Decision on non-road diesel engine emission regulation imminent
Newly released Impact Analysis seeks to find ways to better manage engine emissions from non-road diesel enginesAccording to the Department of Climate Change, Energy, the Environment, and Water (DCCEEW), non-road diesel engines emitted 104 kilotonnes (kt) of carbon monoxide (CO), 19.5kt of total hydrocarbons (THC), 312kt of nitrous oxide (NOX), 13.4kt of PM10, 13.0kt of PM2.5, 178t of sulphur dioxide (SO2) and 29.5 megatonnes (Mt) of carbon dioxide (CO2) in 2018.
Overall, non-road diesel engines, which can be found in heavy machinery such as tractors, excavators, dozers, forklifts and more, are responsible for five per cent of national greenhouse gas emissions in 2018, the department added.
So far, only on-road diesel engines such as those in trucks are regulated in Australia. Off-road vehicles have so far avoided any kind of regulation from the Australian Government, but that may change soon.
According to the DCCEEW’s Non-Road Diesel Engine Impact Analysis, released in May 2023, total particulate emissions from non-road diesel engines are significantly larger than total particulate emissions from all on-road motor vehicles in Australia (petrol, diesel and LPG), even though the number of non-road diesel engines is only about three per cent of the number of on-road engines.
The Impact Analysis went on to evaluate the impact of three possible solutions:
- 1. Industry agreement (non-regulatory). Industry would, in cooperation with government, agree to meet targets for sales of new non-road diesel engines which align with international best practice emission standards (US Tier 4 Final).
- 2. Phased standards (Commonwealth regulation). In this scenario, interim emission standards (US Tier 3) would be introduced as soon as practicable, with a subsequent transition to standards that align with international best practice emission standards (US Tier 4 Final).
- 3. Best practice standards (Commonwealth regulation). In this scenario, emission standards that align with international best practice (US Tier 4 Final) would be introduced as soon as practicable.
The DCCEEW concluded that solution three, which is to implement international standards as soon as possible, would be the most effective approach.
“Immediately implementing the highest engine emission standard would result in the best health and economic return for the community over the long term,” the report said.
The Department has recently engaged stakeholders and the public for their feedback and will incorporate them into a final Impact Analysis to be presented to the Australian Government for a final decision, which could be made as soon as the end of the year.
In response to the Impact Analysis, the Construction & Mining Equipment Industry Group (CMEIG) has put forward several suggestions including:
- The Government should constructively test some of the assumptions made in the DEECCW modelling.
- Ensure that the contribution of alternate engine technologies is accounted for in any analysis of emissions reduction by the industry.
- That there is adequate notice (minimum two years) from the time DEECCW finalise and announce any regulatory decision. This grace period is crucial to allow the industry’s supply chain to effectively manage and adapt to potential regulatory changes.
“The progress made in the Non-Road Diesel Engine analysis is a significant step toward managing emissions and promoting a cleaner environment,” the organisation said.
“CMEIG’s active involvement ensures that the construction and mining equipment industry’s perspectives are heard, contributing to a balanced and effective approach.
“As the year progresses, we eagerly await the Government’s decision on regulations and look forward to a sustainable future for the industry.”
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