.025 - NRSC and NRTC
56 ≤ P < 130 5.0 0.19 0.4 0.025 -
130 ≤ P < 560 3.5 0.19 0.4 0.025 -
Bharat (CEV/Trem) Stage 5
P<8 2024.04 8.0 7.5* 0.4 - NRSC
8 ≤ P < 19 6.6 7.5* 0.4 -
19 ≤ P < 37 5.0 4.7* 0.015 1×1012 NRSC and NRTC
37 ≤ P < 56 5.0 4.7* 0.015 1×1012
56 ≤ P < 130 5.0 0.19 0.4 0.015 1×1012
130 ≤ P < 560 3.5 0.19 0.4 0.015 1×1012
P ≥ 560 3.5 0.19 3.5 0.045 - NRSC
* NOx + HC

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 81
Emissions Reference Guide & Standards

Agricultural Tractors1 Table 5. Bharat (CEV/Trem) Stage 4 - 5 Useful Life Periods

Emission standards for diesel agricultural tractors are sum-
marized in Table 3. Emissions are tested over the ISO 8178 C1 Useful Life Period
Power Rating
(8-mode) cycle. hours
constant speed 3000
For Bharat (Trem) Stage 3a, the useful life periods and dete- ≤ 37 kW
variable speed 5000
rioration factors are the same as for Bharat (CEV) Stage 2, Table
2. > 37 kW 8000

Bharat Stage (CEV/Trem) 4 - 5 Table 6. Proposed locomotive emission standards, g/bhp-hr

Bharat Stage (CEV/Trem) 4 – 5 emission standards for nonroad Locomotive Type CO HC NOx PM
diesel engines used in construction and agricultural equipment
are summarized in Table 4. The BS 4/5 nonroad regulations Alco type 3.0 1.00 17.0 0.45
include no BS 4 emission standards for diesel engines with EMD (HHP locomotives) 1.4 1.00 9.0 0.35
rated power below 37 kW (a category that includes some 90%
of ag tractors in India) or for engines above 560 kW, but the BS
5 standards cover all power ratings. The regulation includes a Locomotives
six-month grace period when registrations of equipment com- In March 2017, India’s Central Pollution Control Board
plying with the previous set of emission standards is allowed. (CPCB) submitted proposed emission standards for diesel loco-
From April 2026, an in-service conformity check is required for motives to the Ministry of Environment and Forests (MoEF).
all BS 5 approved engines manufactured.
The proposed limits, outlined in a CPCB Interim Report,
Engines equipped with SCR must meet an ammonia emission are based on emission measurements conducted by CPCB on
limit of 25 ppm for engines ≤ 56 kW and 10 ppm for engines Indian railways.
above 56 kW. The limits are defined as a mean value over the
NRTC and NRSC cycles. There are two sets of limits: for ALCO type locomotives and
for high horsepower EMD locomotives. The standards would
The standards must be met over the useful life periods shown be applicable through the useful life of the locomotive. The
in Table 5. Alternatively, manufacturers may use fixed emission report proposes to define a compliance protocol — including
deterioration factors of 1.3 for CO, 1.3 for HC, 1.15 for NOx, certification, production line testing, and in-use testing —
and 1.05 for PM (NRSC and NRTC). based on the practice followed by US railroads.

