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--- sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:residential [2021/01/26 17:58] – kotzulla
+++ sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:residential [2021/12/15 20:00] (current) – external edit 127.0.0.1
@@ Line 3: / Line 3: @@
 ===== Short description =====
-Under sub-category //1.A.4.b ii - Residential: Mobile Sources in Households and Gardening// fuel combustion activities and resulting emissions from combustion engine driven devices such as motor saws and lawn mowers are being reported.
+Under sub-category //1.A.4.b ii - Residential: Mobile Sources in Households and Gardening// {{  :sector:energy:fuel_combustion:small_combustion:lawnmower.png?nolink&300}} fuel combustion activities and  resulting emissions from combustion engine driven devices such as motor saws and lawn mowers are being reported.
-^  Method      ^  AD      ^  EF         ^  Key Category Analysis       ^
-|  T1 | NS, M | CS, D | **L/T**: CO ||
+^  Method  ^  AD     ^  EF     ^  Key Category Analysis  ^
+|  T1, T2    |  NS, M  |  CS, M, D  |  **L/T**: CO            |
 [[f>image Lawnmower.PNG size="small"]]
@@ Line 15: / Line 14: @@
 ==== Activity data ====
-Activity data are taken from annual fuel delieveries data provided in line 66: 'Households' of the National Energy Balances (NEB) for Germany (AGEB, 2019) [((bibcite 1))].
+Activity data are taken from annual fuel delieveries data provided in line 66: 'Households' of the National Energy Balances (NEB) for Germany (AGEB, 2020) [(AGEB2020)].
 __Table 1: Sources for consumption data in 1.A.4.b ii__
-||~ Relevant years ||~ Data Source ||
+^ Relevant years ^ Data Source ^
-|| through 1994|| **AGEB** - National Energy Balance, line 79: Households  ||
+| through 1994 | **AGEB** - National Energy Balance, line 79: Households  |
-|| since 1995 || **AGEB** - National Energy Balance, line 66: Households ||
+| since 1995 | **AGEB** - National Energy Balance, line 66: Households |
 Here, given the rare statistics on sold machinery, these activity data is of limited quality only (no annual but cascaded trend).
@@ Line 32: / Line 31: @@
 __Table 2: Annual over-all fuel deliveries to residential mobile sources, in terajoules__
-||		||=	**1990**	||=	**1995**	||=	**2000**	||=	**2005**	||=	**2010**	||=	**2011**	||=	**2012**	||=	**2013**	||=	**2014**	||=	**2015**	||=	**2016**	||=	**2017**	||=	**2018**	||=
+|                   |  **1990**  |  **1995**  |  **2000**  |  **2005**  |  **2010**  |  **2011**  |  **2012**  |  **2013**  |  **2014**  |  **2015**  |  **2016**  |  **2017**  |  **2018**  | **2019**  |
-||	gasoline	||>	2,177	||>	2,395	||>	2,395	||>	2,395	||>	3,379	||>	4,069	||>	3,995	||>	3,720	||>	3,946	||>	4,228	||>	4,228	||>	4,228	||>	4,070	||>
+^ Gasoline          |      2.177 |      2.395 |      2.395 |      2.395 |      3.379 |      4.069 |      3.995 |      3.720 |      3.946 |      4.228 |      4.228 |      4.228 |      4.070 |     4.046 |
-||	biogasoline	||>	0	||>	0	||>	0	||>	16	||>	131	||>	167	||>	177	||>	159	||>	172	||>	183	||>	184	||>	178	||>	183	||>
+^ Biogasoline       |          0 |          0 |          0 |         16 |        131 |        167 |        177 |        159 |        172 |        183 |        184 |        178 |        183 |       175 |
-||	**Ʃ 1.A.4.b ii**	||~	2,177	||~	2,395	||~	2,395	||~	2,411	||~	3,510	||~	4,236	||~	4,172	||~	3,879	||~	4,118	||~	4,411	||~	4,412	||~	4,406	||~	4,253	||>
+| **Ʃ 1.A.4.b ii**  ^      2.177 ^      2.395 ^      2.395 ^      2.411 ^      3.510 ^      4.236 ^      4.172 ^      3.879 ^      4.118 ^      4.411 ^      4.412 ^      4.406 ^      4.253 ^     4.221 ^
-source: AGEB, 2019 [((bibcite 1))] and TREMOD MM [((bibcite 2))]
+source: AGEB, 2020 [(AGEB2020)] and TREMOD MM [(KNOERR2020b)]
-[[gallery size="medium"]]
+{{ :sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:1a4bii_ad.png?700 }}
-: 1A4bii_AD.png
-: 1A4bii_AD_bio.png
-[[/gallery]]
-These primary activity data can be distributed onto 2- and 4-stroke engines used in households via annual shares from Knörr et al. (2019b) [((bibcite 2))].
