1.A.2.g vii - Mobile Combustion in Manufacturing Industries and Construction

Short description

Under NFR 1.A.2.g vii - Mobile Combustion in Manufacturing Industries and Construction, emissions from Off-Road Construction Vehicles and Construction Machinery are reported in the German inventory.

Category Code Method AD EF
1.A.2.g vii T1,T2 NS, M CS, D, M
Key Category SO2 NOx NH3 NMVOC CO BC Pb Hg Cd Diox PAH HCB TSP PM10 PM2.5
1.A.2.g vii -/- -/- -/- -/- L/- L/- -/- -/- -/- -/- -/- - -/- -/T L/T

Methodology

Activity data

Sector-specific consumption data is included in the primary fuel-delivery data are available from NEB line 67: 'Commercial, trade, services and other consumers' (AGEB, 2020) 1)

Table 1: Sources for primary fuel-delivery data

through 1994 AGEB - National Energy Balance, line 79: 'Haushalte und Kleinverbraucher insgesamt'
as of 1995 AGEB - National Energy Balance, line 67: 'Gewerbe, Handel, Dienstleistungen u. übrige Verbraucher'

Following the deduction of energy inputs for military vehicles as provided in (BAFA, 2020) 2), the remaining amounts of gasoline and diesel oil are apportioned onto off-road construction vehicles (NFR 1.A.2.g vii) and off-road vehicles in commercial/institutional use (1.A.4. ii) as well as agriculture and forestry (NFR 1.A.4.c ii) based upon annual shares derived from TREMOD-MM (Knörr et al. (2020b)) 3) (cf. NFR 1.A.4 - mobile).

Table 2: Percental annual contribution of 1.A.2.g vii to fuel-specific over-all delivery data provided in NEB line 67

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Diesel Fuels 43,0% 46,4% 47,0% 43,7% 43,1% 43,4% 43,7% 43,2% 43,5% 43,1% 43,0% 42,9% 42,6% 42,4%
Gasoline Fuels 31,5% 59,7% 55,1% 58,6% 64,5% 64,4% 66,9% 67,1% 66,9% 66,7% 68,4% 68,1% 64,2% 63,2%

Table 3: Annual fuel consumption in construction vehicles and mobile machinery, in terajoules

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Diesel Oil 48.078 45.337 44.668 35.884 38.160 39.396 38.936 40.083 42.121 43.686 45.281 46.495 43.089 43.431
Gasoline 1.420 4.453 4.079 4.272 2.799 2.537 791 782 834 3.326 3.406 3.393 3.123 2.992
Biodiesel 0 0 0 2.293 2.926 2.749 2.748 2.377 2.588 2.390 2.401 2.482 2.505 2.473
Biogasoline 0 0 0 29 108 104 35 34 36 144 148 143 140 129
Ʃ 1.A.2.g vii 49.497 49.791 48.747 42.478 43.992 44.786 42.510 43.275 45.580 49.546 51.236 52.513 48.857 49.025

> NOTE: The remarkable increase in gasoline consumption after 2014 relates to the strongly increased inland deliveries reported in NEB line 67.

Emission factors

The emission factors used here are of rather different quality: Basically, for all main pollutants, carbon monoxide and particulate matter, annual IEF modelled within TREMOD MM (Knörr et al. (2020b)) 4) are used, representing the sector's vehicle-fleet composition, the development of mitigation technologies and the effect of fuel-quality legislation.

Table 4: Annual country-specific emission factors1, in kg/TJ

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Gasoline fuels
NH3 0,09 0,09 0,09 0,09 0,09 0,09 0,09 0,09 0,09 0,09 0,09 0,09 0,09 0,09
NMVOC2 77,8 74,8 82,3 101 106 106 106 106 106 106 106 106 106 106
NMVOC3 678 623 571 563 561 561 561 561 561 561 561 561 561 556
NOx 54,0 68,3 75,9 76,8 76,9 76,9 77,0 77,0 77,0 77,0 77,0 77,0 77,0 75,1
SOx 10,1 8,27 3,22 0,37 0,37 0,37 0,37 0,37 0,37 0,37 0,37 0,37 0,37 0,37
BC5 0,30 0,27 0,24 0,24 0,24 0,24 0,24 0,24 0,24 0,24 0,24 0,24 0,24 0,24
PM4 6,03 5,43 4,83 4,72 4,71 4,71 4,71 4,71 4,71 4,71 4,71 4,71 4,71 4,71
TSP6 2.35 0.82
CO 38.459 35.290 32.423 32.108 34.681 35.250 35.791 36.289 36.661 36.840 36.918 36.973 37.010 36.701
Pb 1.471 0.516
Diesel fuels
NH3 0,16 0,16 0,17 0,17 0,17 0,17 0,17 0,17 0,17 0,17 0,17 0,17 0,17 0,17
NMVOC 185 155 131 87,4 57,4 53,4 50,0 46,6 43,0 39,8 36,8 34,1 31,7 29,5
NOx 1.043 1.010 968 755 520 482 450 425 403 386 367 348 332 318
SOx 79,6 60,5 14,0 0,37 0,37 0,37 0,37 0,37 0,37 0,37 0,37 0,37 0,37 0,37
BC5 78,5 64,0 51,0 36,1 27,3 26,1 25,0 23,7 22,1 20,6 19,0 17,5 16,0 14,6
PM4 149 121 94,1 59,9 38,5 35,9 33,7 31,6 29,2 27,0 24,9 22,9 20,9 19,1
CO 584 576 545 414 318 307 299 292 286 281 277 273 269 266

