Transport-, Bygnings- og Boligudvalget 2017-18
TRU Alm.del Bilag 347
Offentligt
1918043_0001.png
Measurements of
cheating with SCR
catalysts on heavy
duty vehicles
[Serietype og nummer]
[Måned og År]
 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
Publisher: The Danish Environmental Protection Agency
Editors:
Thomas Ellermann, Ole Hertel, Morten Winther,
DCE
–
Danish Center for Environment and Energi.
Jesper Risager Nielsen, Christian Rud Ingvardsen,
NeQ APS
Graphics: DCE
–
Danish Center for Environment and Energi
Photos: Thomas Ellermann DCE
–
Danish Center for Environment and Energi.
The Danish Environmental Protection Agency publishes reports and papers
about research and development projects within the environmental sector, fi-
nanced by the Agency. The contents of this publication do not necessarily rep-
resent the official views of the Danish Environmental Protection Agency. By
publishing this report, the Danish Environmental Protection Agency expresses
that the content represents an important contribution to the related discourse on
Danish environmental policy
2
The Danish Environmental Protection Agency / Emne / Titel på rapport
 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
Contents
Summary and conclusion
Background and aim of project
Measurement campaigns
Police roadside inspection
Results
Health effetcs
Practical lessons learnt
Udvidet dansk sammenfatning
Baggrund og formål
Målekampagner
Politiets vejsidekontrol
Resultater
Helbredsskadelige effekter
Praktiske erfaringer
1.
1.1
1.2
1.3
1.4
2.
2.1
2.2
2.3
2.4
2.5
3.
3.1
3.2
3.3
3.4
3.5
4.
4.1
4.2
4.3
5.
Introduction
Background and aim of project
Activities
Organization
Guidance to the report
Methods
Remote Sensing measurements
Number plate information
Measurement sites
Measurements in Padborg
Measurements in Køge
Results
Measured heavy-duty vehicles
Uncertainty of measurements
NO emissions
Comparison with international remote sensing studies
Police roadside inspection of heavy-duty trucks at Padborg
Impacts of cheating wit SCR catalysts on air quality and human health
Distribution of heavy-duty vehicles in Denmark
Health effects of air pollution in Denmark
Health effects related to cheating with SCR in Denmark
References
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 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
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Summary and conclusion
Background and aim of project
This report presents the results from an experimental project carried out in 2017 and 2018 by
NEQ Aps and the DCE - Danish Center for Environment and Energi, Aarhus University (DCE)
for the Danish Environmental Protection Agency (EPA). It is the aim of the project to improve
the knowledge on the extend of cheating with SCR catalysts in Denmark (manipulation with
the functioning of the NO
x
after treatment system). This is done by carrying out measurements
on a large number of heavy-duty vehicles using devices that can detect emissions at levels
that indicate cheating with SCR catalysts. Moreover, it is the aim of the project to consolidate
the estimate of the health impact related to cheating with catalysts by use of data gathered
from the measurements. In addition, the project is a practical test on the feasibility of use of
remote sensing measurements as basis for picking out heavy-duty vehicles for police roadside
inspection of cheat with the SCR catalyst. This test combining remote sensing measurements
with police roadside inspections is carried out for the first time in Denmark and probably also in
Europe.
Measurement campaigns
During two weekly measurement campaigns in November and December 2017, remote sens-
ing measurements were used to determine the emissions of nitrogen monoxide from heavy-
duty vehicles. Remote sensing measurements are based on absorption of light from a laser
beam that traverses the exhaust from the tail pipe. The amount of absorbed light is proportion-
al to the concentration of NO in the exhaust. The measurements take few seconds and the
measurement technique is therefore ideal for measurements of emissions from heavy-duty
vehicles driving under real world conditions although relatively high variability of the results are
unavoidable due to the measuremt conditions.
The measurements took place at Padborg close to the Danish-German border and at Køge on
exit 32 from highway E20 close to the Scandinavian Transport Center. During the measure-
ment campaigns, the emissions from 874 heavy-duty vehicles were successfully measured
(Table 1). About half of the heavy-duty vehicles were Danish and half were foreign. 35% and
58% of the heavy-duty vehicles were Euro Standard V and VI, respectively. It is heavy-duty
vehicles with these Euro Standards that use SCR catalysts to decrease the emissions of NO,
though other reduction techniques are used for part of the Euro Standard V heavy-duty vehi-
cles.
TABLE 1.
The number of heavy duty vehicles measured during this project divided in Euro
Standards and Danish and foreign heavy-duty vehicles.
Danish
Euro I
Euro II
Euro III
Euro IV
Euro V
EEV
Euro VI
Total
1
2
18
30
132
17
249
449
Foreign
0
0
0
0
171
0
254
425
Total
1
2
18
30
303
17
503
874
Percentage
0,1
0,2
2,1
3,4
35
2
58
100
4
The Danish Environmental Protection Agency / Emne / Titel på rapport
 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
Police roadside inspection
During the first campaign in Padborg the measurements were combined with roadside inspec-
tion of heavy-duty vehicles carried out by the Danish police. Nine heavy-duty vehicles with
high emissions (at the beginning 400 ppm and later 600 ppm) were picked out for inspection.
Two foreing Euro V heavy-duty vehicles with cheating devices were found. In addition four
heavy duty vehicles with malfunctioning of the SCR catalyst (No adblue on the tank, defect
sensor, engine problems) were found. It is the first time that remote sensing measurements
have been applied in this way to pick out heavy-duty vehicles that can be suspected to cheat
with the SCR catalysts. The concept proved to be feasibly, and it is believed that it can be an
effective tool that can be used as part of the enforcement of the Euro Standard regulation in
Denmark.
Results
The remote sensing measurements showed a large variation in the actual emissions from the
heavy-duty vehicles. For Euro V there is a substantial difference between the emissions from
Danish and foreign heavy-duty vehicles. The lowest and worst emitters looks approximately
similar, but for the middle range (about 10 to 85 percentiles of the Euro Standard V heavy-duty
vehicles), the foreign heavy-duty trucks have significantly higher emissions than the Danish
heavy-duty vehicles. For Euro VI the distribution looks similar for Danish and foreign heavy-
duty vehicles with relative low emissions for more than 90% of the heavy-duty vehicles.
The distributions for the NO emissions are relatively smooth and there are no large jumps in
the distributions that could indicate a threshold above which there are malfunctioning or cheat
with the SCR catalysts. The distribution for the Danish Euro V heavy-duty vehicles show a
small jump at around 25 gNO
2
/kg that might indicate such a threshold; however, this is not
seen for the foreign heavy-duty vehicles. For Euro VI there is a steep increase in emissions
above 3 gNO
2
/kg, indicating a kind of threshold for the onset of malfunctioning or cheat with
SCR catalysts. Thresholds of 25 and 3 gNO
2
/kg for Euro V and VI, respectively, is therefore
suggested as thresholds for future use of remote sensing measurements as guide for picking
out heavy-duty vehicles for the roadside inspections carried out by the Danish police (this
corresponds to a ratio between NO and CO
2
of 0,0052 and 0,0006 mole/mole).
The measurements can point out potential heavy-duty vehicles that cheat or has malfunction
of the SCR catalyst. However, the measurements do not give confirmation whether or not
these heavy-duty vehicles are cheating or have malfunction. Despite this, the present study
indicate, that the number of heavy-duty vehicles that are cheating, is less than 25%. This indi-
cates that the effect of cheating on the health effects in Denmark is less than the previous
crude estimate.
In this study the composition of heavy-duty vehicles monitored at the Padborg and Køge
measurement sites are more modern than the overall Danish fleet composition for 2015 used
in the previous assessments of health effects related to cheating with SCR catalysts in Den-
mark. The fleet composition found in this study indicates that today Euro VI heavy-duty vehi-
cles accounts for about half of the Danish heavy-duty vehicle fleet. It has to be noted that this
estimate Is based on results from only two measurement sites in connection to the Danish
highways.-
The results also show that the NO
x
emission factors measured for Euro V and VI heavy-duty
vehicles are significantly lower than for the previous Euro standards, which is also the case for
the emission factors used in the previous health assessment calculations made by DCE. The
Euro V and VI emission factors are about 50% and less than 10% of the emisson factors of
Euro IV, respectively.
The Danish Environmental Protection Agency / Emne / Titel på rapport
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 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
Health effetcs
Predominantly due to the updated heavy-duty fleet composition, the emissions from heavy
duty vehicles in this study are lower than the emissions in the previous health effect calcula-
tions presented by DCE. This also means that the health effects in Denmark was somewhat
overestimated in previous assessments building on the Danish 2015 fleet composition and that
health effect figures will decrease further when model results using based on the actual vehi-
cle fleet in Denmark for 2017 are available.
In 2017, DCE (Brandt et al, 2017) presented a crude estimate of the health effects related to
cheating with SCR catalysts in Denmark. This estimate pointed at 3-4 premature deaths in
Denmark due to cheat with use of SCR catalysts in Denmark. The results from the present
work indicate that this estimate is somewhat to the high end. Due to lack of updated traffic and
emission data for 2017 it has not been possible to quantify this better by specific model calcu-
lations with DCE models.
