GEME WG Presentation of recommendations for full amendment of Directive 97/68/EC

Transcription

1 GEME WG Presentation of recommendations for full amendment of Directive 97/68/EC

2 Introduction GEME WG was created to assist the European Commission in preparing a full amendment to Directive 97/68/EC The work started in September individual items was identified Strived for consensus Several options has been discussed Sub-groups created Land based Rail Inland waterway vessels

3 Outline Time line and limitations of the work Presentation of the recommendations Land based 60 minutes Inland waterway vessels 30 minutes Rail 30 minutes

4 Time line Directive 2010/26/EU, Stage IIIB type approval comitology Expert group Inter service consultation National Implementation COM (2010) 362 Flexibility Co-decision Main revision of Directive, Co-decision Stage IV comitology UN ECE R96 Parliament and Council Type-approval one year before placing on the market Earliest date for placing on the market: 1 st January 2016 JRC UN ECE J F MA M J J A S O N D J F MA M J J A S O N D J F MA M J J A S O N D J F MA M J J A S O N D J F MA M J J A S O N D J F MA M J J A S O N D J F MA M J J A S O N D J F MA M J J A S O N D J F MA M J J A S O

5 Recommendations of items for comitology General Principle: only send to co-decision those items which cannot be handled by comitology

6 Mandate and principle of work Assisting the Commission services to prepare a full amendment of Directive 97/68/EC Where possible prepare text proposals Work based on JRC technical review from 2007 (final version September 2008) ARCADIS Impact Assessment Policy objectives Ensuring the proper functioning of the internal market Providing for at high level of environmental protection in the EU Setting harmonised rules on the construction of NRMM engines European heavy-duty regulation, US EPA NRMM standard, IMO Improving air quality by reducing pollutants emitted by the NRMM sector Cost effective requirements

7 Land Based Variable speed CI Spark ignited engines Test procedures

8 Variable speed CI: P < 8 kw Two options, align with US EPA Tier 4 final (hand startable air-cooled) in one or two stages. Proposal covers all variable speed engines below 8 kw Test cycle Option CO NO x +HC PM Date 1 P < 8 kw P < 8 kw P < 8 kw NRSC G2 COM to evaluate if NRSC C1 should be allowed as an alternative Compliance method by the choice of the manufacturer: Internal production control module A Type approval

9 Variable speed CI: 8 P < 19 kw Align with US EPA Tier 4 final CO NO x +HC PM Date 8 kw P < 19 kw Test cycle NRSC G2 COM to evaluate if NRSC C1 should be allowed as an alternative

10 Variable speed CI: 19 P < 37 kw Align with US EPA Tier 4 final or Stage IV Option CO NO x +HC PM Date 1 19 kw P 37 kw kw P 37 kw Test cycle NRSC C1 NRTC Covered by GTR SI-engines above 19 kw currently unregulated potential risk of migration to SI engines due to Cost Packaging

11 Transport Refrigeration Unit (TRU) Large number of engines in EU very compact units, typically fitted to refrigerated road haulage trailers, trucks and delivery vehicles, etc Engine power often less than 37 kw The work cycle for these types of engines is normally a two-speed cycle Not possible to type approve as a constant speed engine NRTC not representative or suitable NRSC C1 speed ranges don t match operation speed US EPA allows the use of a unique 2-speed cycle Create a separate category for TRU engines With a two speed operating cycle Same limits as variable speed counterpart

12 Variable speed CI: P > 560 kw Align limits with US EPA Tier 4 final or Stage IV Option CO HC NO x PM Date 1 P > 560kW Test 2cycle P > 560kW NRSC C1 If justified for local air quality or other reasons Create new power range just above 560 kw, for example 800 kw CO HC NO x PM Date 560 kw < P 800 kw P > 800 kw kw < P 800 kw Could be derived from existing technical review and Impact Assessment More data needed for evaluating the appropriate upper power cut

13 Spark ignited engines: P 19 kw PM emission limits JRC technical report concluded that introduction of PM emission limits for 2-stroke engines was not seen as a suitable option Evaporative emissions Harmonise with US EPA requirements Based on ABT and phase-in to 2017 To be included in next revision of Directive Spilling losses during refueling Include provisions to secure that any SI engine fuel tanks must be designed and build such that operators can reasonably be expected to fill the fuel tank without spitback or spillage during the refueling process

