STAGE IIIB AND STAGE IV ENGINES OVERVIEW FOR RENTAL COMPANIES V1 – May 2012
Introduction: The first European legislation to have a direct effect on exhaust emissions from construction equipment was a Directive that was adopted in 1997 (Directive 97/68/EC). In this Directive, construction equipment is classed as one form of “non-road mobile machinery”, or “NRMM”. The Directive and its later amendments have placed maximum limits on various components of exhaust emissions. The maximum permissible limits have are being reduced in stages, in order to give engine manufacturers time to research, develop and build new engines and new engine technologies. The first requirements were introduced in two stages: Stage I implemented in 1999 and Stage II implemented from 2001 to 2004, depending on the engine power output. Stage IIIA followed in 2006-2007. Engines are now being produced to Stage IIIB standards, which are being introduced from 2011 to 2013, depending on engine size. The final stage in this Directive is Stage IV, which will be introduced in 2014. The Directive is similar to other regulation which set out permissible limits for emission from roadgoing engines, but the implementation dates for the various stages are a number of years later. These requirements are placed on manufacturers who make engines available for sale. The requirements do not apply to existing machinery that is already in service. The tables below provide for the new emission limits for Stage IIIA, Stage IIIB and Stage IV engines. The dates in the tables provide for the date by which new engines placed on the market have (or had) to comply with the new emission limits.
Why engines might not be available on these dates There are at least two reasons why engines might not become available for some equipment in accordance with the above dates. Some engine manufacturers have experienced difficulty in meeting the reduced limits for all of their various types of engine. An agreement was therefore made with the European Commission to allow some flexibility around the implementation dates for some engine ranges, provided that the manufacturer could show that overall progress to the limits was being made. The dates refer to the point at which a manufacturer has to place the new engine on the market – that is, at the “factory gate�. A period of two years is allowed after that date to allow for stock of earlier engines to be sold off. Until these have moved through the distribution chain, the latest engines might not become available to purchasers. What are the benefits of using equipment with Stage IIIB and in the future Stage IV Engines?
Customers and clients may prefer to have machines on site which comply with the latest and best emissions requirements. This may be because they are complying with local requirements, or because they have a general corporate responsibility policy which requires the best available emission controls. However, construction machinery has been assessed (by a European Commission study) as contributing about 0.7% of all emissions, so improvements made by using new machinery alone will be small, and will need to be taken as part of a much wider ranging programme including many other measures. Certain applications and work locations will have stricter controls on permissible emissions. An example of this is work in tunnels. New machinery will significantly help control the working environment in these locations.
Engine manufacturers will have invested heavily in technology to achieve new emissions standards. This is especially the case with the steps from Stage IIIA to IIIB, and again to Stage IV. Research and development aimed primarily at reducing emissions will have brought other benefits, such as improved fuel consumption and engine flexibility. Fuel consumption may be improved by 5% in many cases, and up to 10% in some cases. These changes will be measurable under standard controlled work cycles. However, fuel consumption under normal working conditions is heavily dependent on operator behaviour and other factors, so achievement of the fuel savings will only be achieved if operators are trained and competent, and able to use the machine in an efficient way. Engines are likely to be more flexible, in that they will produce more torque, more quickly under changing loads. This can lead to quicker and more efficient operation. There will be less black smoke produced on start-up and when changing engine speed rapidly. Although not directly producing any cost-saving or efficiency improvement, this can improve the working environment and the image of the construction work.
What are your responsibilities as users of such equipment? Use ultra-low-sulphur diesel only. Ultra low sulphur fuel is now available in all EU Member States and will be provided automatically by suppliers. However, there may be some small amounts of older diesel fuel in storage tanks that has not been used or replaced. Using this old fuel can cause permanent damage to Stage IIIB and to Stage IV engines. You must only use clean ultra-low sulphur diesel with rented equipment! ***