Practical lessons learnt
Moreover, a number of practical lessons were learnt from the campaigns:
The site in Padborg was ideal for carrying remote sensing measurements in combination
with Police road site inspections.
The site in Køge was less ideal due to the curve of the road.
It is necessary to pick out two or more sites in order to ensure both a large number of Dan-
ish and foreign heavy-duty vehicles.
November-December is not an ideal time of year for such studies, since weather conditions
are unfavorable. It is better to carry out the measurements during the summer half year.
The planning period up to the measurement campaigns were too short, since it takes rela-
tively long time to obtain the necessary permissions for carrying out the measurements.
The ratio of NO to CO
2
shall be used for picking out heavy-duty vehicles that are under
suspicion for cheat with the SCR catalysts.
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The Danish Environmental Protection Agency / Emne / Titel på rapport
 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
Udvidet dansk sammenfatning
Baggrund og formål
Politiets vejsidekontrol af lastbiler i Danmark i 2017 viste, at hver fjerde af de undersøgte last-
vogne anvendte ulovligt udstyr, som kan snyde lastvognenes SCR-katalysatorer (selektiv
katalytisk reduktion), der under normal funktion reducerer indholdet af nitrogenoxideer (NO
x
) i
lastvognes udstødning. Snyd skal i denne sammenhæng forstås som manipulation med last-
vognes SCR-katalysatorer. Herved kan vognmændene spare omkring 20.000 kr. årligt per
lastvogn. Det ulovlige udstyr gør det muligt for vognmændene at undlade at bruge tilsætnings-
stoffet, som er nødvendigt for, at SCR-katalysatorer kan fjerne omkring 90% af udledningerne
af nitrogenmonooxid (NO) og nitrogendioxid (NO
2
) fra lastbilernes udstødning.
På den baggrund har Miljøstyrelsen fået udført dette projekt, som NeQ og DCE
–
Nationalt
Center for Miljø og Energi står bag.
Formålet med projektet var at få yderligere informationer om omfanget af snyd med SCR-
katalysatorer i Danmark og på den baggrund vurdere betydningen for luftkvalitet og de hel-
bredsskadelige effekter af luftforureningen i Danmark. Desuden var projektet en praktisk test
af, hvordan målingerne af udledningerne fra lastvogne kan benyttes i sammenhæng med
politiets vejsidekontrol med snyd med SCR-katalysatorer. Ideen er, at udledningen af nitro-
genoxiderne fra alle lastvogne, som passerer kontrolstedet, vil blive målt. Målingerne kan
benyttes som mistankegrundlag for at stoppe og undersøge de lastvogne, som har uforholds-
vis store udledninger, og hvor der derfor er mistanke om snyd med SCR-katalysatorerne.
Målekampagner
I november og december 2017 blev der i projektet gennemført to målekampagner af en uges
varighed med målinger af udledninger af nitrogenmonooxid fra lastvogne (figur 1).
Måleudstyret sender en uskadelig laserstråle på tværs af vejen gennem lastvognenes udstød-
ningsgas. En del af lyset blev absorberet af nitrogenoxiderne i udstødningsgassen og på basis
af absorptionens størrelse
bestemmes udledningen af nitrogenoxider fra den enkelte lastvogn. Målingerne tager få se-
kunder at gennemføre, og giver et øjebliksbillede af indholdet i udstødningsgassen. Måleresul-
taterne er tilgængelige umiddelbart herefter. Udstyret kan derfor bruges til at måle udledninger
fra et meget stort antal lastvogne på kort tid og under de aktuelle forhold i trafikken.
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 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
1918043_0008.png
FIGUR 1.
Udledning af nitrogenmonooxid er lige netop blevet målt på lastvognen med den
røde container. Måleudstyret ses umiddelbart til venstre for den hvide teknikervarevogn
De målte lastbiler blev i projektet ikke alle standset, men identificeret via nummerpladerne. For
danske lastbiler blev data on Euro-normer hentet via det danske motorregister, mens informa-
tionerne om Euro-normer for udenlandske lastvogne blev vurderet ud fra udseendet af last-
vognen.
Målingerne blev foretaget på motorvej E45 i Padborg tæt på den dansk-tyske grænse og ved
Køge på afkørsel 32 fra motorvej E20 tæt ved Skandinavisk transportcenter. I løbet af måle-
kampagnerne blev udledningerne fra 874 lastvogne registreret med god kvalitet i målingen
(Tabel 1). Omkring halvdelen af lastvognene var danske og den anden halvdel var udenland-
ske. 35 % og 58 % af lastvognene var henholdsvis Euro-norm V og VI. Det er lastvogne med
disse to Euro-normer, som benytter SCR-katalysatorer til reduktion af udledningerne af nitro-
genoxiderne. Dog er det kun en del af lastvognene med Euro V, som anvender denne teknik.
TABEL 1.
Antallet af målinger af udledninger fra lastvogne fordelt efter Euro-norm samt dansk
og udenlandsk nationalitet.
Danish
Euro I
Euro II
Euro III
Euro IV
Euro V
EEV
Euro VI
Total
1
2
18
30
132
17
249
449
Foreign
0
0
0
0
171
0
254
425
Total
1
2
18
30
303
17
503
874
Percentage
0,1
0,2
2,1
3,4
35
2
58
100
8
The Danish Environmental Protection Agency / Emne / Titel på rapport
 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
1918043_0009.png
Politiets vejsidekontrol
I den første målekampagne i Padborg blev målingerne kombineret med vejsidekontrol af last-
vogne udført af Dansk Politi. Målingerne blev anvendt til at udvælge ni lastvogne med høj
udledning af nitrogenmonooxid (i begyndelsen mere end 400 ppm = 400 milliontedele, hvilket
senere blev øget til 600 ppm). Politiet gennemførte vejsidekontrol af de udvalgte lastvogne og
fandt udstyr som benyttes til snyd med SCR-katalysatorerne på to udenlandske Euro V last-
vogne. Endvidere fandt politiet tre lastvogne, hvor SCR-katalysatorene ikke virkede som den
skulle grundet manglende Adblue i tanken, defekt sensor og motorproblemer. Det er første
gang i Danmark og formentligt i Europa, at denne type målinger er blevet anvendt som mis-
tankegrundlag for udvælgelse af lastvogne til politiets vejsidekontrol for snyd med SCR-
katalysatorer. Målekampagnen viste sig at være en succes, og kombineret med vejsidekontrol
er lasermålingerne et effektivt værktøj som kan indgå som en del af håndhævelsen af Euro-
normerne i Danmark.
Resultater
Figur 2 viser de gennemsnitlige udledninger målt på de 874 lastvogne. Der er stor forskel på
Euro-normerne med de højeste gennemsnitlige udledninger målt for Euro III og IV. Euro V og
VI har væsentligt lavere udledninger, hvor Euro V ligger på lidt under halvdelen af Euro IV,
mens Euro VI ligger på under en tiendedel af Euro-norm IV. Figuren viser også de udlednings-
faktorer, som DCE anvender i forbindelse med de nationale udledningsopgørelser, som årligt
indberettes til EU. For Euro III og IV er de målte udledninger væsentligt
højere end DCE’s
udledningsfaktorer, mens der er væsentligt bedre overensstemmelse for Euro-norm V og VI.
Der er en række tekniske forskelle mellem måleresultaterne og den måde udledningsfaktorer-
ne er opgjort på. Derfor skal sammenligning kun ses som et fingerpeg på, hvor måleresulta-
terne ligger niveaumæssigt set i forhold til de udledningsfaktorer, som anvendes til de nationa-
le udledningsopgørelser.
FIGUR 2.
Gennemsnitlige udledninger af nitrogenmonooxid i udstødningsgasserne fra 874
lastvogne fordelt efter Eurostandard. Til sammenligning vises også de udledningsfaktorer, som
DCE anvender i forbindelse med DCE’s nationale opgørelser af udledningerne af nitrogenoxi-
der fra lastvogne. De viste udledningsfaktorer gælder for bykørsel, hvilket svarer nogenlunde
til måleforholdende. Udledningerne er angivet i ækvivalenter af nitrogendioxid (gNO
2
/kg). Tal-
lene over de orange kolonner angiver antallet af lastvogne målt med den pågældende Euro-
normer.
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9
 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
1918043_0010.png
For Euro V er der stor forskel mellem udledningerne fra danske og udenlandske lastbiler. De
højest og de laveste udledninger ser relativ ens ud, men for mellemområdet (over de 10 lave-
ste % og op til 85 % af lastvognene) har de udenlandske lastvogne væsentligt højere udled-
ninger end de danske lastvogne. For Euro VI er fordelingen stort set ens for danske og uden-
landske lastvogne med relativt lave udledninger for mere en 90% af lastvognene.
Figur 3 og 4 viser fordelingen af udledningerne af nitrogenmonooxid opdelt på danske og
udenlandske lastvogne for henholdsvis Euro V og VI.