+These primary activity data can be distributed onto 2- and 4-stroke engines used in households via annual shares from Knörr et al. (2020b) [(KNOERR2020b)].
 __Table 3: Annual shares of 2- and 4-stroke engines__
-||		||=	**1990**	||>	**1995**	||>	**2000**	||>	**2005**	||>	**2010**	||>	**2011**	||>	**2012**	||>	**2013**	||>	**2014**	||>	**2015**	||>	**2016**	||>	**2017**	||>	**2018**	||>
+|           |  **1990**  |  **1995**  |  **2000**  |  **2005**  |  **2010**  |  **2011**  |  **2012**  |  **2013**  |  **2014**  |  **2015**  |  **2016**  |  **2017**  |  **2018**  |  **2019**  |
-||	2-stroke	||>	72%	||>	50%	||>	34%	||>	31%	||>	27%	||>	27%	||>	26%	||>	25%	||>	25%	||>	24%	||>	24%	||>	24%	||>	24%	||>
+^ 2-Stroke  |     28,2 % |     49,7 % |     66,5 % |     69,6 % |     73,9 % |     74,5 % |     75,7 % |     76,4 % |     76,6 % |     76,8 % |     77,1 % |     77,2 % |     77,4 % |     77,5 % |
-||	4-stroke	||>	28%	||>	50%	||>	66%	||>	69%	||>	73%	||>	73%	||>	74%	||>	75%	||>	75%	||>	76%	||>	76%	||>	76%	||>	76%	||>
+^ 4-Stroke  |     71,8 % |     50,3 % |     33,5 % |     30,4 % |     26,1 % |     25,5 % |     24,3 % |     23,6 % |     23,4 % |     23,2 % |     22,9 % |     22,8 % |     22,6 % |     22,5 % |
-||	**TOTAL**	||>	100%	||>	100%	||>	100%	||>	100%	||>	100%	||>	100%	||>	100%	||>	100%	||>	100%	||>	100%	||>	100%	||>	100%	||>	100%	||>
+source: TREMOD MM [(KNOERR2020b)]
-source: TREMOD MM [((bibcite 2))]
 __Table 4: Resulting estimates for fuel consumption in 2- and 4-stroke engines, in terajoules__
-||	||=	**1990**	||>	**1995**	||>	**2000**	||>	**2005**	||>	**2010**	||>	**2011**	||>	**2012**	||>	**2013**	||>	**2014**	||>	**2015**	||>	**2016**	||>	**2017**	||>	**2018**	||>
+|                       |  **1990**  |  **1995**  |  **2000**  |  **2005**  |  **2010**  |  **2011**  |  **2012**  |  **2013**  |  **2014**  |  **2015**  |  **2016**  |  **2017**  |  **2018**  | **2019**  |
-||||||||||||||||||||||||||||||||||||||<	**2-stroke engines**		||>
+| **2-stroke engines**                                                                                                                                                                         |||||||||||||||
-||~	gasoline	||>	1,563	||>	1,204	||>	803	||>	749	||>	920	||>	1,084	||>	1,019	||>	923	||>	968	||>	1,027	||>	1,018	||>	1,010	||>	966	||>
+^ Gasoline              |        614 |      1.191 |      1.592 |      1.667 |      2.498 |      3.033 |      3.023 |      2.841 |      3.023 |      3.249 |      3.258 |      3.266 |      3.150 |     3.137 |
-||~	biogasoline	||>	0	||>	0	||>	0	||>	5	||>	36	||>	44	||>	45	||>	40	||>	42	||>	45	||>	44	||>	43	||>	43	||>
+^ Biogasoline           |          0 |          0 |          0 |         11 |         97 |        124 |        134 |        122 |        131 |        141 |        142 |        138 |        142 |       135 |
-||||||||||||||||||||||||||||||||||||||< 	**4-stroke engines**			||>
+| **4-stroke engines**                                                                                                                                                                         |||||||||||||||
-||~	gasoline	||>	614	||>	1,191	||>	1,592	||>	1,646	||>	2,459	||>	2,985	||>	2,976	||>	2,797	||>	2,978	||>	3,201	||>	3,210	||>	3,218	||>	3,104	||>
+^ Gasoline              |      1.563 |      1.204 |        803 |        728 |        881 |      1.036 |        972 |        879 |        923 |        979 |        970 |        962 |        920 |       909 |
-||~	biogasoline	||>	0	||>	0	||>	0	||>	11	||>	95	||>	122	||>	132	||>	120	||>	129	||>	139	||>	139	||>	136	||>	140	||>
