1.Collecting the world vehicle GHG control strategies and emissions data, and analyze the global trends of technology developments, framework of control regulations, and considering the current domestic status to plan on short term and medium term vehicle CO2 emission control measures. 2.Study on the condition factors that will affect vehicle CO2 emission which include: real road driving, air conditioning usage, different driving cycles, using low sulfur content, and E3 blend gasoline fuels. Test results were as follows: (1) For urban real road driving, the CO2 emission values was averaged 18% higher than FTP driving cycle’s and 8% lower than NEDC driving cycle’s; For highway real road driving, the averaged CO2 emission values was 18% higher than FTP driving cycle’s and 0.4% higher than NEDC driving cycle’s; (2) For NEDC driving cycle and with air conditioning on, the averaged CO2 emission will be increased by 13.6%. That means if you turn on air conditioning while driving, will put more load on vehicle and also increase the fuel consumption and exhaust CO2 emission; (3) The CO2 emissions were significant different for different driving cycles, the test results have shown that for NEDC driving cycle urban part, the averaged CO2 emission will be 30% higher than FTP-75 city driving cycle’s and 15% higher than SC03 driving cycle’s; For NEDC driving cycle highway part (SC03 is urban driving pattern only), the averaged CO2 emission will be 15% higher than FTP-75 highway (HWFET) driving cycle’s. (4) The CO2 emissions correlations among the previous mentioned urban driving cycles are as follows：FTP-75=0.8853×SC03, FTP-75=0.77×NEDC, and SC03=0.8698×NEDC. For highway driving cycles：FTP-75 highway (HWFET) =0.8791*NEDC. 3.Through collecting the world current implemented policies for transport sector in advanced countries, and holding discussion meetings to define the scope of objects in transport sector that being suitable to promulgate for GHG reduction control and evaluated the viability for different policies. The experts joined the discussion meetings suggested that the vehicle fuel efficiency control has the same effects on CO2 emission control, hence CO2 emission control should be combined into the current fuel economy standards and it is improper to set other additional control measures. 4.Holding the “2009 International Conference on Vehicle Greenhouse Gas Reduction Technologies”. The invited lecturers included Mr. Michael Angel from Europe, Mr. James Michael Lyons from US, Mr. Michinori Hachiya from Japan, and some domestic experts to presenting the topics such as “New CO2 standard for passenger cars in the EU”, “Sustainable Mobility”, “Comparison of U.S. CAFE and California GHG Regulations”, “The Feasibility and Costs of Reducing Greenhouse Gas Emissions from New Light-Duty Vehicles in the U.S.”, “Vehicle CO2 emission reduction strategies in Japan”, “Eco-driving promotion status in Japan”, and to share their experiences with participants on the implementation of CO2 emissions reduction strategies in Europe, US, and Japan. These latest information could be provided as references for the future vehicle CO2 emission control measures setting in Taiwan.

Carbon Dioxide, Automobile, Standard, Test procedure, Strategy