FIGUR 3.
Fordeling af udledning af nitrogenmonooxid sorteret efter stigende udledning fordelt
på danske og udenlandske lastvogne med Euro V. x-aksen angiver den procentdel af de målte
lastvogne, som ligger under en given udledning. Udledningerne af nitrogenmonooxid er angi-
vet i ækvivalenter af nitrogendioxid (gNO
2
/kg).
FIGUR 4.
Fordeling af udledning af nitrogenmonooxid sorteret efter stigende udledning fordelt
på danske og udenlandske lastvogne med Euro VI. x-aksen angiver den procentdel af de
målte lastvogne, som ligger under en given udledning. Udledningerne af nitrogenmonooxid er
angivet i ækvivalenter af nitrogendioxid (gNO
2
/kg).
10
The Danish Environmental Protection Agency / Emne / Titel på rapport
 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
Fordelingen af udledningerne af nitrogenmonooxid er relativt jævn og der er ikke store spring i
fordelingen, som kan indikere en grænse, hvorover der formentligt vil være tale om snyd eller
fejl på SCR-katalysatoren. Fordelingen for danske Euro V er der et mindre spring omkring 25
gNO
2
/kg, som kan indikere en sådan grænse, men tilsvarende spring er ikke set for udenland-
ske lastbiler. Fordelingen for Euro VI viser en stor stigning i udledningerne over 3 gNO
2
/kg,
hvilket peger på at grænsen for snyd eller fejl i SCR-katalysatoren skal ligge heromkring.
Målingerne kan benyttes som mistankegrundlag for udpegning af mulige lastvogne med snyd
eller fejl med SCR-katalysatoren, men målingerne af udledningerne giver i sig selv ikke infor-
mation om hvorvidt det er tilfældet eller ikke. DCE’s forskere vurderer, at
målingerne på de
874 lastbiler viser at snyd med SCR-katalysatorerne formentligt er mindre end de 25 %, som
politiet fandt ved den første vejsidekontrol i 2017.
Resultaterne fra denne undersøgelse peger på, at der i den sidste årrække er sket en stor
ændring i sammensætning af Euro-normer for de lastvogne, som kører i Danmark. Dette ses
navnlig for Euro VI, som i denne undersøgelse udgjorde mere end 50% af de lastvogne, der
blev målt udledninger på. Endvidere viser målingerne at udledningerne fra Euro V og VI er
faldet væsentligt set i forhold til Euro III og IV. Dette tyder på, at lastvognenes bidrag til udled-
ningerne af nitrogenoxider er faldet markant siden 2015.
Helbredsskadelige effekter
De seneste opgørelser af de helbredsskadelige effekter af luftforureningen har benyttet opgø-
relser over udledningerne fra 2015. Der er derfor grund til at antage, at disse opgørelser ligger
for højt, og at man vil få lavere helbredsskadelige effekter af luftforureningen ved anvendelse
af udledningsopgørelser, som repræsenterer den aktuelle flåde af lastvogne, som kører i
Danmark i dag.
DCE offentliggjorde i 2017 (Brandt et al, 2017) et skøn over de helbredsskadelige effekter,
som kan forbindes med snyd med SCR-katalysatorer i Danmark. Dette skøn pegede på at
snyd med SCR-katalysatorer var skyld i 3-4 for tidlige dødsfald, som kunne være undgået,
hvis der ikke havde været snyd med SCR-katalysatorerne. Målingerne i dette projekt peger alt
i alt på, at omfanget af snyd er mindre end det, som politiet fandt ved deres vejsidekontrol og
at konsekvenserne for udledningerne er mindre end antaget i DCE’s skøn fra 2017. Undersø-
gelserne viser derfor at det oprindelig skøn er for højt. Da vi endnu ikke har de nødvendige
udledningsopgørelser for 2017 har det ikke været muligt at komme med et mere præcist bud
på de helbredsskadelige effekter af snyd med SCR-katalysatorer.
Praktiske erfaringer
Projektet har givet en række værdifulde praktiske erfaringer i forbindelse med udførelse af
målinger af udledninger fra lastvogne:
Målestedet i Padborg viste sig at være ideelt for målinger af udledninger med laser-
undersøgelse i kombination med vejsidekontrol udført af politiet.
Målestedet i Køge var mindre ideelt navnlig grundet vejens kurve ved målestedet.
Det er nødvendigt med to forskellige målesteder, hvis man ønsker at måle på et stort antal
af både danske og udenlandske lastvogne.
November-december er ikke et ideelt tidspunkt, da vejrforholdene ikke er favorable for den-
ne type målinger. Sommerhalvåret er et langt bedre tidspunkt.
Perioden afsat til forberedelse af målekampagnerne var for kort, da det kan tage relativt lang
tid at få de nødvendige tilladelser til gennemførelse af målingerne.
Forholdet mellem nitrogenmonooxid og carbondioxid (CO
2
) skal benyttes til at udpege de
lastbiler, hvor der potentielt kan være tale om snyd med SCR-katalysatorerne. Årsagen til
dette er, at man ved at benytte dette forhold kan tage højde for hvor meget udstødningsgas-
serne er blevet fortyndet inden selve målingerne finder sted. Dette kan ikke vurderes ved
blot at anvende selv koncentrationen af nitrogenmonooxid.
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11
 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
1. Introduction
This report presents the results from a project on determination of the extend as well as the
impact on human health of cheating with use of SCR catalysts in heavy duty vehicles in Den-
mark. The project have been carried out in 2017 and 2018 by NEQ Aps and the Danish Center
for Environment and Energi (DCE) for the Danish Environmental Protection Agency (EPA).
1.1
Background and aim of project
Through the latest ten years, SCR-catalysts (Selective Catalytic Reduction) have been applied
on the majority of the modern heavy-duty vehicles in Denmark. SCR-catalysts remove typically
90 % of the nitrogen oxides (NO
x
: sum of nitrogen monoxide (NO) and nitrogen dioxide (NO
2
))
in the exhaust from heavy-duty vehicles. However, Danish, Norwegian and German control
actions carried out during the latest years have revealed an extensive cheating with the SCR-
catalysts (manipulation with the functioning of the NO
x
after treatment system).
Normally heavy-duty vehicles can only drive very slowly without filling up the additives that are
needed for the functioning of the SCR-catalyst. However, this can be avoided by use of soft-
ware/hardware that overrules the normal systems that ensures the proper functioning of the
SCR-catalyst. Hauliers save the cost to the additives (estimated to about 20,000 kr. annually),
however, with a significant increase in the emissions from the heavy-duty vehicles as a result.
In April 2017, Danish Police carried out a control action in Southern Jutland close by the Dan-
ish - German border. This control showed that the SCR-catalyst were switched off in 25% of
the tested heavy-duty vehicles.
On a European level, about 20% of the health effects related to air pollution originates from
road traffic (Brandt el al., 2017), and hence increased emissions due to cheating with SCR-
catalysts will have significant impact on health. If it is assumed that all SCR-catalysts in heavy-
duty vehicles in Denmark have been switched off then the emissions of NO
x
from heavy-duty
traffic in Denmark will increase with 130% and the total emissions from road traffic will in-
crease with 34%. If just 25% of the heavy-duty vehicles have the SCR-catalyst switched off
(corresponding to the result from the Danish Police control action), then the emissions of NO
x
from road traffic are increased by 9%. On a European level about 500,000 people dies prema-
turely due to air pollution, and the similar figure for Denmark about 4000 (Brandt et al., 2017).
Danish Center from Environment and Energy (DCE) has made an estimate of the impact on
health due to cheating with SCR-catalyst in relation to an inquiry from the Danish Parliaments
Transport, Building and Housing Committee (DCE memorandum, 2017). The estimate showed
that about 7,500 people would die prematurely in Europe if 25% of all heavy-duty vehicles in
Europe cheats with the SCR-catalyst, and that there would be about 70 premature deaths in
Denmark alone. These premature deaths can be avoided if all SCR-catalysts are operating as
intended.
These estimates take outset in only one control action and a crude and simple estimate of the
impact on health. It is therefore the aim of this project to improve the knowledge on the extend
of cheating with SCR catalysts in Denmark by carrying out measurements on several thou-
sand heavy-duty vehicles that can detect cheating with SCR catalysts. Moreover, it is the aim
of the present project to consolidate the estimate of the health impact related to cheating with
catalysts by using data gathered from measurements.
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1.2
Activities
The project is divided in the following activities:
1.
Two measurement campaigns with direct measurement of the emissions of exhaust from
individual heavy-duty
vehicles during “real world” driving. These measurements are car-
ried out with remote sensing and make it possible to determine whether or not cheating
devices are been used in the heavy duty vehicles in order avoid use of the additive for the
SCR catalyst. The measurement campaigns lasted one week each and were carried out
at Padborg (20/11
–
25/11 2017) at the border to Germany and in Køge (27/11
–
1/12
2017) close to the Scandinavian Transport Center.