Emissions Standards: India

Generator Sets
Emissions from new diesel engines used in generator sets cies include: (1) Automotive Research Association of India,
have been regulated by the Ministry of Environment and (2) Vehicle Research and Development Establishment, and (3)
Forests, Government of India [GSR 371(E), 17.05.2002]. The International Centre for Automotive Technology [GSR 280(E),
regulations impose type approval certification, production con- 11.04.2008]. The emissions standards are listed below.
formity testing and labeling requirements. Certification agen-
Engines are tested over the 5-mode ISO 8178 D2 test cycle.
Table 1. Emissions Standards for Diesel Engines Smoke opacity is measured at full load.
≤ 800 kW for Generator Sets Concentrations are corrected to dry exhaust conditions with
15% residual O2.
Engine CO HC NOx PM Smoke
Date
Power (P) g/kWh 1/m
Table 2. Emissions Limits for Diesel Engines
2004.01 5.0 1.3 9.2 0.6 0.7 > 800 kW for Generator Sets
P ≤ 19 kW
2005.07 3.5 1.3 9.2 0.3 0.7 CO NMHC NOx PM
2004.01 5.0 1.3 9.2 0.5 0.7 Date mg/
19 kW < P ≤ mg/Nm3 mg/Nm3 ppm(v)
50 kW Nm3
2004.07 3.5 1.3 9.2 0.3 0.7
Until 2003.06 150 150 1100 75
50 kW < P ≤
2004.01 3.5 1.3 9.2 0.3 0.7
176 kW 2003.07 - 2005.06 150 100 970 75
176 kW < P ≤
2004.11 3.5 1.3 9.2 0.3 0.7 2005.07 150 100 710 75
800 kW

Produced in cooperation with: www.DieselNet.com

82 POWER SOURCING GUIDE 2022-2023
Emissions Reference Guide & Standards

Emissions Standards: South Korea

On-Road Vehicles And Engines

Light-Duty Vehicles Table 1. Emissions Standards for Diesel Passenger Cars

South Korean diesel emis-
sions standards for passenger Date CO HC NMHC NOx PM Smoke
cars (<8 seats, GVW<2,500 kg) - g/km %
are listed in Table 1. Emissions
1993.1.1 2.11 0.25 - 0.62 0.12
standards for light-duty diesel
trucks (GVW<3,000 kg) are list- 1996.1.1 2.11 0.25 - 0.62 0.08
ed in Table 2.
1998.1.1 1.50 0.25 - 0.62 0.08
Emissions are tested over
the U.S. FTP-75 cycle and 2000.1.1 1.20 0.25 - 0.62 0.05 20%
expressed in g/km. 2001.1.1 0.5 - 0.01 0.02 0.01 20%
The South Korean govern-
ment has proposed that Euro 4 2002.7.1 0.5 - 0.01 0.02 0.01 15%
emissions standards will apply
to light-duty diesel vehicles Table 2. Emissions Standards for Light-Duty Diesel Trucks
effective January 2006 (and
Date CO HC NOx PM
California ULEV standards for
gasoline vehicles). - g/km
1993-1997
Heavy-Duty Vehicles 1993.1.1 980† 670† 350† IDI -
South Korean emissions 750† DI
standards for heavy-duty die- 1996.1.1 6.21 0.50 1.43 0.31
sel trucks (GVW>3,000 kg)
are listed in Table 3. Some 1998 and later, LW<1,700 kg
of the truck engine categories 1998.1.1 2.11 0.25 1.40 0.14
have additional smoke opac- 2000.1.1 2.11 0.25 1.02 0.11
ity requirements which are not
2004.1.1 1.27 0.21 0.64 0.06
listed in the table.
1998 and later, LW>1,700 kg
Since 1996, emissions are 1998.1.1 2.11 0.50 1.40 0.25
tested over the Japanese diesel
2000.1.1 2.11 0.50 1.06 0.14
13-mode cycle and expressed
in g/kWh. The 2003 emissions 2004.1.1 1.52 0.33 0.71 0.08
limits are aligned with Euro 3 LW (loaded weight) = curb weight + 130 kg
requirements. † JP 6-mode test, limits expressed in ppm

Table 3. Emissions Standards for Heavy-Duty Diesel Engines

Date CO HC NOx PM
- g/kWh
1993.1.1 980† 670† 350† IDI -
750† DI
1996.1.1 4.90 1.20 11.0 0.90

1998.1.1 4.90 1.20 6.0 (9.0)* 0.25 (0.50)*

2000.1.1 4.90 1.20 6.0 0.25 (0.10)*

2002.1.1 4.90 1.20 6.0 0.15 (0.10)*

2003.1.1 2.1 0.66 5.0 0.10

* applies to buses
† JP 6-mode test, limits expressed in ppm

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 83
Emissions Reference Guide & Standards

