Suchergebnisse

The use of ethanol and biodiesel in the transport sector is increasing in line with the latest legislation, stimulating use of biofuels in efforts to reduce CO2 emissions. At the same time, the aspect of effects from use of biofuel on air quality is a rather contradictory issue, which is currently being studied in many countries. The GAINS model, developed by the International Institute of Applied System Analysis (IIASA) and widely used to provide support to air quality policies, does not provide a possibility to consider emission factors for biofuels used in the transport sector (with exception for CO2).The objective of this study is to link the biofuel share in the transport sector to available emission factors for biofuels, to provide a new emission calculation equation based on this linkage (emissions as a function of biofuel use), to introduce the equation into the GAINS Sweden script, and to compare the results obtained for several scenarios for the Swedish transport sector with different assumed levels of biofuel use. An equation, taking into consideration lower emission factors for NOx and PM from ethanol-fuelled passenger cars, has been derived and successfully compiled into the GAINS Sweden script. A generic equation applicable to other pollutants has also been derived. Calculation results indicate that introducing emission factors for biofuels does not have a significant effect on air pollutant emissions from the transport sector in Sweden. Full replacement of gasoline with ethanol for passenger cars in 2020 reduces emissions of NOx by 1.48 kt and PM by 0.06 kt, according to the baseline scenario (2009). An important prerequisite for obtaining reliable emission results in the GIAINS model is properly quantified emission factors. Further research on emission factors for biofuels is needed since currently used factors are not commonly accepted. The study has been performed within the SCARP research program. ; The use of ethanol and biodiesel in the transport sector is increasing in line with the latest legislation, stimulating use of biofuels in efforts to reduce CO2 emissions. At the same time, the aspect of effects from use of biofuel on air quality is a rather contradictory issue, which is currently being studied in many countries. The GAINS model, developed by the International Institute of Applied System Analysis (IIASA) and widely used to provide support to air quality policies, does not provide a possibility to consider emission factors for biofuels used in the transport sector (with exception for CO2).The objective of this study is to link the biofuel share in the transport sector to available emission factors for biofuels, to provide a new emission calculation equation based on this linkage (emissions as a function of biofuel use), to introduce the equation into the GAINS Sweden script, and to compare the results obtained for several scenarios for the Swedish transport sector with different assumed levels of biofuel use. An equation, taking into consideration lower emission factors for NOx and PM from ethanol-fuelled passenger cars, has been derived and successfully compiled into the GAINS Sweden script. A generic equation applicable to other pollutants has also been derived. Calculation results indicate that introducing emission factors for biofuels does not have a significant effect on air pollutant emissions from the transport sector in Sweden. Full replacement of gasoline with ethanol for passenger cars in 2020 reduces emissions of NOx by 1.48 kt and PM by 0.06 kt, according to the baseline scenario (2009). An important prerequisite for obtaining reliable emission results in the GIAINS model is properly quantified emission factors. Further research on emission factors for biofuels is needed since currently used factors are not commonly accepted. The study has been performed within the SCARP research program.

The report provides detailed information on emission trends and European actions on air quality during 2016-2020, in support of the second UNEP global summary report of policies and programmes to reduce air pollution. The pollutants in focus are sulphur dioxide, nitrogen oxides, non-methane volatile organic compounds, ammonia, and fine particulate matter (PM2.5). Thanks to the continued strengthening of policies developed under the UNECE Convention on Long-range Transboundary Air Pollution, EU policies and legislation, as well as national legislations, emissions of most monitored air pollutants have decreased. Since 2010, this trend has continued in Western, Central, Eastern and South Eastern Europe. Emissions are however increasing in Central Asian countries. Looking at the entire European and Central Asian region covered in this report, there is one pollutant that stands out: ammonia. Ammonia emissions have in all sub-regions increased during 2010-2017, and there is no sign of decline. The EU member states and Norway, UK and Switzerland, with the largest past emission reductions, are also those with well-developed air quality monitoring and assessment infrastructure. In addition, these countries report the largest portfolio of further actions to reduce emissions in a cost-effective manner, including investments in energy efficiency improvements as well as in clean technologies. Awareness and progress in efforts to improve air quality assessment infrastructures in Eastern and South Eastern Europe as well as Central Asia are improving, and there are several examples of knowledge-sharing initiatives and capacity building efforts.