Determination of the Euro Class of the heavy-duty vehicles that has been measured with
the remote sensing instruments. This is based on pictures of the number plate of the
heavy-duty vehicles that are taken of each heavy-duty vehicles when it passes the instru-
ments. Information of the Euro Class is obtained using the public available information
from the motor registries.
Assessment of the impact of the cheating with the SCR catalysts on heavy duty vehicles
on air quality and human health in Denmark. The assessment is based on the results from
the measurements campaigns. This data is generalized to give an estimate of the cheat-
ing on a national level, and subsequently an estimate of the impact on air quality and hu-
man health is determined.
2.
3.
1.3
Organization
The project is carried out in a cooperation by NEQ ApS and DCE by the following key employ-
ees:
Jesper Risager Nielsen, NEQ ApS, Projektleader and responsible for activity 1, 2, and 4.
Christian Rud Ingvardsen, NEQ ApS
Senior researcher Thomas Ellermann, DCE. Responsible for activity 3.
Professor Ole Hertel, DCE
Senior advisor Morten Winther, DCE
Journalist Michael Strangholt, DCE
A number of other experts from NEQ ApS and DCE has been involved in the project as well.
NEQ ApS has the following subcontractors:
Åke Sjödin, Senior Project Manager, IVL Swedish Environmental Research Institute
Josefina de la Fuente, Managing Director OPUS RSE
Javier Buhigas, Director of Technical Consultancy, OPUS RSE
David A. Lizarazo Fernández, RSD Head of Operation, OPUS RSE
1.4
Guidance to the report
The report begins with a chapter describing the measurement campaigns with a short descrip-
tion of the method (further details can be found in appendix) and detailed description of the
two campaigns and the measurement sites. This chapter describes also the work carried out in
order to obtain the Euro Classes of the measured heavy-duty vehicles. The second chapter
presents the results from the two measurement campaigns and relates the results from thus
project with international findings. The third chapter describes the method for upscaling of the
measured extend of cheating during the two campaigns to an estimate of the cheating on a
national level and estimates of the impact of cheating on air quality and human health in Den-
mark. In the fourth chapter the results from this project is discussed in context of the other
project carried out for the Danish Environmental Protection Agency as described above.
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2. Methods
Two weekly measurement campaigns were carried out at Padborg (20/11
–
24/11 2017) at the
border to Germany and in Køge (27/11
–
1/12 2017) close to the Scandinavian Transport
Center, respectively. The aim of these measurement campaigns was to demonstrate the ap-
plicability of remote sensing measurements as an instrument for picking out heavy-duty vehi-
cles suspected of cheating with SCR catalysts for subsequent police roadside inspection.
2.1
Remote Sensing measurements
Remote Sensing Devices (RSD) are specially designed emission analyzers that are placed
along the roadside and that are capable of measuring individual vehicle exhaust emissions as
the vehicles are passing the remote sensing devices (Figure 2.1). The remote sensing devises
take a “snap shot” of the emissions from the exhaust tailpipe during less than a second. They
can therefore be used to carry out measurements of emissions during normal driving condi-
tions.
Two different remote sensing devises (AccuScan RSD 4600 and AccuScan RSD 5000)
from the Spanish company OPUS RSE were used in parallel during the two measurement
campaigns. The remote sensing devises consist of a Source and detector module and a mirror
(Lateral Transfer Mirror). The Source and detector module sends two parallel light beams of
infrared (IR) and ultra violet (UV) light across to the other side of the road where the light
beams hit the mirror and is send back to the detector in the Source and detector module. The
light beams are adjusted in such a way that they approximately are in the height of the tail-
pipes. This is done to ensure that the light beams traverses the center of the vehicles exhaust
plume (for heavy-duty vehicles with exhaust tailpipe above the roof of the drivers cap this will
of course not be the case). The IR and UV light is absorbed by the gasses in the exhaust
plume and by detection of the magnitude of the absorbance it is possible to determine the ratio
between various gasses and carbon dioxide (CO
2
). From these ratios, the emissions of the
gasses per kg fuel can be determined.
RSD 4600 measures the ratios of carbon monoxide (CO), hydrocarbons (HC), nitrogenmonox-
ide (NO) and Particulate Matter (PM). In addition to this, RSD 5000 measures nitrogen dioxide
(NO
2
). However, the measurements of NO
2
is a recent addition to the remote sensing devices
and these measurements are not as robust as for the other compounds. In this study, where
the focus is on determining cheat with SCR catalysts, focus is on measurements of nitrogen
monoxide and nitrogen dioxide.
Two speed bars were applied alongside the remote sensing devices in order to measure the
velocity and acceleration of the heavy-duty vehicles simultaneously with the emission meas-
urements. The local meteorology (temperature, wind speed, wind direction, pressure and hu-
midity) were measured on site with a weather station. All this data is used in connection with
the interpretation and validation of the results. Especially humidity is important since the water
vapor interfere with the concentration measurements. The remote sensing devices can there-
fore not be used during rain and snow. Moreover, the remote sensing devices cannot be oper-
ated at too low temperatures.
Two cameras (one for each remote sensing device) were used to take pictures of the heavy-
duty vehicles simultaneously with passage of the remote sensing devices. The cameras are
placed after the remote sensing devices in order to take pictures from the front of the heavy-
TM
TM
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duty vehicles (except the first two days in Padborg where the cameras by a mistake were
placed so that they took pictures from the rear of the heavy-duty vehicles).
A sophisticated software ensures correct connection of all measurements (emissions, sped,
meteorology) with the picture and number plate information for the heavy-duty vehicles. The
software presets near real time results together with the pictures of heavy-duty vehicles (Fig-
ure 2.2).
The Spanish team operated the remote sensing devises, speed measurements and meteorol-
ogy during the entire measurement campaigns. The remote sensing devises were calibrated
regularly with certified calibration gasses in order to ensure accurate measurements (Figure
2.3). The Spanish team took care of the data handling and was responsible for the subsequent
validation and quality control of the results. Subsequently NEQ and DCE received data for all
validated measurements of exhaust from heavy-duty vehicles.
FIGURE 2.1.
The setup for the remote sensing measurements with parallel measurements
using RSD 4600 and RSD 5000. The measured heavy-duty vehicles passes between the
Source and detector units and the mirror units. As can been seen there are about 1.5 m be-
tween the two instruments and the instruments are therefore not measuring on the exact same
exhaust from the heavy-duty vehicle. Two cameras, one for each instrument, are placed about
10 m further up the road in order to take pictures of the heavy-duty vehicles from the front.
There are also two set of speed bars, one for each instrument, that measures velocity and
acceler-ation as close as possible to the emission measurements. The computers controlling
and storing the measurement results are placed in the white van. The photo is taken at the
measurement site in Køge.
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FIGURE 2.2.
An example of the PC screen that shows the near real time results from the
measurements. The large picture shows the vehicle that just has been measured while the
smaller picture shows the four previous measured vehicles. The screen shows the measured
concentra-tions, the ratios between the compounds and CO
2
, speed - and meteorological data
FIGURE 2.3.
The remote sensing devices were calibrated several times during a day by use of
certified calibration gasses.
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2.2
Number plate information
The number plates were used to obtain information on the Danish heavy-duty vehicles. NEQ
has access to a database that subtracts information directly from the Danish Register of Motor
Vehicles operated by the Danish Tax Authorities. NEQ were able to make a query to the data-
base and thereby collect information on thousands of vehicles in short time. At first hand, it is
the Euro Standards that are most important for the analyses in this project, but information on
brand and age was also collected.
Unfortunately, it was not possible to obtain access to databases containing information on the
foreign heavy-duty vehicles during this project. The Euro Standard of the foreign heavy-duty
vehicles was therefore obtained manually by visible inspection of the photos taken of all the
heavy-duty vehicles. This manual inspection was based on information from the Danish Police
that most often are able to determine the Euro Standard simply judged by the appearance of
the heavy-duty vehicles. There is therefore a risk for misclassification of the Euro Standard for
some of the heavy-duty vehicles.
2.3
Measurement sites
A number of requirements have to be fulfilled in order to obtain useful measurements of emis-
sions using remote sensing devices. The requirements are as follows:
•
•
•
•
•
•
•
•
•
The speed of the heavy duty vehicles is between 30 and 50 km/h.
The heavy-duty vehicles are accelerating.
It is a single lane because the distance between Source and detector unit and the
mirror unit must not exceed 6 m.
The road is slightly ascending in order to assure a proper load of the engine.
The site has to be placed so that the engine of the heavy-duty vehicles is warmed up
(about 20 min) in order to ensure proper functioning of the SCR catalyst.
There has to be sufficiently space on both sides of the road for placement of equip-
ment and the technicians van. The instruments have to be calibrated and adjusted so
it is necessary for the technicians to be able to pass the road safely and legally.
The number of heavy-duty vehicles passing the site has to be sufficiently large to en-
sure a large number of measurements.
The site has to be safe for both traffic, technicians, and equipment.
The measurements must not give to much disturbance of the daily traffic.