Table 1. Proposed Emissions Standards for Nonroad Engines

Emissions Standards: South Korea
Non-Road Engines Power CO HC NOx+HC NOx PM

kW g/kWh

South Korea has proposed emissions standards for mobile Tier 1: 2004.1.1
nonroad diesel engines used in construction and industrial
18 - 37 5.5 - 9.5 - 0.8
equipment. The standards would apply to engines between
18 - 560 kW rated power, in such applications as excavators 37 - 75 5.5 1.3 - 9.2 0.6
(>1 t), bulldozers, loaders (>2 t), cranes, graders, rollers, and
forklift trucks. 75 - 130 5.0 1.3 - 9.2 0.6

130 - 225 5.0 1.3 - 9.2 0.54

The standards would be implemented in two Tier schedules,
as shown in Table 1. The South Korean Tier 2 standards are 225 - 560 5.0 1.3 - 9.2 0.54
equivalent to the U.S. Tier 2. Emissions are measured over the
Tier 2: 2005.1.1
ISO 8178 C1 test and expressed in g/kWh. There are no smoke
opacity requirements. 18 - 37 5.5 - 7.5 - 0.6

Diesel fuel specifications are: density 815 - 855 kg/m3, sulfur 37 - 75 5.0 - 7.5 - 0.4
< 430 ppm. 75 - 130 5.0 - 6.6 - 0.3

Engines (engine families) are to be certified by the South 130 - 225 3.5 - 6.6 - 0.2
Korean Ministry of Environment or the National Institute of
225 - 560 3.5 - 6.4 - 0.2
Environmental Research.

Emissions Standards: Australia

On-Road Vehicles And Engines

Background “Performance of Diesel Engines for Road Vehicles” BS

Australian emissions standards are based on European regu- AU 141a:1971 or ECE R 24/00, 24/01, 24/02 or 24/03
lations for light-duty and heavy-duty (heavy goods) vehicles, “Diesel and Pollutants” or, in the case of an engine
with acceptance of selected U.S. and Japanese standards. alone, ECE R 24/03.
The long term policy is to fully harmonize Australian regula- • The first emissions standards (apart from smoke standards)
tions with UN ECE standards. The development of emissions for heavy diesel fueled vehicles became effective in 1995
standards for highway vehicles and engines is coordinated by for all new models and in 1996 for all existing models.
the National Transport Commission (NTC) and the regulations These emissions standards were introduced via ADR70/00
— Australian Design Rules (ADR) — are administered by the (adopting ECE R49, U.S. & Japanese HDV standards). The
Department of Infrastructure and Transport. requirements of the 1995/96 standards were:
• Required: Euro 1 for both light-duty and heavy-duty
The emissions standards apply to new vehicles includ- vehicles. Euro 2 and 3 were also accepted though not
ing petrol (gasoline) and diesel cars, light omnibuses, heavy included in the regulation.
omnibuses, light goods vehicles, medium goods vehicles and • Acceptable alternatives: U.S. EPA ’91 or ’94 (EPA ’98
heavy goods vehicles, as well as to forward control passenger was also accepted though not included in the regula-
vehicles and larger motor tricycles. They also cover off-road tion); 1993 Japanese exhaust emissions standards for
passenger vehicles (but not off-road engines, such as those “light duty and medium duty vehicles” and 1994
used in construction or agricultural machinery). Japanese exhaust emissions standards for “passenger
cars and heavy duty vehicles.”
The evolution of vehicle emissions standards in Australia • A second round of more stringent emissions standards
occurred through a number of regulatory actions. Some of the applied from 2002/2003 model year (for new/existing
important steps can be summarized as follows: models). The standards — initially equivalent to Euro
• Emissions standards for petrol engined light vehicles com- 2/3 — have been gradually tightened to adopt Euro 4 for
menced in the early 1970s. light-duty cars and trucks (diesel and petrol), and Euro 5 for
• A smoke emissions requirement (ADR30/00) was intro- heavy-duty diesel engines.
duced in 1976 for vehicles with 4 or more wheels • A third round of emissions regulations, adopted in 2011,
powered by a diesel engine. The alternative smoke mandates Euro 5/6 emissions standards for light-duty vehi-
standards were U.S. EPA ’74 or later or British standards cles with an implementation schedule from 2013 to 2018.

