Non-road fuel consumption and pollutant emissions ... - BAFU - CH
Non-road fuel consumption and pollutant emissions ... - BAFU - CH Non-road fuel consumption and pollutant emissions ... - BAFU - CH
Non-road fuel consumption and pollutant emissions FOEN 2008 26 4.3.2 Emission stages The emission calculation model takes account of emission regulations and the ongoing improvement of engines in terms of reducing harmful exhaust emissions by means of emission stages. Here the inventories and operating hours are differentiated further so that the machines are characterised not only by category, machine type, engine type and engine-power class, but also by year of manufacture. In this way the relevant emission limit values can be allocated in accordance with the corresponding legislation, or in view of their age they belong to the group of machines that are not yet subject to emission regulations. Emission factors for diesel-powered machines are differentiated in the calculation model through emission stages (EU stage I to EU stage IV) in accordance with EU emission directives (e. g. EU 1997) (see also Fig. 8). Older machines are allocated to two different stages (Pre-EU A, Pre-EU B). In this way it is possible to take into account the fact that a reduction of emissions has already been attained before the introduction of emission limit values, thanks to improved engine technology (e. g. change from aspirating to turbo engines). Emission stages for small petrol-powered appliances are based on the two stages of EU emission legislation. Older appliances that are not yet subject to emission legislation are allocated to three emission stages (Pre-EU A, Pre-EU B, Pre-EU C) according to their age. The allocation of older appliances to three different emission stages is indicated because of the late introduction of emission limit values for small appliances. In 2007, the US Environmental Protection Agency (EPA) initiated a consultation procedure for tightening up exhaust limits still further with effect from 2010 7 . In the EU there are at present no signs pointing to a further tightening of emission limits. Nonetheless, for the projections up to 2020 it was assumed that a further stage (EU III) would subsequently be introduced. For ship and boat engines, emission stages for the period from 1995 to 2003 are based on the SAV exhaust regulations. Stage II of the ordinance governing shipping on Lake Constance has not been reflected in the model as a separate emission stage. Older ship engines that are not subject to exhaust regulations have been allocated to a single emission stage (Pre-SAV). For commercially operated ships (passenger ships, ferries, cargo ships/barges), engines manufactured after 2003 have to meet the requirements of the two emission stages of the ordinance governing shipping on the Rhine, and engines manufactured after 2007/2009 have to comply with EU stage IIIA (Directive 97/68/EC). Recreational craft, sports boats, etc. were subject to the requirements of SAV stage I up to and including year of manufacture 2006. Since 2007 they have to comply with stage I of the EU Recreational Craft Directive (2003/44/EC). In Switzerland, however, 2- stroke engines have to meet the more stringent exhaust requirements for 4-stroke petrol engines. Emission stage II of the ordinance governing shipping on Lake Constance has Diesel-powered machinery (excluding marine and railway machinery) Small petrol-powered appliances Marine machinery 7 http://www.epa.gov/oms/regs/nonroad/marinesi-equipld/420f07032.pdf
4 > Methodology 27 not been explicitly taken into account for the emission model, since this stage is only binding for Lake Constance and is only complied with by a very small number of boats 8 . The International Union of Railways (UIC) has been issuing recommendations for emission limit values for railway diesel engines since the 1980s. For years of manufacture up to 2008 it recommends three emission stages (UIC I to UIC III). In this report, stages UIC I and UIC II have been used for emission calculations, while UIC III is not relevant since EU emission limit values have been in effect for railway diesel engines since 2006. Older railway diesel engines have been allocated to a separate stage (Pre- EU). Railway machinery 4.3.3 Emission factors The emission factors of the various machine and engine types for limited pollutants are listed in A4 on page 126. In the same way as emission calculations, the list is restricted to limited pollutants, i.e. pollutants for which legally binding emission limit values apply, namely carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NO x ) and particulate matter (PM). Each value (= emission factor) listed in A4 is shown against a coloured background that indicates its source. The basic procedure, assumptions and criteria for determining these factors are described below. Machines not subject to emission regulations (older engines) For older and small machines that are not subject to any regulations, the emission factors are based on evaluations by engine specialists (members of workgroup, see A15-5), who rely on three different sources for their information. For diesel engines these are: > Data in Non-road Report 49 (SAEFL 1996a), though only measurement data obtained from ISO cycle C1 were taken into account. > Information published in the EPA 9 study dated 2004 (EPA 2004). > Emission levels for particulate matter derived by engine experts under the guidance of the Swiss Federal Laboratories for Testing and Research (EMPA) from black smoke measurements carried out by Agroscope ART and IVECO. The Agroscope measurements were carried out on around 400 tractors between 1979 and 2006. Since the conversion of black smoke measurements into particulate matter is associated with various uncertainties 10 , these figures primarily serve to confirm the plausibility of the emission factors. Diesel-powered machinery (excluding marine and railway machinery) 8 According to the Bavaria State Ministry for Trade, Industry, Transport and Technology, vessels with old engines were operated on Lake Constance for much longer than normal in order to get round the requirement of retrofitting them with new engines that comply with stage II (www.bootsport.info). 9 Environmental Protection Agency (USA). 10 International exhaust emission regulations stipulate that particulate matter must be determined gravimetrically. Conversions from black smoke measurements are not recognised for type approval, but they are nonetheless frequently used by engine manufacturers for development purposes.