Four possible sites usable for the measurements campaigns were originally identified during a
meeting between the Environmental Protection Agency, Danish Road Safty Agency , Danish
Police and NEQ and DCE. However, two off these sites were subsequently disregarded since
more detailed inspection of the sites showed that there were practical hindrances for carrying
out the measurements at these sites. Finally, Padborg close to the Danish-German border and
Køge at the Scandinavian Transport Centre were picked as the two sites for the measure-
ments. Padborg could ensure measurements of a large number of foreign heavy-duty vehicles
while Køge could ensure a large number of Danish and more local heavy-duty vehicles.
2.4
Measurements in Padborg
th
The measurement campaign campaign took place between Monday the 20 and Friday the
th
24 of November 2017 at the border control area in Padborg on E45 in the southern part of
Jutland (Figure 2.4). The measurements were organized in cooperation with the Danish Police
that helped with the permissions and enabled use of the Danish Polices normal setup for con-
trol of vehicles passing the border. The heavy-duty vehicles will be slowed down to 20-30 km/h
at the control area and then hereafter they will accelerate to approximately 40-50 km/h while
they pass the remote sensing equipment.
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During Monday the 20 and Wednesday the 22 the Danish Police carried out road site in-
spection of heavy duty vehicles that were picked out on the basis of the near real-time results
from the remote sensing measurements. The heavy-duty vehicles were inspected for cheat or
malfunctioning of the SCR catalysts. Further detail about this is given in Chapter 3.5.
th
nd
FIGURE 2.4.
The measurement site at E45 a few hundred meters north of the Danish-German
border. The yellow pin marks the position of the measurements
FIGURE 2.5.
Measurements at the Danish Polices control area at the Danish-German Border
in Padborg on road E45 north bound. The source and detector unit is placed close to the white
van at the left site of the road. The mirror is placed opposite at the right site of the road. The
setup with the warning vehicle and warning signs is part of the Danish Polices normal ar-
rangements for control of the vehicles passing the border
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Padborg was an ideal measuring site for the following reasons:
A high number of heavy-duty vehicles passing the border daily of which many are foreign
export heavy-duty vehicles.
It was possible to combine remote sensing measurements with Police roadside inspections.
The heavy-duty vehicles are forced down to a slow speed and will have to accelerate when
they pass the measurement site
The heavy-duty vehicle drivers are used to controls at the site and they will therefore not
change their driving pattern.
The Danish Police has long experience with the setup.
It is safe and it is easy to access the instruments for calibration and adjustments.
The only setback was the weather conditions. The weather was relatively cold and it rained
two out of the five measurement days. This had negative impact on the quality of the results
and the measurements had to be cancelled on two of the days. Moreover, the short daylight
period in November reduced the time that the measurements could be carried out. The difficult
weather conditions reduced the number of valid measurements to 393 heavy-duty vehicles,
which is much less than expected but still quite high compared to similar studies (see Chapter
3.4).
2.5
Measurements in Køge
th
st
The second measurement campaign took place in Køge from Monday 27 November to 1
December 2017. The measurement site were located close to the Scandinavian transport
Center on exit 32 on highway E20 about 3 km north of Køge (Figure 2.6).
The proximity to the Scandinavian Transport Center ensured that a large number of heavy-
duty vehicles passed the measurements site every day. The majority of the heavy-duty vehi-
cles were Danish. The two sites complemented therefore each other with mostly foreign
heavy-duty vehicles at Padborg and mostly Danish heavy-duty vehicles at Køge. Moreover, a
number of more local heavy-duty vehicles passed the site more than once enables us to ob-
tain information on the reproducibility of the measurements.
The site was placed on a slight curve where the road is slightly ascending (Figure 2.6 and 2.7).
The idea behind selection of the site was that the curve would slow down the heavy-duty vehi-
cles to approximately 20-40 km/h and that the slightly ascending road forced them to acceler-
ate at the measurement point. However, it turned out not to work that way. The measuring
setup with the needed construction site markings together with the curve forced many of the
heavy-duty vehicles to apply the breaks more or less corresponding to the position of the in-
struments. The initial setup was therefore slightly adjusted so that it worked out better for the
majority of the period.
At the same time the Køge site did not have the same flexibility as the Padborg site, which did
not give the Spanish operators much room for changes of the setup. The Spanish experts
were due to their high experience able to make minor adjustments to the original setup. These
changes made a big improvement in the measurements, making the Køge site an acceptable
solution even though it was not perfect.
The weather conditions in Køge were quite unstable as in Padborg with temperatures around
5-10 degree Celsius and lot of rainy and misty weather too, which again made it difficult to
measure. Despite the difficulties with the physical layout of the site and the weather conditions,
481 heavy-duty vehicles were measured during the five-day campaign.
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1918043_0020.png
FIGURE 2.6.
The measurement site in Køge on exit 32 of highway E20 towards the Scandina-
vian Transport Centre. The yellow pin marks the position of the measurements.
FIGURE 2.7.
The measurement site at the Scandinavian Transport Centre in Køge. The van
and the Spanish crew are seen on the right site of the curved road. The Source and receiver
units are placed just behind the warning signs and the mirror units are placed opposite at the
left side of the road. The construction site markings were setup especially for this measure-
ment campaign.
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1918043_0021.png
3. Results
3.1
Measured heavy-duty vehicles
During the two measurement campaigns in Padborg and Køge exhaust gases from a total
number of 874 heavy-duty vehicles were measured successfully with the remote sensing
equipment (Table 3.1). Euro V and VI accounted for 92 % of the heavy-duty vehicles and more
than half of these were Euro VI. The heavy-duty trucks were roughly half Danish and half for-
eign.
It is heavy-duty vehicles with Euro Standards V and VI that use SCR catalysts in order to re-
duce the emissions of NO
x
. For Euro Standard V only part of the heavy-duty vehicles use SCR
catalysts. However, it has not been possible to distinguish between Euro V with or without
SCR catalysts in this study.
EEV (Enhanced environmentally friendly vehicle) is a term used in the European emission
standards for the definition of a "clean vehicle" > 3.5 tons. EEV lie between the levels of Euro
V and Euro VI.
There are only few EEV’s measured during the measurement campaigns and
they have therefore not been as thoroughly treated as Euro Standards V and VI.
The foreign heavy-duty vehicles were only Euro V and VI while there were also 11% of older
Euro Standards among the Danish heavy-duty vehicles and about 4 % EEV. The lack of older
Euro Standards among the foreign heavy-duty vehicles is expected since export heavy-duty
vehicles normally drive longer per year than domestic heavy-duty vehicles, and they are there-
fore out-phased more rapidly than domestic heavy-duty vehicles. In addition, the Euro Stand-
ards of the foreign heavy-duty vehicles were determined by visible inspection of the pictures of
the heavy-duty vehicles and here focus was on the recognition of the heavy-duty vehicles with
Euro Standard V and VI.
TABLE 3.1.
The number of heavy duty vehicles measured during this project divided in Euro
Standards and Danish and foreign heavy-duty vehicles.
Danish
Euro I
Euro II
Euro III
Euro IV
Euro V
EEV
Euro VI
Total
1
2
18
30
132
17
249
449
Foreign
0
0
0
0
171
0
254
425
Total
1
2
18
30
303
17
503
874
Percentage
0,1
0,2
2,1
3,4
35
2
58
100
There were distinct difference in the distribution of heavy-duty vehicles measured in Padborg
and Køge (Table 3.2). About 75% of the foreign heavy-duty vehicles were measured at Pad-
borg at the Danish-German border, and only about 25% were foreign in Køge. For the Danish
heavy-duty vehicles, it was the other way around with about 83% measured in Køge and only
17% in Padborg. Moreover, nearly all the heavy-duty vehicles with older Euro Standards were
measured in Køge. The latter demonstrates that the older heavy-duty vehicles are used pri-
marily for more local goods transport and not for export.
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1918043_0022.png
TABLE 3.2.
The number of heavy duty vehicles measured in Padborg and Køge divided in
Euro Stand-ards and Danish and foreign heavy-duty vehicles
Padborg
Danish
Euro I
Euro II
Euro III
Euro IV
Euro V
EEV
Euro VI
Total
0
0
0
6
15
1
52
74
Foreign
0
0
0
0
141
0
178
319
Danish
1
2
18
24
117
16
197
375
Køge
Foreign
0
0
0
0
30
0
76
106
3.2
Uncertainty of measurements
During the measurement campaigns two instruments were used in parallel (RSD 4600 and
RSD 5000) and 134 of the heavy-vehicles were measured successfully with both instruments.
Moreover, a number of trucks passed the measurement site in Køge several times. The results
from the parallel and repeated measurements gives information on the quality of the results.
Table 3.3. shows two examples on the repeatability of the measurements. These examples
have been selected in order to illustrate how it looks in case of respectively good and bad
repeatability. The first case is a new Scania Euro VI, with good repeatability between both the
parallel measurements (averages of RSD 4600 and RSD 5000) and the individual measure-
ments, and this is despite the concentrations in the emission are quite low. The second is an
Iveco Stralis EEV from 2012 where both the parallel and individual measurements disagree.