Produced in cooperation with: www.DieselNet.com

84 POWER SOURCING GUIDE 2022-2023
 Emissions Reference Guide & Standards

Emissions Standards: 2002/03 and Later (the requirements and dates for heavy LPG and NG vehicles are
The emissions standards were introduced via a series of the same as for diesel).
new ADRs, which apply to vehicles depending on their gross
vehicle mass (GVM): The two year date combinations shown in the table refer to the
• For light-duty vehicles at or below 3.5 t GVM: dates applicable to new model vehicles and all model vehicles,
• Euro 2/4 stage: ADR79/00, ADR79/01, and ADR79/02 respectively. For example, in the case of 02/03, this means that
(replacing ADR37/01). from January 1, 2002 any new model first produced with a date
• Euro 5/6 stage: ADR79/03, ADR79/04, and ADR79/05. of manufacture after January 1, 2002 must comply with the
• For heavy-duty vehicles above 3.5 t GVM: ADR80/00, ADR, and from January 1, 2003 all new vehicles (regardless of
ADR80/01, ADR80/02, and ADR80/03 (replacing the first production date for that particular model) must comply.
ADR70/00).
Notes to Table 1
The above ADRs apply to new vehicles fueled with petrol, 1. The introduction of Euro 2 standards for light-duty petrol
diesel, as well as with LPG or natural gas. The requirements and light-duty diesel vehicles is via ADR79/00, which adopts
and the implementation schedules are summarized in Table 1 the technical requirements of ECE R83/04.

Table 1. Vehicle Emissions Standards: 2002/03 and Later

ADR Categories 02/03 03/04 05/06 06/07 07/08 08/10a 10/11 10/11 13/16b 17/18c
ECE
ADR
Descr GVM† Cat‡ Cat Diesel Petrol Petrol Diesel Diesel Petrol Petrol Diesel All All

Passenger Vehicles

ADR
≤ 3.5t MA, Euro 2 Euro 2 Euro 3 Euro 4 Euro 4 Euro 5d Euro 6
79/..
MB, M1
MC ADR
> 3.5t Euro 3 US96 US98 Euro 4 Euro 4
80/..

Buses

ADR
≤ 3.5t Euro 2 Euro 2 Euro 3 Euro 4 Euro 4 Euro 5d Euro 6
79/..
Light MD M2 Euro 4 Euro 5
ADR Euro 4 or
3.5 ≤ 5t Euro 3 US96 US98 or US04, or US07,
80/.. US08
JE05 JE05
Euro 4 Euro 5
ADR Euro 3 or Euro 4 or
Heavy > 5t ME M3 US96 US98 or US04, or US07,
80/.. US98e US08
JE05 JE05

Goods Vehicles (Trucks)

ADR
Light ≤ 3.5t NA N1 Euro 2 Euro 2 Euro 3 Euro 4 Euro 4 Euro 5d Euro 6
79/..
Euro 4 Euro 5
ADR Euro 3 or Euro 4 or
Medium 3.5 ≤ 12t NB N2 US96 US98 or US04, or US07,
80/.. US98e US08
JE05 JE05
Euro 4 Euro 5
ADR Euro 3 or Euro 4 or
Heavy > 12t NC N3 US96 US98 or US04, or US07,
80/.. US98e US08
JE05 JE05
† Gross vehicle mass
‡ Vehicle categories: MA - passenger cars; MB - forward control vehicles, MC - passenger off-road vehicles
a
- 1 July 2008/1 July 2010 for new/existing models
b
- 1 November 2013/1 November 2016 for new/existing models
c
- 1 July 2017/1 July 2018 for new/existing models
d
- ‘Core’ Euro 5 applicable to new models from 1 November 2013, full Euro 5 applicable from 1 November 2016 (see notes below)
e
- US EPA model year 2000 or later certificate or equivalent testing required (to ensure that no emissions “defeat devices” are used)