+^ Biogasoline           |          0 |          0 |          0 |          5 |         34 |         42 |         43 |         38 |         40 |         42 |         42 |         41 |         41 |        39 |
-||||||||||||||||||||||||||||||||||||||= 			||>
+|                                                                                                                                                                                   ||||||||||||||           |
-||~	**Ʃ 1.A.4.b ii**	||~	2,177	||~	2,395	||~	2,395	||~	2,411	||~	3,510	||~	4,236	||~	4,172	||~	3,879	||~	4,118	||~	4,411	||~	4,412	||~	4,406	||~	4,253	||~
+|  **Ʃ 1.A.4.b ii**     ^      2.177 ^      2.395 ^      2.395 ^      2.411 ^      3.510 ^      4.236 ^      4.172 ^      3.879 ^      4.118 ^      4.411 ^      4.412 ^      4.406 ^      4.253 ^     4.221 ^
 ==== Emission factors ====
 The emission factors used here are of rather different quality:
-For all **main pollutants**, **carbon monoxide** and **particulate matter**, annually changing values computed within TREMOD-MM (Knörr et al. (2019b)) [((bibcite 2))] are used, representing the development of mitigation technologies and th effect of fuel-quality legislation.
+For all **main pollutants**, **carbon monoxide** and **particulate matter**, annually changing values computed within TREMOD-MM (Knörr et al. (2020b)) [(KNOERR2020b)] are used, representing the development of mitigation technologies and the effect of fuel-quality legislation.
 Here, as no such specific EF are available for biofuels, the values used for gasoline are applied to bioethanol, too.
-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 [((bibcite 2))].)
+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 [(KNOERR2020b)].)
-__Table 5: Annual country-specific emission factors from TREMOD MM^^1^^, in kg/TJ__
+__Table 4: Annual country-specific emission factors from TREMOD MM<sup>1</sup>, in kg/TJ__
-||		||=	**1990**	||=	**1995**	||=	**2000**	||=	**2005**	||=	**2010**	||=	**2011**	||=	**2012**	||=	**2013**	||=	**2014**	||=	**2015**	||=	**2016**	||=	**2017**	||=	**2018**	||=
+|                                |  **1990**  |  **1995**  |  **2000**  |  **2005**  |  **2010**  |  **2011**  |  **2012**  |  **2013**  |  **2014**  |  **2015**  |  **2016**  |  **2017**  |  **2018**  |  **2019**  |
-||||||||||||||||||||||||||||||||||||||||||<	**4-stroke machinery**																	||=
+| **4-stroke machinery**                                                                                                                                                                     ||||||||||||||            |
-||	NH,,3,, ^^1^^	||>	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	||=
+^ NH<sub>3</sub>                 |       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 |
-||	NMVOC - exhaust ^^1,2^^	||>	727	||>	819	||>	809	||>	781	||>	774	||>	771	||>	769	||>	768	||>	766	||>	765	||>	764	||>	764	||>	763	||=
+^ NMVOC<sup>2</sup>              |        475 |      1.289 |      1.604 |      1.651 |      1.647 |      1.646 |      1.645 |      1.643 |      1.641 |      1.638 |      1.635 |      1.632 |      1.628 |      1.624 |
-||	NMVOC - evaporation ^^1,3^^ ||> 475	||>	1,289 ||>	1,604 ||>	1,634 ||>	1,632 ||>	1,632 ||>	1,632 ||>	1,632 ||>	1,633 ||>	1,633 ||>	1,633 ||>	1,633	||>	1,633	||=
+^ NMVOC<sup>3</sup>              |        727 |        819 |        809 |        783 |        774 |        771 |        769 |        767 |        765 |        763 |        762 |        761 |        760 |        756 |