Figure 3.1 shows the difference between the results for the 134 heavy-duty vehicles that have
been measured with both of the parallel instruments. In general, there is good agreement
between the results from the two different instruments, although there also are cases with
large disagreement.
TABLE 3.3.
Examples of parallel and repeated measurements of the same heavy-duty vehi-
cles in Køge. The first is a Scania Euro VI from 2017 where there is good agreement between
the repeat-ed measurements with the same instruments as well as between the two instru-
ments. The second is an Iveco Stralis EEV from 2012 where there is large difference between
the two different instruments and also between the individual measurements with RSD 5000
Heavy-duty vehicle
First
Euro VI
Instrument Average Standard
deviation
RSD 4600
RSD 5000
Second
EEV
RSD 4600
RSD 5000
0.14
0.26
0.49
9.82
0.16
0.25
0.65
10.18
0.7
0.44
-0.01
Individual measurements
0.00
0.08
0.27
1.23
0.37 0.05 0.32 0.19 -0.03
2.62 17.02
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1918043_0023.png
120
100
80
60
40
20
0
0
-20
NO, g/kg
10
20
30
40
50
60
70
80
90
100
FIGURE 3.1.
Results from the parallel measurements with RSD 4600 and RSD 5000 of 134
heavy-duty vehicles ranked with increasing emissions of NO. The x-axis show the percentiles
of the heavy-duty vehicles with emissions lower than a given value. The dots show the aver-
age
of the results from both instruments and the “error bars” shows the individual results from
the two instruments. The average is used, if a heavy-duty vehicle has been measured more
than one time with each of the instruments.
The reason for the difference between the results is to be found in the uncertainties connected
with the actual measurements with the instruments, but also differences between the condi-
tions under which the parallel and repeated measurements are carried out. The instruments
take a snap shot during a few seconds of the exhaust from the heavy-duty vehicles. There are
therefore a number of factors that can lead to differences in the results from the parallel and
repeated measurements:
RSD 4600 and RSD 5000 can only be placed with a few meters distance. It is therefore not
exactly the same air that the instruments are measuring.
In the cases where the heavy-duty vehicles passed the measurement site in Køge several
times, this is most likely due to local traffic in the area around the measurement site. Some
of the passages may therefore have taken place where the SCR catalyst did not have suffi-
cient temperature to function properly.
The measurement site in Køge where placed in a curve. It was clearly visibly on the site that
some of the heavy-duty vehicles for example had to apply the brake in level with the instru-
ments. This will most likely lead to larger differences in the measurement conditions than at
a more ideal location of the instruments.
Some heavy-truck drivers may become aware of the measurements and although they may
not know what is being measured, they may consciously alter their driving pattern from the
first to the next passages of the measurement site.
The site in Køge is on the way to the Scandinavian Transport Center, and it is therefore
likely that the repeated passages of the measurement site takes place after stop at the
transport center. They may therefore not carry the same load at each passage.
The Scandinavian Transport Center includes possibilities for refilling of add-blue. It might in
the worst case be that a heavy-duty truck have run out of add-blue, and that it is on its way
to refilling. Some passages may therefore take place with and without add-blue.
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1918043_0024.png
The RSD 5000 instrument is normally able to measure NO
2
as well as NO while RSD 4600
only measures NO. Figure 3.2 shows a comparison between measured emissions of NO and
NO
2
. We will expect some form of correlation between NO and NO
2
with a tendency for higher
NO
2
emissions together with higher NO emissions. However, the results shows that there is no
correlation between NO and NO
2
. Moreover, there are several high negative emissions of
NO
2
. There has therefore been some kind of error in the measurements of NO
2,
and these
results will therefore not be used in this project.
FIGURE 3.2.
Emissions of NO
2
as function of NO. The measurements are carried out with
RSD 5000.
It is obvious from the parallel and repeated measurements that there are some variability in
the results from the remote sensing measurements of the emissions of NO. However, this
variability is most likely not due to errors in the measurements themselves, but due to varia-
tions in the measurement conditions. On the other hand, there are for the majority of the paral-
lel and repeated measurements reasonably good agreement between the results. It is there-
fore concluded that the quality of the results are sufficient for the scope of this project i.e. to be
able to pick out heavy duty trucks when there is suspicion of malfunction or cheat with the
SCR catalyst.
3.3
NO emissions
Figure 3.3 and table 3.4 shows the results for the average emissions of NO for all 874 heavy-
duty vehicles given as averages for the different Euro Standards. The averages are compared
to emission factors that are used by DCE as input to the Danish national emission inventories
for emissions of NO
x
from road transport with heavy-duty vehicles in Denmark. Note that the
measured emissions are only NO while the emission factor are NO
x
that includes both NO and
NO
2
. For heavy duty vehicles, the directly emitted NO
2
accounts for about 20% of Euro III,
10% for Euro IV and V, and 35% for Euro VI (Sjödin et al, 2017) of the total emission of NO
x
.
The specific emission factors presented in figure 3.3 and table 3.4 represents urban road
transport (set to 30 km/h) with heavy-duty vehicle between 40 and 50 tons and 50% load.
These conditions do not apply for all the measured heavy-duty vehicles. There are therefore
differences between measured emissions and the DCE emissions factors, and the comparison
24
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shall therefore only to be seen as a rough indication on how our measurements agree with the
national emission inventories.
The DCE emission factors are based on the European COPERT 5 road transport emission
model documented in the EMEP/EEA air pollutant emission inventory guidebook (formerly
called the EMEP CORINAIR emission inventory guidebook), please refer to EMEP/EEA (
2016). The COPERT 5 emission factors are based on experiences based on are large number
of international studies and are those that are applied as basis for the national emission inven-
tories reported by many EU member states to the EU and the UNECE Convention on Long
Range Transboundary Air Pollution (CLRTAP convention). The emission factors used in
COPERT are for the older Euro Standards higher than specified in the Euro Standards due to
the fact that the majority of the heavy-duty vehicles have higher emissions under actual driving
conditions than under test conditions.
The units of the emission factors of NO
x
are usually given in g/km as equivalents of NO
2
. In
order to compare to the results from the remote sensing instruments they are converted to
gNO
2
/kg using average fuel consumption per km as used in the Operational Street Pollution
Model (OSPM; Kakisimos et al., 2010). The numbers are given in table 3.5.
The OSPM is used together with DCEs other air quality models to calculate air concentrations
of NO and NO
2
in Denmark (Kakisimos et al., 2010). The emission factors used in the model
calculations are also shown in table 3.5. There are good agreements between the input pa-
rameters used for the national emission inventory and the model calculations except for Euro
VI that lack an update of this parameter in the models (this will be updated in coming model
calculations).
For Euro I and II there are only a few measurements and hence these averages are not repre-
sentative for the average of all Euro I and II in Denmark. For Euro III and IV the number of
measurements are higher but still not large enough to be representative for the average emis-
sions from these Euro norms. Both Euro III and IV are significantly higher than the DCE emis-
sion factors. For Euro V and VI the numbers of heavy-duty vehicles are considerably higher
and the averages are therefore expected to give a good indication of the average emissions
from heavy-duty vehicles with these Euro Standards in Denmark. The average measured
emissions for Euro V and VI are in relative good agreement with the DCE emission factors.
Moreover, Euro V is about a factor of two lower than Euro IV and Euro VI are again more than
10 times lower than Euro V. Similar picture are seen in other European studies (se chapter
3.4).
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1918043_0026.png
FIGURE 3.3.
Average emissions of NO for the different Euro Standards compared to the DCE
emission factors. The emissions of NO are given in NO
2
equivalents (gNO
2
/kg). The numbers
above the orange columns show the number of heavy-duty vehicles in the different categories.
TABLE 3.4.
Number of heavy-duty vehicles, DCE emission factors, average, minimum and
maximum emissions of NO for the different Euro norms. The emissions are given in NO
2
equivalents (gNO
2
/kg).
Number
of vehicles
Euro I
Euro II
Euro III
Euro IV
Euro V
EEV
Euro VI
Total
1
2
18
30
303
17
503
874
1,2
DCE
emission factors
gNO
2
/kg
31
34
27
19
17
Average
Minimum
Maximum
16
20
35
41
18
10
1,5
9,4
17
12
1,6
-3,6
0,2
-7,9
-7,9
24
68
78
75
32
79
79
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1918043_0027.png
TABLE 3.5.
Average fuel consumption and emission factors used as input parameters for the
model calculations with the operational street pollution model (reference), and for the Danish
na-tional emissions inventories prepared annually by DCE (Nielsen et al., 2017). The emission
factors have been converted to units of gNO
2
/kg fuel by division with the average fuel con-
sumption. This enables a direct comparison between the emission factors and the results from
the remote sensing measurements.
