from automobiles. The target set by the Kyoto
Protocol was an 8% reduction of emission in all
sectors of the economy compared with 1990 levels
by 2008–12. Research indicates that passenger
cars account for more than half the transport-
related carbon dioxide (CO
2
) emission in the USA,
and about half that in the European Union, with
air transport accounting for less than 20% in
both. For example, the US CAFE emission limits
are mandatory, and the European emission limits
for exhaust emissions of new vehicles sold in the
EU member states are voluntary, under the ACEA
agreement. The emissions standards are defined
in a series of standards and regulate the emission
of nitrogen oxides (NO
x
), hydrocarbons, carbon
monoxide (CO), and particulate matter. Vehicles
regulated include cars, trucks, trains, tractors
and other machinery, and barges, but exclude
seagoing ships and airplanes. In late 2006 the
European Commission announced its proposal
for a legally binding limit of CO
2
emissions from
cars. In addition, the European Conference of
Ministers of Transport and the Organization of
Economic Cooperation and Development moni-
tor vehicle emissions and air quality to ensure
CO
2
levels continue to decrease.
The Clean Air Initiative (CAI) with active
operations in Asia, Latin America, sub-Saharan
Africa, Europe, and Central Asia, also monitors
air quality and focuses on decreasing emissions
through improved fuel quality, emissions con-
trol technology, and alternative fuels. Although
many of these regions include developing
nations, the same emissions regulations apply.
Economically developed countries including
Russia, China, India, and Japan have instituted
their own emissions standards for vehicles in
addition to those of the CAI. See also:
ACEA
agreement; Clean Air Initiative; Corporate Average
Fuel Economy (CAFE); Kyoto Protocol
Emissions standards, designations The Cali-
fornia Air Resources Board initiated, and the US
federal government concurred, low emissions
standard designations for: i) inherently low-emis-
sion vehicles (ILEV); ii) partial zero-emission
vehicles (PZEV); iii) super-ultra-low-emission
vehicles (SULEV); iv) ultra-low-emission vehicles
(ULEV); and v) zero-emission vehicles (ZEV).
Emissions trading Also known as cap and trade
or offset allowances. This practice uses economic
incentives to achieve reductions of pollutant
emissions. Usually administered by a govern-
ment agency, emissions trading plans set a limit
or cap on the amount of a specific pollutant that
can be emitted. The agency issues credits or
allowances to individual companies or other
groups to emit the pollutant up to the specified
limit. The total amount of credits cannot exceed
the maximum amount of emissions set by the
agency. If a company pollutes more than its
allowance, it must buy credits from those who
pollute less than their allowance, or face heavy
penalties. This transfer of credits is referred to as
a trade. In economic terms, the buyer pays for
polluting, while the seller benefits for having
reduced emissions. There are currently several
very large trading systems, most notably the
European Union. The carbon market makes up
the bulk of trade pollutants.
Emissivity Indication of a surface’s ability to emit
heat by radiation, to let go of heat via radiant
energy. The lower the emissivity, the better the
radiant barrier qualities of a material. Emissivity
is measured on a scale of 0 to 1, with 1 indi-
cating 100% emittance. Highly polished alumi-
num, for example, has an emittance of less than
0.1; a black, nonmetallic surface has an emittance
of more than 0.9. Most nonmetallic, opaque
materials at temperatures encountered in the
built environment have emittance values between
0.85 and 0.955. Most foil-type radiant barriers
have emissivity of 0.05 or below, which means
95% of the radiant heat is being blocked. Heat
retention or minimized heat loss reduces reliance
on electromechanical heating systems.
88 Emissions standards, designations