1 due to lack of better information: similar EF are applied for fossil and biofuels
2 from fuel combustion
3 from gasoline evaporation
4 EF(PM2.5) also applied for PM10 and TSP (assumption: > 99% of TSP consists of PM2.5)
5 estimated via a f-BCs as provided in 5), Chapter 1.A.2.g vii, 1.A.4.a ii, b ii, c ii, 1.A.5.b i - Non-road, note to Table 3-1: Tier 1 emission factors for off-road machinery
6 from leaded gasoline (until 1997)

With respect to the emission factors applied for particulate matter, given the circumstances during test-bench measurements, condensables are most likely included at least partly. 1)

For lead (Pb) from leaded gasoline and corresponding TSP emissions, additional emissions are are calculated from 1990 to 1997 based upon contry-specific emission factors from 6).

For information on the emission factors for heavy-metal and POP exhaust emissions, please refer to Appendix 2.3 - Heavy Metal (HM) exhaust emissions from mobile sources and Appendix 2.4 - Persistent Organic Pollutant (POP) exhaust emissions from mobile sources.

Table: Outcome of Key Category Analysis

for: CO BC PM10 PM2.5
by: Level L Trend L & T

For all unregulated pollutants, emission trends directly follow the trend in fuel consumption.

In contrast, for all regulated pollutants (such as NOx, SOx, NMVOC and particles), emission trends follow not only the trend in fuel consumption but also reflect the impact of fuel-quality and exhaust-emission legislation.

Here, as NMVOC emissions are dominated by gasoline fuels, the trend shows the same strong decline after 2011 as the underlying activity data (see above and NFR 1.A.4 - mobile, Table 1.) The remarkable increase after 2014 relates to the strongly increased gasoline inland deliveries reported in NEB line 67. (see table 3 above). This noticeable increase will be checked by the compiler of the National Energy Balance.

Over-all PM emissions are by far dominated by emissions from diesel oil combustion with the falling trend basically following the decline in fuel consumption between 2000 and 2005. Nonetheless, the decrease of the over-all emission trend was and still is amplified by the expanding use of particle filters especially to eliminate soot emissions.

Additional contributors such as the impact of TSP emissions from the use of leaded gasoline (until 1997) have no significant effect onto over-all emission estimates.

Recalculations

Revisions in activity data result from slightly adapted EBZ67 shares as well as the implementation of primary activity data from the now finalised NEB 2019.

Table 5: Revised annual contribution of 1.A.2.g vii to fuel-specific over-all fuel deliveries provided in NEB line 67

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018
diesel fuels
Submission 2021 0,430 0,464 0,470 0,437 0,431 0,434 0,437 0,432 0,435 0,431 0,430 0,429 0,426
Submission 2020 0,423 0,454 0,445 0,402 0,394 0,397 0,400 0,401 0,403 0,398 0,397 0,396 0,394
absolute change 0,01 0,01 0,03 0,04 0,04 0,04 0,04 0,03 0,03 0,03 0,03 0,03 0,03
relative change 1,64% 2,11% 5,63% 8,87% 9,35% 9,35% 9,34% 7,74% 8,08% 8,31% 8,29% 8,38% 7,96%
gasoline fuels
Submission 2021 0,315 0,597 0,551 0,586 0,645 0,644 0,669 0,671 0,669 0,667 0,684 0,681 0,642
Submission 2020 0,315 0,597 0,551 0,584 0,640 0,638 0,663 0,665 0,662 0,659 0,676 0,673 0,673
absolute change 0,00 0,00 0,00 0,00 0,00 0,01 0,01 0,01 0,01 0,01 0,01 0,01 -0,03
relative change 0,00% 0,00% 0,00% 0,33% 0,73% 0,83% 0,86% 0,95% 1,05% 1,15% 1,19% 1,29% -4,55%

