Non-road fuel consumption and pollutant emissions ... - BAFU - CH

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Non-road fuel consumption and pollutant emissions FOEN 2008 102 9 > Supplementary observations 9.1 Comparison with emissions from road vehicles Non-road pollutant emissions estimated with the aid of the calculation model can only be compared with emissions from road vehicles to a limited extent (SAEFL 2004). This is partly because the available statistical material for use in the non-road calculation model is not as detailed as the data set for road vehicles, but also because the nonroad calculation model itself is not as detailed as that for road vehicles. Nonetheless, it is possible to make comparisons of an indicative nature. Table 12 shows a comparison of fuel consumption and pollutant emissions between the non-road segment and road traffic. As we can see, the non-road segment accounts for a higher proportion of overall emissions than of overall fuel consumption. Emissions of particulate matter and hydrocarbons are especially high. As far as hydrocarbon emissions are concerned, the high level is attributable to the high proportion of non-road appliances equipped with a 2-stroke engine. For example, with an emission level of 2100 tonnes in 2005, chainsaws account for a third of the total non-road hydrocarbon emissions. These appliances are used in the agriculture and forestry sectors, as well as for garden-care purposes, and represent the most important category of machines equipped with a 2-stroke engine. In the same year, hydrocarbon emissions from road traffic amounted to almost 20,000 tonnes. The fact that non-road machines account for a high level of particle emissions is partly due to the very high number of diesel engines in use, especially on construction sites and in the agriculture and forestry sectors. But another factor is the specific pollutant emissions from non-road machines, which are relatively high due to the later introduction of emission limit values for such machines. 26 As a consequence, the annual level of particle emissions from agricultural machinery alone is approximately the same as the level for heavy duty vehicles (in each case around 400 tonnes in 2005), even though the number of operating hours for the latter is considerably higher than is the case with agricultural machines 27 . 26 The first emission limit values for non-road machines entered into effect in 2001, whereas limit values for diesel road vehicles already entered into effect in 1987. 27 In 2005, heavy duty vehicles covered an accumulated distance of 2138 million kilometres. At an average speed of 50 km/h, this is equivalent to around 43 million hours p.a. By way of comparison: agricultural machines equipped with a diesel engine were in use for an accumulated total of 26 million hours in 2005.
9 > Supplementary observations 103 Tab. 12 > Comparison between the non-road segment and road traffic in 2005 Non-road segment [tonnes p.a.] Road traffic [tonnes p.a.] Proportion of non-road segment to overall level (non-road + road) Consumption Diesel 333,300 1,393,400 19% Petrol 50,600 3,195,600 2% Energy 16.7 PJ 195 PJ 8% Pollutant emissions Carbon monoxide (CO) 45,100 196,000 19% Hydrocarbons (HC) 6,510 19,800 25% Nitrogen oxides (NOX) 12,700 41,700 23% Particulate matter (PM) 887 1,390 39% Carbon dioxide (CO2) 1,230,000 14,400,000 8% Figures rounded up/down. Source for road traffic: SAEFL 2004 This correlation also becomes apparent when we compare pollutant emissions and fuel consumption. Table 13 shows average specific pollutant emissions (emissions per level of fuel consumption in g per kg) from non-road machines and road vehicles and directly compares them with one another. As we can see, on average the emission factors for non-road machines are several times higher than those for road vehicles. The differences are especially pronounced in the case of petrol engines, mainly because of the high proportion of 2-stroke engines used in non-road petrol-powered appliances (almost 20% of non-road petrol consumption is attributable to 2-stroke engines, in road traffic it is only 0.6%). With diesel engines the specific emissions (nitrogen oxides and PM) of non-road machines are 2 to 3 times higher than those of road vehicles. This underscores the fact that in the non-road segment there is still considerable potential in terms of reduction of air pollution, which needs to be exploited over the next few years with the aid of suitable regulations governing maximum exhaust emissions. Tab. 13 > Comparison between specific pollutant emissions from non-road machines and road vehicles in 2005 Expressed in terms of emissions per quantity of consumed fuel in g per kg. Pollutant Non-road machines [g/kg] Road vehicles [g/kg] Ratio of emission factors between non-road machines and road vehicles Petrol engines Carbon monoxide (CO) 749 59 13:1 Hydrocarbons (HC) 94 6 17:1 Diesel engines Nitrogen oxides (NOX) 36 20 2:1 Particulate matter (PM) 2.7 0.9 3:1 Source for road traffic: SAEFL 2004.
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Environmental studies > Air 28 08 >
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Impressum Issued by Federal Office
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Non-road fuel consumption and pollu
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Foreword 7 > Foreword It is not onl
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Summary 9 Calculation methodology E
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Summary 11 Fig. 1 > Non-road pollut
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Summary 13 Comparison with road tra
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2 > Objectives 15 2 > Objectives Th
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4 > Methodology 17 4 > Methodology
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4 > Methodology 19 The inventories
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4 > Methodology 21 4.2.5 Dependency
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4 > Methodology 23 4.3 Emission fun
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4 > Methodology 25 With respect to
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4 > Methodology 27 not been explici
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4 > Methodology 29 With respect to
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4 > Methodology 31 Fig. 8 > Emissio
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4 > Methodology 33 Fig. 9 > Derivat
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4 > Methodology 35 these machine ca
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4 > Methodology 37 4.3.7 Particle f
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5 > Inventories and operating hours
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Appendix 153 Pollutant Machine type
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Appendix 155 A14-4 Forestry machine
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Appendix 161 A14-7 Railway machiner
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Appendix 163 A15 Workgroups and the
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Index 165 > Index Definitions Emiss
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Index 167 Fig. 24 Forestry machiner
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Index 169 Tab. 26 Emission factors
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Index 171 SBB 2006: Statistisches V
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