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 28 On the basis of the data obtained from these three sources, older engines not subject to emission regulations (i.e. those manufactured prior to the introduction of EU I) are classified into two emission stages: engines manufactured before 1996 (Pre-EU A) and engines manufactured between 1996 and the introduction of EU I (Pre-EU B). In this way the fact can be taken into account that specific pollutant emissions were already reduced before the introduction of EU I as the result of improved engine technology (turbo engines). Between Pre-EU A and Pre-EU B, for emission factors for particulate matter and nitrogen oxides a reduction rate is assumed that (based on circumstances in Switzerland) corresponds to that of the black smoke measurements carried out by Agroscope ART and IVECO. The mean values of emission factors in these two pre-EU stages were chosen so that they correspond to the EPA Tier 0 levels. The resulting emission factors for the first stage (prior to 1996) correspond fairly closely to the measurement readings for ISO cycle C1 contained in Report 49 (SAEFL 1996a). Table 6 shows a comparison between the readings for the three data sources and the emission factors for particulate matter specified by the engine experts. 11 Tab. 6 > Comparison between data from the three sources and the emission factors specified by engine specialists (PM emission levels only) The figures only concern engines that are not subject to any EU emission regulations. The data from the evaluation of black smoke measurements primarily serve the purpose of verifying the plausibility of the emission factors. Engine-power class Data from SAEFL Report 49 (ISO cycle C1 measurements only) EPA Derived from black smoke measurements ART/IVECO/EMPA Selected emission factors Power range Engines manufactured
4 > Methodology 29 With respect to carbon monoxide and hydrocarbons, the same levels are used for both stages (Pre-EU A and Pre-EU B), namely those of the EPA study for Tier 0. The EPA criterion is applied for machines < 18 kW. Where this is implausible in the opinion of the engine specialists, the latter have made estimates based on the three cited sources (SAEFL Report 49, EPA study and evaluation of black smoke measurements). Emission factors of petrol engines are assumed in accordance with the data contained in Report 49 (SAEFL 1996a). Machines subject to emission regulations (newer engines) Emission factors of newer engines for carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NO x ) and particulate matter (PM) are based on the European emission limit values described in chapter 4.3.1 (EU 1997). For emission calculations, the emission limit values are applied after deduction of a tolerance of 10%. If the readings obtained in the type approval procedure are well below the corresponding limit values, either the mean level of these readings and the limit value, or the mean level of these readings plus a manufacturing tolerance of 20%, is used instead of the limit value. The emission factors used in the model are indicated in A4 on page 126. Figure 7 shows the emission limit values and the emission factors used in the calculation model. For each year the emission factors are depicted in grey, whereas the corresponding emission limit values result as the sum of the grey and coloured parts of the column. EU IIIA only calls for a limit that combines nitrogen oxide and hydrocarbon emissions (HC + NO x ). In view of this, the combined level is shown in Figure 7 as the emission limit value for nitrogen oxides. The individual emission factors for nitrogen oxides and hydrocarbons were derived from the combined figure as follows: the emission factor for hydrocarbons for EU IIIA was calculated from EU I and EU II, based on the assumption that the reduction rate from EU II to EU III is identical to that from EU I to EU II. The emission factor for nitrogen oxides for EU IIIA is based on the emission limit value for HC + NO x reduced by 10%, less the previously determined emission factor for hydrocarbons. With respect to nitrogen oxide emission limit values, with effect from EU IIIB the 37 to 75 kW engine-power class is divided into two segments, namely 37 to 56 kW and 56 to 75 kW (see Fig. 7, top right). This division is not made in the inventories and operating hours, and for this reason an emission factor for this engine-power class was set taking the average of the two limit values, less a tolerance of 10%. Appendix A4-1 (Tab. 24, page 126) lists the emission factors for diesel engines (those subject to emission regulations as well as those not subject to such regulations), and the origin of each individual value. Figure 8 shows the emission factors in graph form.
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4 > Methodology 29<br />
With respect to carbon monoxide <strong>and</strong> hydrocarbons, the same levels are used for both<br />
stages (Pre-EU A <strong>and</strong> Pre-EU B), namely those of the EPA study for Tier 0. The EPA<br />
criterion is applied for machines < 18 kW. Where this is implausible in the opinion of<br />
the engine specialists, the latter have made estimates based on the three cited sources<br />
(SAEFL Report 49, EPA study <strong>and</strong> evaluation of black smoke measurements).<br />
Emission factors of petrol engines are assumed in accordance with the data contained<br />
in Report 49 (SAEFL 1996a).<br />
Machines subject to emission regulations (newer engines)<br />
Emission factors of newer engines for carbon monoxide (CO), hydrocarbons (HC),<br />
nitrogen oxides (NO x ) <strong>and</strong> particulate matter (PM) are based on the European emission<br />
limit values described in chapter 4.3.1 (EU 1997). For emission calculations, the<br />
emission limit values are applied after deduction of a tolerance of 10%. If the readings<br />
obtained in the type approval procedure are well below the corresponding limit values,<br />
either the mean level of these readings <strong>and</strong> the limit value, or the mean level of these<br />
readings plus a manufacturing tolerance of 20%, is used instead of the limit value. The<br />
emission factors used in the model are indicated in A4 on page 126.<br />
Figure 7 shows the emission limit values <strong>and</strong> the emission factors used in the calculation<br />
model. For each year the emission factors are depicted in grey, whereas the corresponding<br />
emission limit values result as the sum of the grey <strong>and</strong> coloured parts of the<br />
column. EU IIIA only calls for a limit that combines nitrogen oxide <strong>and</strong> hydrocarbon<br />
<strong>emissions</strong> (HC + NO x ). In view of this, the combined level is shown in Figure 7 as the<br />
emission limit value for nitrogen oxides. The individual emission factors for nitrogen<br />
oxides <strong>and</strong> hydrocarbons were derived from the combined figure as follows: the emission<br />
factor for hydrocarbons for EU IIIA was calculated from EU I <strong>and</strong> EU II, based on<br />
the assumption that the reduction rate from EU II to EU III is identical to that from<br />
EU I to EU II. The emission factor for nitrogen oxides for EU IIIA is based on the<br />
emission limit value for HC + NO x reduced by 10%, less the previously determined<br />
emission factor for hydrocarbons.<br />
With respect to nitrogen oxide emission limit values, with effect from EU IIIB the 37<br />
to 75 kW engine-power class is divided into two segments, namely 37 to 56 kW <strong>and</strong> 56<br />
to 75 kW (see Fig. 7, top right). This division is not made in the inventories <strong>and</strong> operating<br />
hours, <strong>and</strong> for this reason an emission factor for this engine-power class was set<br />
taking the average of the two limit values, less a tolerance of 10%.<br />
Appendix A4-1 (Tab. 24, page 126) lists the emission factors for diesel engines (those<br />
subject to emission regulations as well as those not subject to such regulations), <strong>and</strong> the<br />
origin of each individual value. Figure 8 shows the emission factors in graph form.
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