Fuel comsumption
g/km
Euro I
Euro II
Euro III
Euro IV
Euro V
Euro VI
423
413
425
395
403
402
OSPM emission factors
gNO
2
/km
14
15
12
7
7
0,9
gNO
2
/kg
33
35
28
18
18
2,1
DCE emission factors
gNO
2
/km
13
14
11
8
7
0,5
gNO
2
/kg
31
34
27
19
17
1,2
Figure 3.4 shows the distribution of NO emissions for both the Danish and foreign the heavy-
duty vehicles. The emissions are primarily ranked with respect to Euro Standard and secondly
with increasing emissions. The figure shows also the DCE emission factors. For Euro I to IV
less than 50% of the heavy-duty vehicles lie below the DCE emission factors. For Euro V
about half of the heavy-duty vehicles lie below the DCE emission factors. The improvements
with Euro VI is clearly visible with more than 80% lying below the DCE emission factors. Inter-
estingly, the worst emitters are roughly on the same level independently of the Euro Standard.
140,0
120,0
100,0
80,0
NO, gNO2/kg
Euro I-IV
60,0
40,0
Euro V
EEV
20,0
Euro VI
0,0
0
-20,0
10
20
30
40
50
60
70
80
90
100
FIGURE 3.4.
The distribution of NO emissions ranked primarily after the Euro Standards and
secondly after increasing emissions. The emissions are given in NO
2
equivalents. The blue
lines show the DCE emission factors for the different Euro Standards.
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1918043_0028.png
In table 3.6 and 3.7 the emissions are split in Danish and foreign heavy-duty vehicles. The
table for foreign heavy-duty vehicles shows only Euro V and VI since no heavy-duty vehicles
were measured for the other Euro Standards. The emissions from the foreign Euro V and VI
heavy-duty vehicles are 50 % and 31 % higher than the Danish heavy-duty vehicles, respec-
tively.
TABLE 3.6.
Number of Danish heavy-duty vehicles, DCE emission factors, and average, min-
imum and maximum emissions of NO for the different Euro Standards. The emissions are
given in NO
2
equivalents (gNO
2
/kg).
Number of
vehicles
Euro I
Euro II
Euro III
Euro IV
Euro V
EEV
Euro VI
Total
1
2
18
30
132
17
249
449
1,2
DCE emission
factors
gNO
2
/kg
31
34
27
19
17
Average
gNO
2
/kg
16
20
358
41
14
10
1,3
9,4
17
12
1,6
-0,4
0,2
-4,8
-4,8
24
68
78
71
32
79
79
Minimum
gNO
2
/kg
Maximum
gNO
2
/kg
TABLE 3.7.
Number of foreign heavy-duty vehicles, DCE emission factors, and average, min-
imum and maximum emissions of NO for Euro Standard V and VI. The were no foreign heavy
duty vehicles for the other Euro Standards. The emissions are given in NO
2
equivalents
(gNO
2
/kg).
Number of
vehicles
Euro V
Euro VI
Total
171
254
425
DCE emission
factors
gNO
2
/kg
17
1,2
Average
gNO
2
/kg
21
1,7
9,4
Minimum
gNO
2
/kg
-3,6
-7,9
-7,9
Maximum
gNO
2
/kg
75
55
75
Figure 3.5 and 3.6 shows the distribution of the NO emissions divided in Danish and foreign
heavy-duty vehicles for Euro V and VI, respectively. For Euro V there is a large difference
between the emissions from Danish and foreign heavy-duty vehicles. The lowest and worst
emitters looks approximately similar, but for the middle range (about 10 to 85 percentile), the
foreign heavy-duty trucks have significantly higher emissions than the Danish heavy-duty
vehicles. For Euro VI the distribution looks similar for Danish and foreign heavy-duty vehicles
with relative low emissions for more than 90% of the heavy-duty vehicles.
28
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1918043_0029.png
80
70
60
50
Euro V
Danish
Foreign
DCE emission factors
NO, gNO
2
/kg
40
30
20
10
0
0
-10
FIGURE 3.5.
Distribution of NO emissions ranked after increasing emissions for Danish and
foreign Euro V vehicles. The emissions are given in NO
2
equivalents.
10
20
30
40
50
60
70
80
90
100
90
80
70
60
Euro VI
Danish
Foreign
DCE emission factors
NO, gNO
2
/kg
50
40
30
20
10
0
0
-10
10
20
30
40
50
60
70
80
90
100
FIGURE 3.6.
Distribution of NO emissions ranked after increasing emissions for Danish and
foreign Euro VI vehicles. The emissions are given in NO
2
equivalents
The distributions for the NO emissions are relatively smooth and there are no large jumps in
the distributions that could indicate a threshold above which there are malfunctioning or cheat
with the SCR catalysts. The distribution for the Danish Euro V heavy-duty vehicles show a
small jump at around 25 gNO
2
/kg that might indicate such a threshold; however, this is not
seen for the foreign heavy-duty vehicles. For Euro VI there is a steep increase in emissions
above 3 gNO
2
/kg indicating a kind of threshold for the onset of malfunctioning or cheat with
SCR catalysts.
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Thresholds of 25 and 3 gNO
2
/kg for Euro V and VI, respectively, is therefore suggested as
thresholds for future use of remote sensing measurements as guide for picking out heavy-duty
vehicles for the roadside inspections carried out by the Danish police (this corresponds to a
ratio between NO and CO
2
of 0,0052 and 0,0006 mole/mole. On the instrument screens, this
will be seen as 52 and 6). Hager (2017) suggested a threshold of 20 gNO
2
/kg independent on
Euro Standard based on a large remote sensing study carried out for the West Lothian Gov-
ernment, Scotland. The Hager threshold value is in reasonably agreement with our sugges-
tion.
It should be emphasized, that these thresholds have to be seen as simple guidelines based on
visible inspection of the distribution curves and that they shall be revised during future cam-
paigns with remote sensing measurements combined with roadside inspection. This revision
can be based on comparison of the results from the remote sensing measurements with the
information that the Police gathers during their roadside inspections.
3.4
Comparison with international remote sensing studies
Two international remote sensing measurement studies has been carried out in Scotland and
Sweden in 2016 (Hager, 2017; Sjödin et al., 2017). The results from these studies are com-
pared to the results from this study in figure 3.7. For Euro II to IV there are relatively few heavy
duty trucks measured in the Danish and Swedish studies and the averages are therefore not
representative for the fleet of heavy-duty vehicles. For Euro V and VI the number of measured
heavy-duty vehicles are considerable higher and it is therefore expected that the averages
give a reasonable picture of the fleets. The results for this study and Sjödin et al. (2017) are in
quite good agreement while the results from Hager is somewhat higher for both Euro V and VI.
Part of these differences are due to uncertainties of the measurements and that there most
likely are differences in the fleets of heavy-duty vehicles in Denmark, Sweden and Scotland.
All three studies show nearly the same pattern for the changes between the Euro Standards.
The highest emissions are for Euro III and IV and then stepwise significant improvements are
seen for Euro V and VI.
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1918043_0031.png
FIGURE 3.7.
Average NO emissions (above) for the different Euro Standards determined in
this study, Sjödin et al. (2017) and Hager (2017) and number of heavy-duty vehicles measured
in the different sturdies (below). The units for emissions are calculated in NO
2
equivalents. The
results from Sjödin et al. (2017) has been read from graph showing the total emission of NO
x
and subsequently we have subtracted the NO
2
part of the emission based on Sjödin et al.’s
(2017) measured ratio between NO
2
and NO
x
. The results from Hager (2017) has been read
from graph showing the ratio of the emissions of NO and CO
2
and subsequently recalculated
to emissions of NO in gNO
2
/kg fuel using the amount of CO
2
emitted per kg fuel.
3.5
Police roadside inspection of heavy-duty trucks at
Padborg
During the remote sensing measurement campaign at the Danish-German Border in Padborg
the Danish Police carried out road side inspection of heavy-duty vehicles (20 and 22 Novem-
ber 2017). The heavy-duty vehicles were selected for inspection based on the real time meas-
urements of the emissions of NO. When the emissions of NO from heavy-duty vehicles were
above a certain threshold, it was picked out for inspection immediately after the measure-
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1918043_0032.png
ments. The Police inspected nine heavy duty vehicles during the measurement campaign.
They found two foreign Euro V heavy-duty vehicles that used cheating devices (Figure 3.8)
and three heavy-duty vehicles with malfunctioning SCR catalysts (for example lack of Adblue
in the tank or defect sensor). The first attempt to combine remote sensing measurements of
emissions with Police road side inspection was therefore successful.
The threshold for picking out heavy-duty vehicles were at the beginning set to 400 ppm NO,
but the experience were that the threshold were too low and it was raised to 600 ppm. Unfor-
tunately, the number plates of the inspected heavy-duty vehicles were not recorded. It has
therefore not been possible to combine the information from the inspections with the results
from the remote sensing measurement in order to select the best possible threshold for picking
out heavy-duty vehicles for inspection.
FIGURE 3.8.
Picture of cheating device found in one of the heavy duty vehicle that was in-
spected by the Danish Police in Padborg.
