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This page updated November 23, 2004.
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Proposed Changes to the LEV Program
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Summary of Proposed Amendments to California's
Low Emission Vehicle Regulations "LEV II"
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| The mobile source element of California's 1994 State Implementation Plan
("SIP") calls for adoption of technology-based emission control strategies for light-duty vehicles
(Measure M2 - Improved Control Technologies for Light-Duty Vehicles) that anticipate emission reductions of
25 tons per day (tpd) ROG plus NOx in 2010. The scheduled implementation date for this measure is 2004.
In addition to Measure M2, the SIP recognizes that areas designated as extreme ozone nonattainment (specifically,
the South Coast Air Basin) may need to rely on the development of additional technology measures as specified
in Section 182(e)(5) of the Clean Air Act Amendments of 1990 ("CAA") in order to achieve required
air quality goals. The amount of emission reductions needed from the South Coast Air Basin is approximately
75 tpd ROG plus NOx (the inventory of these emissions is referred to as the "Black Box"). |
| The amendments being proposed in this rulemaking will attempt to meet the
emission reduction goals of M2 as well as attempt to achieve additional reductions attributable to the "Black
Box." A Board hearing is scheduled for November 5, 1998, to consider the LEV II proposal. The proposal
consists of seven elements: |
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1.
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Lower Tailpipe Standards, Including a New Super Ultra-Low Emission Vehicle
(SULEV) Category, for Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles Up to 8,500 lbs. Gross
Vehicle Weight (Table 1) |
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2.
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Lower Fleet Average Standards for Passenger Cars and the Newly Restructured
Light-Duty Truck 2 (LDT2) Category |
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3.
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Lower Particulate Matter Emission Standards for Light-Duty Diesel Vehicles |
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4.
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Partial ZEV Credits for Very Clean Technologies (i.e., Fuel Cell Vehicles,
Hybrid-Electric Vehicles) |
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5.
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Zero-Evaporative Standards |
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6.
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Modifications to the Smog Index Labels to Reflect the Proposed Standards
Beyond 2003 |
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7.
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Modifications to the Hybrid-Electric Vehicle Test Procedures Designed to
Better Measure Real World Emissions of These Vehicles |
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Table 1
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Proposed LEV II Exhaust Emission Standards
(gm/mi)
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Vehicle
Emission Category
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Durability
Vehicle Basis
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NMOG
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CO
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NOx
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PM*
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TLEV
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50,000
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0.125
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3.4
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0.4
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120,000
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0.156
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4.2
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0.6
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0.04
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LEV
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50,000
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0.075
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3.4
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0.05
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120,000
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0.090
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4.2
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0.07
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0.01
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ULEV
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50,000
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0.040
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1.7
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0.05
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120,000
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0.055
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2.1
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0.07
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0.01
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SULEV
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120,000
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0.010
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1.0
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0.02
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0.01
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* Diesel Vehicles Only |
| Note: Changes
from LEV I in bold type. |
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| Lower Emission Standards for Light-Duty Vehicles |
| The LEV II regulatory proposal requires all light-duty LEVs and ULEVs beginning
with the 2004 model year to meet a 0.05 gm/mi NOx standard (hydrocarbon standards for these categories
will not change under this proposal). Prior to the 2004 model year, the regulation requires LEVs and ULEVs
to meet a 0.2 g/mi NOx standard. The more stringent requirement is needed to help reach the emission reduction
goals of the SIP for light-duty vehicles (Measure M2) and would achieve additional reductions attributable to the
"black box." |
| Light-Duty Truck and Medium-Duty Vehicle Reclassification |
| When the light-duty truck (LDT) and medium-duty vehicle (MDV) categories
were first established, the majority of vehicles in these categories were primarily used for work purposes
(e.g., a Ford F250 was used by electricians, plumbers, painters, etc.). Because these work vehicles have a
higher load carrying capacity and are potentially subject to more rigorous operating conditions, separate
and less stringent emission standards were developed that allowed for more severe emission deterioration.
The high sales numbers of full size pick-up trucks, and the more recent introduction of extremely popular
sport utility vehicles (SUVs), however, has greatly altered the light- and medium-duty truck categories.
Whereas these vehicles were traditionally used for work purposes, it is now very common for trucks and SUVs
to be used primarily for personal transportation (i.e., as passenger cars). In addition SUVs have been increasing
in market share and now constitute almost 15 percent of the vehicle market. Automotive
News (October 13, 1997) reports that the U.S. vehicle market,
"once dominated by cars, is approaching a car / light-duty truck split" with cars declining from
80 percent in 1980 to 54 percent in 1997. Light trucks (including SUVs) have increased from 20 percent
in 1980 to almost 46 percent in 1997. This trend has a substantial impact on California's air quality
because, although these vehicles are used as passenger cars, they are certified to the more lenient emission
standards designed for work trucks. |
| ARB emission standards traditionally do not differentiate passenger cars
on the basis of their curb weight. Heavier, larger passengers cars have been required to meet the same emission
standards as the smallest models and even though they can be used for towing or carrying moderate loads,
they are used primarily for personal transportation needs. With the substantial increase in the number of
pick-up trucks, SUVs, and minivans being used primarily for the same purposes as passenger cars, ARB believes
that they should also be required to meet passenger car emission standards. Therefore, staff is proposing
a reclassification of the light-duty truck and medium-duty vehicle categories. |
| Particulate Matter (PM) Standards |
| The effects of particulate matter (PM) on health and visibility are becoming
an increasing concern. Due to their negative health effects, PM emissions of 2.5 microns or less in size
are of special concern. In response to these concerns, the U.S. Environmental Protection Agency has promulgated new
ambient air quality standards for PM less than 2.5 microns. The effect of this action is to increase
emphasis on reducing emissions of the smallest particles, which are typically emitted by combustion sources. Since
mobile source emissions are a major contributor to PM of less than 2.5 microns, staff is proposing a full useful
life PM standard of 0.010 gm/mile for light-duty vehicles and trucks less than 8500 lbs. gross vehicle weight certifying
to LEV, ULEV, and SULEV standards beginning in 2004. Vehicles certifying to TLEV standards would be required
to meet a full useful life PM standard of 0.04 gm/mi. These standards would provide an upper limit on PM emissions
from vehicles used for personal transportation. |
| Partial ZEV Credit Proposal |
| A number of new propulsion systems are emerging with surprisingly low emission
characteristics. Some of these vehicles include natural gas and advanced gasoline conventional vehicles, fuel-cell vehicles, certain types of hybrid electric vehicles and others. Some of these vehicles may
require incentives to help build sales volume to achieve the economies of scale needed for them to be competitive
in the market-place. Therefore, ARB is considering providing partial ZEV credits to the cleanest technologies
that provide near zero emissions. |
| Zero-Evaporative Emission Proposal |
| In 1990, the Board adopted an enhanced evaporative emission regulation that
was designed to more effectively control evaporative emissions from motor vehicles during summer months
when high ambient temperatures exacerbated the potential for high evaporative emissions. Despite the implementation
of this more stringent evaporative emission regulation, evaporative reactive organic gas (ROG) emissions remain
greater than the exhaust ROG emissions from passenger car low-emission vehicle and cleaner vehicle categories.
Therefore, in order to achieve greater reductions in motor vehicle inventory ROG emissions, staff is proposing
to increase the stringency of the evaporative emission standards. |
LEV II Program
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