Pathways for CO2 regulation in NRMM

Information on energy use and emissions from non-road mobile machinery (NRMM) is scattered. Based on available information from 2010, it can be estimated that the NRMM sector represents about 2% of GHG emissions in Europe. Agriculture machinery covers around 50% and construction machinery around 25% of NRMM total CO2 emissions. The remaining 25% is covered by the various machinery in other categories. This clearly indicates that the highest potential in CO2 reduction is in agriculture and construction machinery. The remainder of the machinery covers machine types, for example mining and cargo handling, where market driven electrification has developed furthest.

Currently, NRMM is the only vehicle/machinery category which is not subjected to CO2 emission standard regulations. Only regulations for air pollutant emissions are in place. Therefore, one can anticipate that there will be a growing interest to extend CO2 emission standard regulations also to the NRMM sector. For example, California Air Resources Board (CARB) has started discussions on updating NRMM emission standards and at the same time introducing CO2 standards. However, the wide variety in types of NRMM and their use patters pose challenges in setting possible CO2 emission standards to NRMM based on current engine only type-approval process. Current NRMM engines type approval process will enable only a very limited reduction potential for CO2 emissions. By estimation, a 15% efficiency improvement in engine level could be achievable in the long term. For greater CO2 reduction, new measures are needed to take into an account the unique nature of the NRMM sector.

Tank-to-wheel based approach only will not provide the required toolbox for NRMM Original Equipment Manufacturer (OEM) to develop products that achieve emission reductions and fulfil the requirements of the end-users. The necessary approach should be holistic and technology neutral, combining multiple measures and recognizing also upstream energy carrier emissions. Speeding up RDI investments (e.g. more prominent role in EU RDI funding schemes and regulations) on energy efficient NRMMs, renewable and sustainable energy carriers and powertrains for NRMM use would contribute to market driven approach for CO2 reduction. Public procurement is another effective way for establishing market demand for low carbon NRMM solutions. Clean vehicle directive (CVD) could be used as exemplary framework for setting up a “Clean Machinery Directive”. A variety of energy carriers is needed in the NRMM sector due to complex use cases. Thus, investigation of possible methodologies how to include all renewable and sustainable energy carriers in NRMM regulation would be highly important. At the same time, alternative energy sources require new infrastructure that should be investigated. Finally, introduction of on-road HDV’s CO2 regulation-based approach for defining CO2 emissions in machine level would provide a comprehensive measure to improve energy efficiency and reduce CO2 emissions in machine level.