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 85
Emissions Reference Guide & Standards

2. The introduction of Euro 3 standards for light-duty petrol ADR79/04 applies the full requirements of ECE R83/06 from
vehicles, and Euro 4 standards for light-duty diesel vehicles, November 1, 2016.
is via ADR79/01, which adopts the technical requirements of
ECE Regulation 83/05. R83/05 embodies the Euro 3 and Euro 4 Other Provisions
requirements for light-duty petrol and diesel vehicles, however Smoke Limits. A smoke emissions ADR30/01 also applies
the ADR only mandates the Euro 3 (pre 2005) provisions of to all categories of diesel vehicles. The smoke standard, which
R83/05 for petrol vehicles, but allows petrol vehicles optional applies from 2002/3, adopts UN ECE R24/03 and allows the
compliance with Euro 4 standards. U.S. 94 smoke standards as an alternative. This new ADR
replaces ADR30/00.
3. The introduction of Euro 4 standards for light-duty petrol
vehicles is via ADR79/02, which adopts the technical require- OBD. ADR79/03-05 introduces European OBD require-
ments of ECE R83/05. ments for light-duty vehicles. At the ‘core’ Euro 5 stage
(ADR79/03) a relaxed OBD threshold limit for PM mass of 80
4. The introduction of Euro 3 and Euro 4 standards for mg/km is accepted for M and N category vehicles of reference
medium- and heavy-duty diesel vehicles is via ADR80/00 and mass above 1760 kg.
ADR80/01, respectively, which adopt the technical require-
ments of European Directive 99/96/EC amending Directive ADR80/02 requires heavy-duty vehicles to have OBD sys-
88/77/EEC. ADR80/01 has been replaced by ADR80/02 effec- tems meeting the Euro 4 (or Japanese) requirements to warn
tive 2007/8. against “functional failures” (such as an empty urea tank in
engines with SCR). ADR80/03 requires vehicles to have OBD
5. The introduction of Euro 4 and Euro 5 standards for systems meeting the Euro 5 requirements to directly monitor
medium- and heavy-duty diesel vehicles is via ADR80/02 and emissions levels against set OBD thresholds.
ADR80/03, respectively, which adopt the technical require-
ments of Directive 2005/55/EC as amended by 2005/78/EC Diesel Fuel. The new emissions requirements were syn-
and 2006/51/EC. chronized with new diesel fuel specifications of reduced sulfur
content, as follows:
6. The ‘core’ Euro 5 (ADR79/03) adopts the technical • 500 ppm sulfur effective December 31, 2002.
requirements of ECE R83/06, except that it does not require • 50 ppm sulfur effective January 1, 2006.
the new, PMP-based testing methods for PM mass (allow- • 10 ppm sulfur effective January 1, 2009.
ing the old test method with the 0.005 g/km PM limit to
be used as an alternative) and has no PN limit. Some other Acknowledgement: Information for this article contributed
requirements are also relaxed, including the OBD threshold. in part by Jon Real, Department of Infrastructure and Transport.

Emissions Standards: Argentina

Heavy-Duty On-Road Engines

Table 1. Emissions Standards for Diesel Trucks and Buses

Model Year 1994-2005 Year Reference Standard CO HC NOx PM Comments
Emission standards for new,
model year 1994-2005 die- g/kWh
sel fueled trucks and buses in 1994 Euro 0 11.2 2.45 14.4 - Urban buses
Argentina are summarized in Table 1995 Euro 1* 4.9 1.23 9.0 - Urban buses
1 [Decree 779/95].
1996 Euro 1* 4.9 1.23 9.0 0.4 a
LCV & Trucks
The standards were based on
European heavy-duty engine emis- 1998 Euro 2 4.0 1.1 7.0 0.4a Urban buses
sion regulations. The standards 2000 Euro 2 4.0 1.1 7.0 0.15 a
LCV & Trucks
were also applicable to engines * production conformity limit
used in light commercial vehicles a
- multiply by a factor of 1.7 for engines below 85 kW
(LCV), as indicated.