A number of measures to abate emissions of SLCPs are, to varying degrees, already in place in the Nordic countries. National emission projections, taking existing legislation and measures into account, show that total emissions of black carbon (BC) and methane (CH4) are expected to decrease to 2030. In the future, residential biomass combustion and transport will be important sources of BC, as will agriculture and waste management for CH4-emissions. The objective in this part of the project was to identify efficient additional measures to reduce emissions of SLCPs beyond the current emission projections. The assessment primarily covers BC and CH4, but as BC is part of emitted particulate matter (PM2.5) and many measures are focusing on PM2.5, reduction of PM2.5 emissions is also included in the analysis. Both technical measures, such as filters or improved technologies, and non-technical measures, such as promoting behavioural changes favouring reduced emissions are discussed in this report. A combined SLCP analysis using the GAINS model (and based on the ECLIPSE project results for the Nordic countries) was carried out and additional technical measures for reduced SLCP emissions in the individual Nordic countries were assessed. The analysis shows that in order to reach the modelled technical emission reduction potential for black carbon, measures within the residential wood combustion sector should be prioritized. Among the efficient technical measures are replacement of older boilers and heating stoves with new appliances, installation of ESP (electrostatic precipitator) and high-efficiency dedusters, and fuel switch from wood logs to pellets. According to the model results, these measures would provide the highest reduction potential for BC for Denmark, Finland and Sweden, while for Norway good practice in flaring in oil and gas industries has the highest reduction potential. In Iceland the introduction of EUR 6/VI on 100% of road diesel transport is most important. ; A number of measures to abate emissions of SLCPs are, to varying degrees, already in place in the Nordic countries. This report presents the results from the third task in the project, an assessment of efficient measures to abate SLCP emissions in the Nordic countries.

Emissions of air pollutants from shipping (NOx, SOx, and PM2.5) make a significant contribution to the total emissions in Europe and world-wide. According to the analysis by Brandt et al. (2013), shipping emissions cause about 50 thousand premature deaths per year in Europe. Significant share of the sulphur and nitrogen deposition that causes acidification and eutrophication emanates from ship emissions. NOx emissions contribute to formation of secondary particles and ozone, resulting in increased number of respiratory and cardio-vascular diseases among the population, especially in coastal states. NOx emissions from anthropogenic sources reported by the 28 member countries of the European Union to the Convention on Long-Range Transboundary Air Pollution (CLRTAP) amounted to ∼7820 ktonnes in 2014 (CEIP, 2017) whereas emissions from international shipping in the European seas for the same year are estimated at 3186 ktonnes (EMEP, 2016). As more stringent NOx emission control is gradually enforced for stationary and mobile sources on land, the share of NOx emission reduction potential attributable to international shipping is expected to increase in the future. One instrument is a NOx emission control area (NECA) in the Baltic Sea and the North Sea; the other is a combination of NECA and a NOx levy with revenues going back to shipping companies as subsidy for NOx abatement uptake. Both instruments are assumed to be in force in 2021. In the analysis, we operate with three main scenarios: • Baseline (no additional policy instruments) • NECA • NECA+Levy&fund In the NECA scenario we assume that no extra use of liquefied natural gas (LNG) is introduced and that the Tier III requirements for marine gasoil (MGO) fuelled vessels are fulfilled by installing selective catalytic reduction (SCR). In the NECA+Levy&fund scenario it is further assumed that Tier 0 vessels will not install SCR but pay levy instead, and that 75 per cent of Tier I and Tier II vessels will take up retrofit SCR, given that it is more profitable than paying the levy. Total abatement costs have been assessed from the socio-economic perspective, implying low interest rate and long investment lifetime at investment costs' annualization. Health benefits have been estimated with the GAINS and the Alpha-RiskPoll models. The method for estimating health benefits is the same as applied in cost-benefit analyses supporting the European Commission's work on the air pollution abatement strategies and the work of the Convention on Long-Range Transboundary Air Pollution. ; The purpose of this study is to perform a cost-benefit analysis for two selected policy instruments aimed at decreasing nitrogen oxides (NOx) emissions from shipping in the Baltic Sea and the North Sea. One instrument is a NOx emission control area (NECA) in the Baltic Sea and the North Sea the other is a combination of NECA and a NOx levy with revenues going back to shipping companies as subsidy for NOx abatement uptake. Both instruments are assumed to be in force in 2021.