During the first campaign, the threshold used was the NO concentration measured in the ex-
haust. However, this parameter depends strongly on the distance between the exhaust and
the measurement point, the shape of the heavy-duty vehicle, position of exhaust pipe (below
truck bed or above drivers cab), wind speed etc. It would therefore have been better to use a
threshold for the ratio between the emissions of NO and CO
2
.
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1918043_0033.png
4. Impacts of cheating wit SCR
catalysts on air quality and
human health
In this chapter we will elaborate on the impact on health of the cheating with SCR filters on
heavy duty-vehicles. In order to extrapolate the results from the two measurement sites to the
entire road network, we will initially look at the distribution of heavy-duty vehicles in Denmark.
Then we will summarize current knowledge on health effects related to air pollution in Den-
mark, and finally we will with outset in a previous very crude estimate, combine this infor-
mation to a best estimate of the health effects related to cheating with CRT filers on heavy-
duty vehicles in Denmark.
4.1
Distribution of heavy-duty vehicles in Denmark
When the European Commission adopt a new Euro standard, vehicles bought after the time of
implementation need to comply with the standard set by this Euro standard. Since the vehicles
have, a certain lifetime that especially for heavy-duty vehicles may be long, vehicles complying
with older Euro standard will be present on the road network for a number of years. Figure 4.1
shows the distribution on Euro standard in Danish road traffic for four different vehicle catego-
ries (gasoline (petrol) and diesel passenger cars, light duty vehicles and trucks and busses).
FIGURE 4.1.
Distribution in 1990-2016 of vehicle numbers according to Euro standard for
gasoline pas-senger cars (upper left), diesel passenger cars (upper right), light duty vehicles
(lower left), and trucks and busses (lower right), respectively (Nielsen et al., 2017).
The data in Figure 4.1 concern data up to 2016. Data for 2017 have not yet been available.
However, the heavy-duty trucks are substituted relatively fast, since they are driving on the
roads almost continuously and fast reach a vast number of kilometers. A crude estimate for
the number of Euro VI heavy-duty vehicles in 2017 is thus in the order of 50 to 60%.
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1918043_0034.png
4.2
Health effects of air pollution in Denmark
The health effects and the associated externalities (economic burden on the society) related to
air pollution in Denmark have been calculated using the EVA system and presented in the
annual monitoring report for 2016 (Ellermann et al., 2017). A calculated average health out-
come for the years 2014-2016 is shown in Table 4.1. These model calculations were made on
basis of emission inventories for year 2015. This applies therefore also for road traffic data and
related air pollution emissions. The distribution on Euro standard has changed substantially
over the most recent year (see section 4.1), and the fraction of heavy-duty vehicles on Euro VI
is therefore substantially underestimated in these inventories. This means that the figures in
Table 4.1 will be somewhat overestimated and that figures for 2017 will be further reduced.
TABLE 4.1.
The number of cases for the different health outcomes in the EVA model system
due to the total air pollution concentrations as a mean over the three years 2014-2016
for the whole of Denmark.
Health outcome Number of cases
Chronic Bronchitis
Restricted Activity Days
Respiratory Hospital Admissions
Cerebrovascular Hospital Admissions
Congestive Heart Failure
Lung Cancer
Bronchodilator Use Children
Bronchodilator Use Adults
Cough Children
Cough Adults
Lower Respiratory Symptoms Children
Lower Respiratory Symptoms Adults
Acute premature deaths (SO
2
)
Acute premature deaths (O
3
)
Chronic YOLL (PM
2,5
)
Total no. of premature deaths
Infant mortality (PM
2,5
)
3.390
3.460.000
176
422
388
518
86.800
662.000
300.000
682.000
116.000
246.000
10
120
36.600
3.580
3
Most of these health outcomes are related to pollutant contributions from foreign sources. In
fact, the figures for premature deaths related to pollutant contributions from foreign sources
have been calculated to 76% or 2,730 cases, whereas the calculations indicate that Danish
sources account for about 850 annual premature deaths. However, it should be noted that
Danish sources contribute to about 2,280 annual premature deaths in our neighboring coun-
tries.
Most of the health effects of air pollution are related to particulate matter, and current assess-
ments are mainly based on fine fraction particles, PM
2.5
. Emissions of nitrogen oxides contrib-
ute to the formation of PM
2.5
, but the formation takes time
–
about one days transport in the
atmosphere is typically needed for this conversion to take place. This means that most of the
nitrogen oxides emitted from Danish sources will be transported out of the country before
being converted into particles. In recent years, there has been a debate in the scientific com-
munity concerning a direct effect of NO
2
. Such a direct effect of NO
2
is not yet implemented in
the EVA system, but the European Environment Agency have included a direct effect of NO
2
in
their estimates of premature deaths (EEA, 2016), and find that for Denmark 2% of premature
34
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deaths related to air pollution can be associated with exposure to NO
2
. This means that the
total number of annual premature deaths in Denmark may be 50-70 too small.
4.3
Health effects related to cheating with SCR in Denmark
In a technical note to the Danish EPA, DCE has previously made a crude estimate of the
health effects related to cheating with SCR catalysts on heavy-duty vehicles in Denmark
(Brandt et al., 2017). In these estimates, it was assumed that 25% of all heavy-duty vehicles
were cheating with SCR catalysts-filters, and that such a cheating vehicle would emit 10 times
as much as one in compliance with the Euro standard. The selection of the figure 25% as the
number cheating was made on basis of the figures obtain in a police campaign at the Danish-
German boarder earlier in 2017. This assumption was based on the fact than SCR catalysts
normally remove more than 90% of NO
x
in the exhaust. Applying these figures for heavy-duty
vehicles in Denmark, this would then lead to an increase in emissions from the total road traffic
sector of 9%.
In Europe, it has been estimated that annually about 500,000 people die prematurely due to
air pollution (Brandt et al., 2017). In case 25% of heavy-duty vehicles in Europe are cheating
with SCR catalysts, this would lead to annually additional 7,500 premature deaths in Europe
and 70 premature deaths in Denmark. In case 25% of heavy-duty vehicles in Denmark are
cheating, and disregarding similar cheating in Europe, this would lead to additional 3-4 prema-
ture deaths annually.
In the present study we have carried out remote sensing measurements in order to pick out
heavy-duty vehicles where the emission of NO
x
is so high that there is suspicion for cheating
with the SCR catalysts. However, we have actually not confirmation whether or not these
heavy-duty vehicles are cheating or not. Despite this, the present study indicate, that the num-
ber of heavy-duty vehicles that are cheating, is less than 25%. The measurements of emis-
sions indicate that many of those vehicles that may be cheating emit less than 10 times what
they would have emitted in case the SCR catalysts were operating. This indicates that the
effect of cheating on the health effects in Denmark is less than the previous crude estimate.
In this study the composition of heavy-duty vehicles monitored at the Padborg and Køge
measurement sites are more modern than the overall Danish fleet composition for 2015 used
in the previous assessments of health effects related to cheating with SCR catalysts in Den-
mark. The fleet composition found in this study indicates that today Euro VI heavy-duty vehi-
cles accounts for about half of the Danish heavy-duty vehicle fleet.
The results also show that the NO
x
emission factors measured for Euro V and VI heavy-duty
vehicles are significantly lower than for the previous Euro standards, which is also the case for
the emission factors used in the previous health assessment calculations made by DCE. The
Euro V and VI emission factors are about half and less than one tenth of Euro IV, respectively.
Predominantly due to the updated heavy-duty fleet composition, the emissions from heavy-
duty vehicles in this study are lower than the emissions in the previous health effect calcula-
tions presented by DCE. This also means that the health effects in Denmark was somewhat
overestimated in previous assessments building on the Danish 2015 fleet composition and that
health effect figures will decrease further when model results using based on the actual vehi-
cle fleet in Denmark for 2017 are available.
As previously stated, the estimates of health effects related to cheating with SCR catalysts in
Denmark that were presented in Brandt et al. (2017) pointed at 3-4 premature deaths in Den-
mark. The results from the present work indicate that this figure is somewhat to the high end,
but currently there is not available traffic and emission data to quantify this better by specific
model calculations with DCE models.
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1918043_0036.png
5. References
Brandt, J., Andersen, M., Bønløkke, J.H., Christensen J.H., Hansen, K.M., Hertel, O., Im, U.,
Jensen, A., Ketzel, M., Nielsen, O.-K., Plejdrup, M., Sigsgaard, T., and Geels, C. Health ef-
fects and externalities related to air pollution in Denmark over 37 years (1979-2015) (In Da-
nish: Helbredseffekter og eksterne omkostninger fra luftforurening i Danmark over 37 år (1979-
2015)). Miljø og Sundhed, 22(1) Sept., pp 25-33, 2016.
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The Danish Environmental Protection Agency / Emne / Titel på rapport
 TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren TRU, Alm.del - 2017-18 - Bilag 347: Orientering om status for undersøgelse af snyd med lastbilers NOxbegrænsende udstyr og anbefalinger til initiativer, fra transport-, bygnings- og boligministeren
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