Produced in cooperation with: www.DieselNet.com

86 POWER SOURCING GUIDE 2022-2023
 Emissions Reference Guide & Standards

Table 2. Emissions Standards for Diesel Trucks and Buses: MY 2006 and later
Reference Standard Year Comments
New models All models
Euro III 2006 2007 Resolution 731/2005 [2766]
Euro VI a
2009 2011 Resolution 731/2005 [2766]
Euro V 2016 2018 Resolution 35/2009 [2770], 1434/2011 [2769], 1800/2011 [2768], 1448/2012 [2767], 1464/2014 [3201],
Directive 2005/55/EC [1569]
a
- Euro III ceifications are allowed for engines in hevy vehicles (>3500 kg) until 31 December 2015.

Since 2006, Argentina has been adopting EU heavy-duty

emission standards by reference. The implementation schedule
is summarized in Table 2.

Emissions Standards: Brazil

Heavy-Duty Engines

Regulatory Background VI, was adopted in 2018 with implementation from 2022.
Brazilian emission regulations for heavy-duty engines have
been adopted as a series of increasingly more stringent tiers, 1993-2005: P1 Through P4
designated PROCONVE P-1, P-2, P-3, etc. The emission stan- Emission standards for new MY 1993-2005 diesel fueled
dards are applicable to motor vehicles for the transportation of trucks and buses are summarized in Table 1. The same stan-
passengers and/or goods, with maximum gross vehicle weight dards also applied to light-duty truck engines. All truck and bus
higher than 3,856 kg or the vehicle curb weight higher than engines, including those used in light trucks, were certified on
2,720 kg. an engine dynamometer (test cycle ECE R-49).
The smoke control or, indirectly, particulate matter control In addition to the P1 to P4 srtandards, new engines have to meet
began in 1987 with the adoption of opacity limit (k > 2.5) the following free acceleration smoke limits (effective March 94):
throughout the maximum torque curve of diesel engines. Noise 0.83/m (30 HSU) for naturally aspirated engines.
control began in 1994. Emission standards were adopted in a 1.19/m (40 HSU) for turbocharged engines.
series of steps:
2006-2021: P-5 through P-7
PROCONVE P-1 voluntary standards were implemented in Emission standards applicable to heavy-duty diesel and gas
1990, followed by P-2 mandatory standards in 1993, P-3 stan- engines since 2006 are summarized in Table 2. Diesel engines
dards in 1994 and P-4 standards in 1998. These standards were are tested over both the ESC and ETC tests, while gas engines
also applicable to engines used in light trucks. are tested over the ETC test only.
PROCONVE P-5, based on Euro
III and including transient testing,
was phased-in over 2004-2006. Table 1. Emissions Standards for Diesel-fueled Trucks and Buses
PROCONVE P-6, based on Euro Tier Year CO HC NOx PM Reference
IV, was scheduled to become effec- Standard
City Bus All g/kWh
tive from 2009. However, because
low sulfur diesel fuel was not avail- P-1 1990† 11.2 2.45 14.4 - Urban buses
able, the P-5 stage remained in P-2 1993 4.9 1.23 9.0 - Urban buses
effect until the end of 2011.
P-3 1994 1996 4.9 1.23 9.0 0.4 a
LCV & Trucks
PROCONVE P-7, Resolution
Conama 403/2008, was adopted P-4 1998 2000 4.0 1.1 7.0 0.4 a
Urban buses
in 2008 with implementation from † - voluntary standards
2012. The standards are based on a
- production conformity limit
Euro V. b
- multiply by a factor of 1.7 for engines below 85 kW
PROCONVE P-8, based on Euro
c
- 0.25 g/kWh for engines up to 0.7 liter, rated speed above 3000 rpm