14 NO x -control/anti-tampering Directive 2010/26/EU introduced measures for proper operation of NO x reducing equipment for Stage IIIB and IV Operator needs to be informed in case of improper function NO x reducing equipment More thorough requirements to be developed before introduction of Stage IV Including inducements GEME WG proposal Based on Euro VI and aligned with US EPA requirements to the highest degree possible Limited to variable speed CI of category Q and R (56 to 560 kw), for now Principles Monitors for: reagent level, quality, consumption and dosing, EGR valve Visual operator warning system Inducement system

15 NO x -control/anti-tampering: Inducement Low-level inducement torque reduction scheme Severe inducement torque reduction scheme

16 In-Service Conformity Secure the conformity of engines in service Testing of engines installed in NRMM in their normal operation duty cycle Portable Emissions Measurement System (PEMS). Applicable for variable speed CI, category Q and R (Stage IV, 56 to 560 kw) Provision apply from 1 January 2016 for gaseous pollutants 1 January 2018 for particulate pollutants (provided feasible) The Commission will modify the in-service conformity scheme established for heavy duty road vehicles for the specific needs of nonroad mobile machinery. European Commission to develop Pilot program Establish the necessary requirements and provisions and amend Directive no later than 31 December

17 Separate shipment Each engine in conformity with the directive needs to be marked before leaving the production line Production line normally ends at the gate of the engine manufacturer, not at the OEM After-treatment equipment is often sent directly to the OEM In most cases it would be costly and impractical to ship after-treatment equipment together with engine Especially if after-treatment and engine manufacturers are located far from each other and the OEM Different MS have different interpretation of separate shipment Recommendation: Provisions need to be clear Commission regulation clarifying the provisions Amend Directive

18 PMP Particulate emissions is a huge air quality and health problem Particulate mass is not a good indicator of cardio- vascular problems Euro VI have introduced a PN-limit Recommendations The Commission shall, not later than 31 December 2013 conduct a feasibility study on UN-ECE Heavy-duty PMP for NRMM CI engines and propose particulate mass and particle number limits defined according to the method and submit, where appropriate, proposals to the European Parliament and the Council. PMP discussion will be directed to the Stage V point on the agenda

19 Flexibility New engine categories are added to the Directive P < 19 kw and P > 560 kw Not covered by flexibility scheme in Annex XIII Recommendation New categories shall be treated according to the same provisions as existing categories GEME WG was not able to present any text proposal CEMA/CECE have offered to provide further information and justification GEME WG available to assist Commission/DG ENTR

20 Recognition of alternative type-approvals Reduced cost and administrative burdens of double type-approval Already acknowledged in the Directive, but needs to be up-to-date Recognition of Euro VI engines is essential for the cross-over region between (heavy-duty) vehicle and non-road mobile machinery Inducements for Regulation 595/2009 (Euro VI) is not suitable for NRMM Reduction of velocity to less than 25 km/h Additional measures needed

21 Test procedures General Principle: To adapt the Directive to technical progress and increase alignment with other regulations where this does not negatively impact the level of environmental protection. Examples of items Crankcase emissions After-treatment regeneration factors PM measurement filter requirements

22 Inland Waterway Vessels New limits Definition

23 New limits for IWV Principles/objectives Harmonisation with the most stringent internationally adopted emission limits IWV or land based? Emphasis on PM emissions contribution to air quality Several different opinions with input from various experts CCNR secretary Individual members of CCNR Euromot European barge union (EBU) JRC and ARCADIS reports No consensus GEME WG chairman recommendation

24 Recommendation from GEME WG Chair Category Displacement Net Power CO NOx+HC NOx HC PM Proposed placing Alinged with (L/cyl) (kw) (g/kwh) (g/kwh) (g/kwh) (g/kwh) (g/kwh) on the market W1 disp < P < US Tier 3 W2 disp < P < US Tier 3 W3 0.9 disp< 1.2 P < US Tier 3 W4 1.2 disp P < US Tier 3 W5 130 P < IMO TIII(NOx)/US T3 (PM) W6 600 P < US Tier 4 W P < US Tier 4 W P 3.5 IMO TIII IMO TIII(NOx)

25 Recommendation from GEME WG Chair Review clause The Commission shall, not later than 31 December 2013: Consider the need to introduce a further set of limit values and a transient test cycle for engines to be used in inland waterway vessels taking into account in particular the emissions of nitrogen oxides and emissions particulates (both mass and number)