Table 6: Revised activity data, in terajoules

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018
diesel fuels
Submission 2021 48.078 45.337 44.668 38.177 41.085 42.145 41.684 42.460 44.710 46.075 47.682 48.977 45.594
Submission 2020 47.301 44.401 42.286 33.615 37.154 38.387 37.932 39.357 41.335 42.516 44.012 45.175 41.976
absolute change 776 937 2.382 4.562 3.931 3.758 3.752 3.104 3.375 3.559 3.670 3.802 3.618
relative change 1,64% 2,11% 5,63% 13,57% 10,58% 9,79% 9,89% 7,89% 8,16% 8,37% 8,34% 8,42% 8,62%
gasoline fuels
Submission 2021 1.420 4.453 4.079 4.302 2.907 2.641 826 815 870 3.471 3.554 3.536 3.263
Submission 2020 1.420 4.453 4.079 4.288 2.886 2.619 819 808 861 3.431 3.512 3.491 3.419
absolute change 0,00 0,00 0,00 13,96 20,98 21,66 7,06 7,67 9,04 39,6 41,8 45,1 -155
relative change 0,00% 0,00% 0,00% 0,33% 0,73% 0,83% 0,86% 0,95% 1,05% 1,15% 1,19% 1,29% -4,55%
over-all fuel consumption
Submission 2021 49.497 49.791 48.747 42.478 43.992 44.786 42.510 43.275 45.580 49.546 51.236 52.513 48.857
Submission 2020 48.721 48.854 46.364 37.903 40.040 41.006 38.752 40.164 42.197 45.947 47.524 48.666 45.395
absolute change 776 937 2.382 4.576 3.952 3.780 3.759 3.111 3.384 3.599 3.712 3.847 3.462
relative change 1,59% 1,92% 5,14% 12,07% 9,87% 9,22% 9,70% 7,75% 8,02% 7,83% 7,81% 7,91% 7,63%

As in contrast, all emission factors remain unrevised compared to last year's susbmission, emission estimates for the years as of 2015 change in accordance with the underlying activity data.

For specific information on recalculated emission estimates for Base Year and 2018, please see the pollutant specific recalculation tables following chapter 8.1 - Recalculations.

Uncertainties

Uncertainty estimates for activity data of mobile sources derive from research project FKZ 360 16 023: “Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland” by (Knörr et al. (2009)) 7).

Uncertainty estimates for emission factors were compiled during the PAREST research project. Here, the final report has not yet been published.

Planned improvements

Besides a routine revision of the TREMOD MM model, no specific improvements are planned.

FAQs

Why are similar EF applied for estimating exhaust heavy metal emissions from both fossil and biofuels?

The EF provided in 8) represent summatory values for (i) the fuel's and (ii) the lubricant's heavy-metal content as well as (iii) engine wear. Here, there might be no heavy metal contained in the biofuels. But since the specific shares of (i), (ii) and (iii) cannot be separated, and since the contributions of lubricant and engine wear might be dominant, the same emission factors are applied to diesel and biodiesel.


1) AGEB, 2020: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; URL: http://www.ag-energiebilanzen.de/7-0-Bilanzen-1990-2018.html, (Aufruf: 29.11.2020), Köln & Berlin, 2020
2) (BAFA2020
3), 4), 6) Knörr et al. (2020b): Knörr, W., Heidt, C., Gores, S., & Bergk, F.: ifeu Institute for Energy and Environmental Research (Institut für Energie- und Umweltforschung Heidelberg gGmbH, ifeu): Aktualisierung des Modells TREMOD-Mobile Machinery (TREMOD MM) 2020, Heidelberg, 2020.
5), 8) EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook – 2019, Copenhagen, 2019.
7) Knörr et al. (2009): Knörr, W., Heldstab, J., & Kasser, F.: Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland; final report; URL: https://www.umweltbundesamt.de/sites/default/files/medien/461/publikationen/3937.pdf, FKZ 360 16 023, Heidelberg & Zürich, 2009.
1)
During test-bench measurements, temperatures are likely to be significantly higher than under real-world conditions, thus reducing condensation. On the contrary, smaller dillution (higher number of primary particles acting as condensation germs) together with higher pressures increase the likeliness of condensation. So over-all condensables are very likely to occur but different to real-world conditions.