Produced in cooperation with: www.DieselNet.com

POWER SOURCING GUIDE 2022-2023 87
 Emissions Reference Guide & Standards

Table 2. Emissions Standards for Heavy-duty Diesel and Gas Engines

(Durability: 160,000 km/5 years)
Tier Year Test CO THC NMHC NOx PM† Smoke
g/kWh m-1
P-5 2006 1,2,3
ESC/ELR 2.1 0.66 - 5.0 0.10 or 0.13 5
0.8
ETC 4
5.45 - 0.78 5.0 0.16 or 0.21 5
-
P-6 20096 ESC/ELR 1.5 0.46 - 3.5 0.02 0.5
ETC 4.0 - 0.55 3.5 0.03 -
P-7 2012 ESC/ELR 1.5 0.46 - 2.0 0.02 0.5
ETC 4.0 - 0.55 2.0 0.03 -
† - applicable to diesel engines only
1
- 2004 for urban buses or 60% of annual production of urban buses (100% by 01/01/2005); in that case, manufacturers must produce at least
60% observing PROCONVE P-5 for the non-urban bus HD annual production
2
- 2005 for micro-buses
3
- 2005 40% of production/year of HD (except urban bus and micro-bus) per manufacturer
4
- diesel vehicles without catalysts or particulate filters can be tested over ESC cycle only
5
- for engines of less than 0.75 dm3 swept volume per cylinder and a rated power speed of more than 3000 rpm
6
- PROCONVE P-6 standards were never enforced (because low sulphur fuel was not available), P-5 standards remained in effect through the end of 2011

2022 and Later: P-8 Table 3. PROCONVE P-8 emissions standards for heavy-duty engines
Standards CO THCa NMHCb CH4b NOx NH3 PM PN
The P-8 standards apply to Test
mg/kWh ppm mg/kWh kWh-1
all new on-road passenger and
freight vehicles with compres- WHSCa 1500 130 - - 400 10 10 8.0x1011
sion-ignition or spark-ignition WHTCa 4000 160 - - 460 10 10 6.0x1011
engines and weighing at least WHTC b
4000 - 160 500 460 10 10 -
3,856 kg. The standards go
OCE (WNTE) 2000 220 - - 600 - 16 -
into effect on 1 January 2022
for new type approvals, and ISC (PEMS) 6000 240 240 750 690 - - -
on 1 January 2023 for all new a
Applicable to compression-ignition (diesel) engines only
sales and registrations [4257] b
Applicable to spark-ignition (gasoline and natural gas) engines only
[4258]. c
Applicable to engines with SCR aftertreatment and to natural gas engines

The P-8 standards are based on Euro VI regulations—they The latter are expected to force the use of diesel particulate filters
introduce the Euro VI test cycles and testing requirements, off- on all heavy-duty diesel engines. P-8 emission limits are summa-
cycle emission (OCE) and in-service conformity (ISC) testing, as rized in Table 3.
well as particle number (PN) emission limits for diesel engines.

Table 1. MAR-I Emissions Standards for Nonroad Engines

Emissions Standards: Brazil
Rated Power Date CO NOx+HC PM
Non-Road Diesel Engines kW Construction Farming g/kWh
130 ≤ P ≤ 560 2015.01 2017.01 3.5 4.0 0.2
In July 2011, CONAMA adopted Resolution 433/2011 75 ≤ P < 130 2015.01 2017.01 5.0 4.0 0.3
[Conama 2011] limiting exhaust emissions and noise from new 37 ≤ P < 75 2015.01 2019.01 5.0 4.7 0.4
construction and farm machinery. Referred to as PROCONVE
19 ≤ P < 37 2017.01 2019.01 5.5 7.5 0.6
MAR-I, it is the first legislation to regulate emissions from
nonroad mobile machinery in Brazil. It sets limits equivalent
to USA Tier 3 and EU Stage III A for nonroad diesel engine type of machinery (construction or farm), as shown in Table 1.
emissions. Noise emission limits apply from 2015 for certain types of con-
MAR-I emission limits are phased in from 2015 to 2019. struction machinery with engines rated below 500 kW.
The implementation dates depend on the power category and Emissions are measured in accordance with ISO 8178-1.

