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 36 The level of an engine’s fuel consumption and pollutant emissions depends on its age, and in the emissions model this is taken into account using a deterioration (wear and tear) factor. Different assumptions relating to wear and tear are made, depending on the pollutant. The influence of wear and tear is calculated using the deterioration factors indicated in Table 9. Wear and tear (CF3) Tab. 9 > Deterioration factors Wear and tear (CF 3 ). Engine type Period of CO HC NOX PM Consumption deterioration (Ph) Max. Max. Max. Max. Max. 2-stroke petrol 100 hrs 1.1 1.1 1.3 1.3 1.0 1.0 1.2 1.2 4-stroke petrol 500 hrs 1.1 1.1 1.5 1.5 1.0 1.0 1.2 1.2 Diesel 2000 hrs 1.1 1.2 1.15 1.3 1.0 1.0 1.1 1.2 1.0 1.0 The correction factor for the wear and tear of a machine (CF 3 ) can be calculated using the deterioration factors (Tab. 9) and the number of operating hours to date. In the case of diesel engines, for example, the PM emission factor increases by 10% every 2000 hours, the maximum increase is 20%, i.e. even after the number of operating hours surpasses 4000 the emission factor is only increased by 20%. Key ⎛ ⎜ ⎜ ⎜ CF ( Alter ) = Verschlechterungsfaktor⎝ 3 Re fjahr ∑ n= Alter H( n ) ⎞ ⎟ ⎟ ⎟ ⎠ P h CF 3 H P h = correction factor for wear and tear (dimensionless) = annual hours of operation at a certain age of the machine (hrs p.a.) = period of deterioration (hrs) In the model, in the case of diesel engines the maximum correction factor for the wear and tear of a machine is attained after approximately 3800 hours of operation, after which it is assumed that no further deterioration occurs.
4 > Methodology 37 4.3.7 Particle filters The purpose of particle filters is to efficiently reduce emissions of particulate matter from diesel engines. In order to meet the emission limit value for particulate matter specified by EU IIIB, engines probably need to be fitted with particle filters. EU stage IIIB only applies to engines with a rated power > 37 kW, but according to the relevant EU Directive, as of 2011 construction machines with a rated power > 130 kW will be the first group that has to meet this requirement. In accordance with the clean-air guidelines for the construction industry and the Ordinance on Air Pollution Control (Amendment dated 19 September 2008), some construction machines already have to be operated with particle filters now. This Swiss requirement had the effect that machines that are not subject to emission regulations, or for which lower levels apply than specified in EU IIIB, have been retrofitted with a particle filter system. This is taken especially into account in the emission calculation model: > In the case of diesel engines, for inventories for each segment the proportion of machines retrofitted with a particle filter is indicated or estimated. This proportion refers to all retrofittable machines, i.e. all machines that are not fitted with a particle filter system in the factory. > Since it is above all more recent machines that are retrofitted with particle filter systems 14 , the calculations for the model are based on the assumption that in each case the newest machines in the inventory of retrofittable machines have in fact been retrofitted. > The particle emissions and fuel consumption of machines that have been retrofitted with particle filters are adjusted to the corresponding emission levels (particulate matter, – 90%; particle count, – 95%, fuel consumption + 3%) using a correction factor. 14 For both economic and technical reasons, generally speaking it is only more recent machines that are retrofitted with particle filter systems. With older machines, there is a greater risk of technical complications due to increased smoke emissions. Furthermore, the remaining service life of an older machine is shorter, which means that retrofitting is less economically viable.
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4 > Methodology 37<br />
4.3.7 Particle filters<br />
The purpose of particle filters is to efficiently reduce <strong>emissions</strong> of particulate matter<br />
from diesel engines. In order to meet the emission limit value for particulate matter<br />
specified by EU IIIB, engines probably need to be fitted with particle filters. EU stage<br />
IIIB only applies to engines with a rated power > 37 kW, but according to the relevant<br />
EU Directive, as of 2011 construction machines with a rated power > 130 kW will be<br />
the first group that has to meet this requirement. In accordance with the clean-air<br />
guidelines for the construction industry <strong>and</strong> the Ordinance on Air Pollution Control<br />
(Amendment dated 19 September 2008), some construction machines already have to<br />
be operated with particle filters now. This Swiss requirement had the effect that machines<br />
that are not subject to emission regulations, or for which lower levels apply than<br />
specified in EU IIIB, have been retrofitted with a particle filter system. This is taken<br />
especially into account in the emission calculation model:<br />
> In the case of diesel engines, for inventories for each segment the proportion of<br />
machines retrofitted with a particle filter is indicated or estimated. This proportion<br />
refers to all retrofittable machines, i.e. all machines that are not fitted with a particle<br />
filter system in the factory.<br />
> Since it is above all more recent machines that are retrofitted with particle filter<br />
systems 14 , the calculations for the model are based on the assumption that in each<br />
case the newest machines in the inventory of retrofittable machines have in fact been<br />
retrofitted.<br />
> The particle <strong>emissions</strong> <strong>and</strong> <strong>fuel</strong> <strong>consumption</strong> of machines that have been retrofitted<br />
with particle filters are adjusted to the corresponding emission levels (particulate<br />
matter, – 90%; particle count, – 95%, <strong>fuel</strong> <strong>consumption</strong> + 3%) using a correction factor.<br />
14<br />
For both economic <strong>and</strong> technical reasons, generally speaking it is only more recent machines that are retrofitted with particle filter<br />
systems. With older machines, there is a greater risk of technical complications due to increased smoke <strong>emissions</strong>. Furthermore, the<br />
remaining service life of an older machine is shorter, which means that retrofitting is less economically viable.
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