Auto-emissions – how other states stack up

Low fuel prices, limited public transport and a preference for petrol over diesel have all helped to push average US carbon dioxide (CO2) emissions from cars above EU averages. According to the World Resources Institute, an environmental think-tank, average CO2 emissions from new US cars in 2002 ranged between 214 g/km and 295g/km.

The US has no binding CO2 emission reduction targets for the car - or any other - sector. Instead it regulates cars according to their fuel efficiency.

In 1989 fuel efficiency standards for cars and light duty trucks were set at 27.5 miles per gallon (mpg). Manufacturers face a fine of $5 per 0.1mpg for vehicles failing to meet the target level.

There is disagreement over how successful the scheme has been. Industry analysts say the 27.5mpg target contained in the US Corporate Average Fuel Economy Act (CAFE) has more than doubled fuel efficiency. Environmental critics say the fines are too low to encourage compliance and that emissions remain too high.

In 2006, a CAFE revision set new voluntary targets to reduce fuel efficiency by a further 4% per year, in an effort to reduce petrol consumption by 8.5 billion gallons by 2017.

The US is encouraging the use of biofuels and new car technologies, including hybrid cars, as alternative ways to reduce CO2 emissions.

The US Environmental Protection Agency estimates that there are now 6 million ‘flexfuel vehicles’ (FFV) on the road.

The FFV can run on either ethanol or petrol, and generally cost no more than a conventional car.

US politicians are also debating the possibility of an emission-trading system for the automotive sector.

The West Coast American state of California in 2003 developed its own binding CO2 emission reduction standards for new cars. These ask manufacturers to bring emissions down to 201g/km by 2009, moving to 127g/km by 2016.

Nine East and Pacific Coast states, including New York and Washington, are in the process of adopting the Californian regulation. But in California the Alliance of Automobile Manufacturers has challenged the legality of the emission targets, arguing that only the US Department of Transportation has the right to regulate emissions. The case is due to appear in the Supreme Court this year.

Canada has proposed a binding 25% improvement in fuel efficiency by 2010. It is also considering adopting the Californian CO2 emission targets.

Japan

Japan last year set binding CO2 emission reduction targets for new cars of 138g/km by 2015. This is based on a ‘top runner’ approach, under which future standards are based on the best performing vehicles today.

Only about half of the target is expected to be met through developments in vehicle technology, with the rest falling to other measures including changes to tyre pressure and driver behaviour.

Since 1999 Japan has also had fuel efficiency targets for cars, with nine different standards according to the weight of the vehicle. Manufacturers missing their target face a token fine of up to €7,300. Japan offers tax incentives for drivers to buy fuel efficient models.

Since 2004 China has fuel efficiency rules slightly tougher than those set in the US. Less than 4% of Chinese cars so far meet the agreed standards.

The most fuel efficient Chinese cars are also taxed at a lower rate than more polluting models.

The Australian car industry has agreed to aim for an 18% improvement in fuel efficiency by 2010. This target is also being translated into a CO2 g/km standard.

Korea has no CO2 standards for cars sold domestically but remains committed to the 140g/km voluntary target for vehicles exported to Europe.

One of the most contentious questions facing EU plans to set compulsory carbon dioxide emission limits for new cars is how much they will cost.

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