Produced in cooperation with: www.DieselNet.com

88 POWER SOURCING GUIDE 2022-2023
 EMISSIONS
INCLUDING: Emissions Technologies,
Exhaust System Components, Emissions
Controls, Silencers, Mufflers, Catalytic
Converters, Acoustical Systems and Materials,
Starting Systems (Air, Electric and Hydraulic),
Starting Aids, Alternators and Batteries
 EUROPEAN UNION
EU Stage 5
Euro 6
Heavy-Duty Greenhouse Gas Standards
2025-2029: Relative reduction of 15%
from 2018/2020 baseline
2030 onward: Relative reduction of 30%
from 2018/2020 baseline

* proposed or under consideration

For more information on

specific emissions levels
and the various standards, U.S.
visit the Emissionsguide.net at Tier 4
Dieselandgasturbineguide.net. EPA 2010
For the most current global Greenhouse gas
emissions information, Phase 2 standards
visit DieselNet.com. CALIFORNIA 2019-2027
CARB Heavy-Duty
Emissions information drawn Low NOx Omni- CANADA
from government and industry bus Regulation
USA Tier 4
sources. Diesel Progress is not 2024-2026, 2027
EPA 2010
and beyond
responsible for the accuracy of
the data as presented.
VENEZUELA
MEXICO
Euro 1
Euro 6

COLOMBIA
Euro 4
Euro 6 in 2023*
BRAZIL
Proconve Mar-1
(equivalent to EU Stage
PERU 3a) effective 2015-2019
Euro 3
Proconve P8
(equivalent to Euro 6)

BOLIVIA
Euro 1

URUGUAY
Euro 3

CHILE
Euro 2
Euro 4 in Santiago
Metro Region ARGENTINA
Euro 5

Off-Highway On-Highway
Standards Standards

90 POWER SOURCING GUIDE 2022-2023

 JAPAN
RUSSIA Tier 4b (equivalent to EPA
EU Stage 3 Tier 4 final/EU Stage 4)
TURKEY Euro 5 Post New Long Term
EU Stage 4 (PNLT, similar to EPA 2010)
EU Stage 5 as of Oct. 2022*
Euro 6

SOUTH KOREA
Korean Tier 4
(equivalent to EPA
Tier 4 final)
Euro 6*
CHINA
China 3
China 4*
(equivalent to
EU Stage 3B)
China 6a
(equivalent to Euro 6)

VIETNAM
Euro 5
ISRAEL
Current EU/US EPA
standard (based on origin)
Euro 6

INDIA
BS (CEV/Trem) 4
(equivalent to EU Stage 4)
Bharat 6
(equivalent to Euro 6)
SAUDI ARABIA PHILIPPINES
US Tier 1 Euro 4
Euro 2

THAILAND MALAYSIA
Euro 4 Euro 1

SINGAPORE
EU Stage 2
Euro 6

INDONESIA
SOUTH AFRICA Euro 4
AUSTRALIA
Tier 4 final 2018*
Euro 2
Euro 5

POWER SOURCING GUIDE 2022-2023 91

DieselNet.com
Do you receive
engine & emission
information
on time?

Technology Guide:
Expert written reference papers
on internal combustion engine
and emission technology

Industry News:
Developments in fuel, engine,
and emission technology,
business, emission regulations

Emission Standards:
Summary of worldwide engine
and vehicle emission
standards

Business Directory:
Engines, fuels, emission
control systems and
components, emission
DieselNet .com
measurement