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4 > Methodology 27<br />
not been explicitly taken into account for the emission model, since this stage is only<br />
binding for Lake Constance <strong>and</strong> is only complied with by a very small number of<br />
boats 8 .<br />
The International Union of Railways (UIC) has been issuing recommendations for<br />
emission limit values for railway diesel engines since the 1980s. For years of manufacture<br />
up to 2008 it recommends three emission stages (UIC I to UIC III). In this report,<br />
stages UIC I <strong>and</strong> UIC II have been used for emission calculations, while UIC III is not<br />
relevant since EU emission limit values have been in effect for railway diesel engines<br />
since 2006. Older railway diesel engines have been allocated to a separate stage (Pre-<br />
EU).<br />
Railway machinery<br />
4.3.3 Emission factors<br />
The emission factors of the various machine <strong>and</strong> engine types for limited <strong>pollutant</strong>s are<br />
listed in A4 on page 126. In the same way as emission calculations, the list is restricted<br />
to limited <strong>pollutant</strong>s, i.e. <strong>pollutant</strong>s for which legally binding emission limit values<br />
apply, namely carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NO x ) <strong>and</strong><br />
particulate matter (PM).<br />
Each value (= emission factor) listed in A4 is shown against a coloured background<br />
that indicates its source. The basic procedure, assumptions <strong>and</strong> criteria for determining<br />
these factors are described below.<br />
Machines not subject to emission regulations (older engines)<br />
For older <strong>and</strong> small machines that are not subject to any regulations, the emission<br />
factors are based on evaluations by engine specialists (members of workgroup, see<br />
A15-5), who rely on three different sources for their information. For diesel engines<br />
these are:<br />
> Data in <strong>Non</strong>-<strong>road</strong> Report 49 (SAEFL 1996a), though only measurement data obtained<br />
from ISO cycle C1 were taken into account.<br />
> Information published in the EPA 9 study dated 2004 (EPA 2004).<br />
> Emission levels for particulate matter derived by engine experts under the guidance<br />
of the Swiss Federal Laboratories for Testing <strong>and</strong> Research (EMPA) from black<br />
smoke measurements carried out by Agroscope ART <strong>and</strong> IVECO. The Agroscope<br />
measurements were carried out on around 400 tractors between 1979 <strong>and</strong> 2006.<br />
Since the conversion of black smoke measurements into particulate matter is associated<br />
with various uncertainties 10 , these figures primarily serve to confirm the plausibility<br />
of the emission factors.<br />
Diesel-powered machinery<br />
(excluding marine <strong>and</strong> railway<br />
machinery)<br />
8<br />
According to the Bavaria State Ministry for Trade, Industry, Transport <strong>and</strong> Technology, vessels with old engines were operated on Lake<br />
Constance for much longer than normal in order to get round the requirement of retrofitting them with new engines that comply with<br />
stage II (www.bootsport.info).<br />
9<br />
Environmental Protection Agency (USA).<br />
10<br />
International exhaust emission regulations stipulate that particulate matter must be determined gravimetrically. Conversions from black<br />
smoke measurements are not recognised for type approval, but they are nonetheless frequently used by engine manufacturers for<br />
development purposes.
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