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RuiweiChen Hello, I have 3 questions concerning the report EMEP/EEA air pollutant emission inventory guidebook - 2013, part 1.A.3.b.i - iv.
(1) For the cold-start quotient for calculating the cold-start emissions of road transport, in the table 3-46 on page 64, part, this coefficient is less than 1 for VOC if the temperature is higher than 24°C, or for PM if the temperature is higher than 22°C. In these cases, perhaps the cold emissions are less than the hot ones for theses two pollutants, but with the equation (10) in page 42 to calculate the corresponding cold emissions, the results would be negative. Would there be a different formula to calculate the cold emissions for these cases?
(2) Still for the cold emissions, the beta reduction factors are available for post-Euro 1 gasoline vehicles till Euro 4, in table 3-44 on page 63. Is there factors for post-Euro 5 vehicles? Same question for diesel light commercial vehicles of table 3-63, on page 74.
(3) For calculating the cold emissions for post-Euro 1 light commercial vehicles (gasoline or diesel), the part (last paragraph) and (page 73) indicate using the equation (32) on page 66, in which the hot emission is based on Euro-4 vehicles, while the parameter tables recommended are for Euro 2 -- Euro 4 vehicles (table 3-44 for gasoline light commercial vehicles, and table 3-63 for diesel ones). I am wandering if we could use the equation (29) on page 63 instead.
Thank you in advance for your kind answers.

Last discussed by RuiweiChen
Oct 30, 2016 02:29 PM

Wannes Fuel exhausts from Diesel are leading to health problems in urban environments. Even if new sales of ICE is banned in favour of e.g. electric cars, we still will deal with Diesel-generated pollution for at least 20 years.

Back in 2001, reducing sulphur was considered as the key to lower emissions by UNEP, where benefits far outweigh the costs. I was wondering if this is still the case. (
http://www.unep.org/[…]/publowsulfurpaper.pdf ).
In 2009, European Fuel Directive limited sulphur content to 10ppm to limit the health effects (mainly reducing NOx and particle matter). Germany and Sweden have gone further and their average sulphur content is approaching 0 ppm.

Sweden even has gone further than just reducing sulphur and has MK1 fuel on the market, which is better than EN590 fuel (see here for comparisons from 2012: http://slb.nu/slb/rapporter/pdf8/slb2012_008.pdf ) I was wondering whether there are plans to update the European Fuel directive towards such a more environmentally friendly fuel (and why not use MK1 as an example?)

While reducing environmental impact is important, I feel all good measures are embedded in a global economic model. As such, we also need to take into account economic profitability of European refineries and related jobs and tax revenues in a global context. I have the following questions: How high is the infrastructure investment cost to reduce sulphur? How much are the variable costs per liter? How much lower is the energy content after sulphur reduction (plus translation in monetary value)? (Same questions would apply to MK1)

As for the environmental benefits, are there numbers available on the effect of merely a sulphur reduction (and not combined with the other benefits of MK1)?

As I know lobbying will probably be strong on European level to achieve this, I would like to convince the Belgian government, who's looking to fix the current budget deficit, to adopt a tax on the sulphur content. I would like more ammunition for this. 1,5€ct per liter in Germany had already an impact it seems.

Last discussed by EEA
Sep 29, 2016 05:13 PM

Daniel Bei meiner Recherche nach den Einflussfaktoren der Luftqualität auf die Gesundheit der europäischen Bevölkerung bin ich auf die Veröffentlichung "Air quality in Europe - 2015 report" ( http://www.eea.europa.eu/pu[…]pe-2015#tab-data-references) gestoßen.
In diesem Bericht wird die Anzahl der frühzeitigen Todesfälle (premature deaths) in Abhängigkeit der Emissionen (PM, O3, NO2) und einzelnen Länder aufgeführt (Table 9.2 Premature deaths attributable to PM2.5, O3 and NO2 exposure in 2012 in 40 European countries and the EU‑28). Als unklar erscheint mir derzeit die genaue Berechnungsgrundlage, selbstverständlich wird auf die verschienden Datensätze verwiesen ( air pollutio --> EEA, demographic data --> UN, health effects --> WHO) , jedoch geht aus dem Bericht leider nicht hervor wie die genauen Zahlen bestimmt wurden.
Diesbezüglich würde ich gerne wissen, ob es eine Möglichkeit gibt die Berechnung nachzuvollziehen und an welcher Stelle man an weitere Informationen kommt.

Vielen Dank vorab.

Viele Grüße

Last discussed by EEA
Aug 16, 2016 10:27 AM