26 Definitions Article 2 Non-road mobile machinery Vessels added Inland waterway vessels Vessels defined by Article 2 Paragraph 1 and 2 of Directive 2006/87/EC Ferries operating on inland waterways Definition does not include Recreational crafts Vessels defined by Article 2 Paragraph 3 (b) and (c) of Directive 2006/87/EC Ferry Any vessel providing a transport service across a waterway, that is classed as a ferry-boat by the competent authorities

27 Rail Test cycles New limits Flexibility Replacement engine

28 Test cycles and new category for rail

29 Test cycles and new category for rail Rail 560 kw Type Approval (Based upon former RC B) C1 cycle F as equivalent (2.0 g/kwh NOx) Rail > 560 kw Type Approval (Based upon former locomotive R B) F cycle (4.0 g/kwh Sum of NOx + HC)

30 Test cycles and new category for rail Introduction of new test cycles and categories, if desirable, shall only be introduced together with a new stage Changing requirements a few years into an already implemented stage would add unnecessary costs and administrative burden Recommendation to clarify the test cycles for propulsion and auxiliary engines Recommendations Railcar Locomotive Propulsion Auxiliary Propulsion Auxiliary Variable speed C1 C1, NRTC or G2 F C1, NRTC or G2 Constant speed D2 D2 D2 D2 Add provision to allow the use of engines type-approved as variable speed CI <560 kw in Rail application

31 New Limits for Locomotives and Railcars Directive 2004/26/EC Emission standards should also be applied for railway and inland waterway applications to help promote them as environmentally friendly modes of transport evaluate the application of test cycles for engines in railcars and locomotives and, in the case of engines in locomotives, the cost and benefits of a further reduction of emission limit values in view of the application of NO x after-treatment technology Not possible to propose next stage within the work of GEME WG Recommendation: The Commission shall, not later than 31 December 2013 consider the possibility, including the cost/benefits, of removing the differentiation between railcar and locomotive, and especially in the case of engines in railway rolling stock application, the cost and benefits of a further reduction of emission limit values in view of the application of NO x aftertreatment technology;

32 Flexibility for Locomotives and Railcars Proposal not part of GEME WG package of proposals to European Commission DG ENTR Input to COM 2010 (362) Flexibility proposal Yearly OEM production 160 to 250 locomotives Distributed among ~8 OEM Recommendation to add locomotives to the flexibility scheme with a maximum of 15 engines per OEM No percentage Large disagreement within GEME WG UNIFE proposal P 1800 kw: 40 engines P > 1800 kw: 40 engines Some MS Around 5 engines

33 Replacement engine for Rail application Article 10 (1a) Replacement engines shall comply with the limit values that the engine to be replaced had to meet when originally placed on the market Railcars, locomotives and IWV are excepted from these provisions A replacement engine for rail applications has to meet the limit values at the date when the replacement engine is placed on the market Life time of railcars and locomotives are longer than for the engine Engine is traditionally overhauled or replaced with an (similar) overhauled engine Replacing the original engine with an engine meeting the current emission standard might create some problems The railcar/locomotive was originally designed and constructed for a specific engine Restrictions in space, axle weight and length of vehicle Additional space might be needed for after-treatment equipment

34 Replacement engine for Rail application Emissions Standard of Original Engine Standard Applying to Replacement Engine Option A Option B Option C Option D None None IIIA IIIA IIIA IIIA IIIA IIIB IIIB IIIB Latest NRMM standard Latest NRMM standard IIIA until 2014 then latest NRMM standard IIIA until 2016 then latest NRMM standard Latest NRMM standard

35 Replacement engine for Rail application Two separate proposals Option B that allows replacements engines if it will involve significant technical difficulties to use an engine fulfilling the latest emission standard Pre-stage IIIA replaced with Stage IIIA Stage IIIA replaced with Stage IIIA Stage IIIB with latest emission standard CER Pre-stage IIIA replaced with Pre-Stage IIIA through derogation» Compromise economic viability» Accident/breakdown Stage IIIA replaced with Stage IIIA Stage IIIB replaced with Stage IIIB List of vehicle types that need to be exempted Option A Replacement engine for intermediate car for railcars Engine meet the same emission standard as the engine fitted to the existing intermediate car

36 Thank you for you attention