-||	NO,,x,, ^^1^^	||>	51.0	||>	85.3	||>	103	||>	108	||>	121	||>	124	||>	126	||>	128	||>	130	||>	132	||>	134	||>	135	||>	136	||=
+^ NO<sub>x</sub>                 |       51,0 |       85,3 |        103 |        108 |        122 |        124 |        126 |        129 |        131 |        132 |        133 |        134 |        135 |        133 |
-||	SO,,x,, ^^1^^	||>	10.1	||>	8.3	||>	3.2	||>	0.37	||>	0.37	||>	0.37	||>	0.37	||>	0.37	||>	0.37	||>	0.37	||>	0.37	||>	0.37	||>	0.37	||=
+^ SO<sub>x</sub>                 |       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 |
-||	BC ^^2.5^^	||>	0.31	||>	0.27	||>	0.24	||>	0.23	||>	0.24	||>	0.25	||>	0.25	||>	0.25	||>	0.26	||>	0.26	||>	0.26	||>	0.26	||>	0.26	||=
+^ BC<sup>5</sup>                 |       0,31 |       0,27 |       0,24 |       0,23 |       0,24 |       0,25 |       0,25 |       0,25 |       0,26 |       0,26 |       0,26 |       0,26 |       0,26 |       0,26 |
-||	PM ^^2.4^^	||>	6.29	||>	5.46	||>	4.85	||>	4.63	||>	4.87	||>	4.94	||>	5.00	||>	5.06	||>	5.11	||>	5.15	||>	5.19	||>	5.22	||>	5.24	||=
+^ PM<sup>4</sup>                 |       6,29 |       5,46 |       4,85 |       4,62 |       4,87 |       4,94 |       5,00 |       5,06 |       5,11 |       5,15 |       5,19 |       5,22 |       5,24 |       5,25 |
-||	CO ^^1^^	||>	39,998 ||>	32,154 ||>	28,346 ||>	27,235 ||>	28,035 ||>	28,317	||>	28,584	||>	28,827	||>	29,042	||>	29,222	||>	29,366 ||>	29,473 ||>	29,544	||=
+^ CO                             |     39.998 |     32.154 |     28.346 |     27.161 |     27.992 |     28.278 |     28.555 |     28.813 |     29.047 |     29.249 |     29.418 |     29.548 |     29.647 |     29.614 |
-||||||||||||||||||||||||||||||||||||||||||<	**2-stroke machinery**																	||=
+| **2-stroke machinery**                                                                                                                                                                     ||||||||||||||            |
-||	NH,,3,, ^^1^^	||>	0.07	||>	0.07	||>	0.07	||>	0.07	||>	0.07	||>	0.08	||>	0.08	||>	0.08	||>	0.09	||>	0.09	||>	0.09	||>	0.09	||>	0.09	||=
+^ NH<sub>3</sub>                 |       0,07 |       0,07 |       0,07 |       0,07 |       0,07 |       0,08 |       0,08 |       0,08 |       0,09 |       0,09 |       0,09 |       0,09 |       0,09 |       0,09 |
-||	NMVOC - exhaust ^^1,2^^	||>	5.962	||>	5.692	||>	5.537	||>	5.439	||>	5.372	||>	4.894	||>	3.898	||>	3.270	||>	3.115	||>	2.969	||>	2.835	||>	2.716	||>	2.613	||=
+^ NMVOC<sup>2</sup>              |      6.126 |      5.914 |      5.879 |      5.816 |      5.835 |      5.372 |      4.327 |      3.635 |      3.473 |      3.315 |      3.164 |      3.024 |      2.900 |      2.796 |
-||	NMVOC - evaporation ^^1,3^^	||>	1,387	||>	1,129	||>	510	||>	394	||>	290	||>	299	||>	317	||>	329	||>	334	||>	338	||>	342	||>	346	||>	349	||=
+^ NMVOC<sup>3</sup>              |      1.387 |      1.129 |        510 |        392 |        280 |        288 |        305 |        317 |        321 |        325 |        328 |        331 |        334 |        335 |
-||	NO,,x,, ^^1^^	||>	23.5	||>	28.6	||>	37.4	||>	53.9	||>	63.5	||>	61.6	||>	57.0	||>	55.0	||>	56.0	||>	56.9	||>	57.7	||>	58.3	||>	58.9	||=
+^ NO<sub>x</sub>                 |       19,8 |       25,7 |       36,3 |       53,4 |       63,8 |       61,9 |       57,1 |       55,0 |       55,9 |       56,8 |       57,5 |       58,2 |       58,7 |       59,2 |
-||	SO,,x,, ^^1^^	||>	10.1	||>	8.3	||>	3.2	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||=
+^ SO<sub>x</sub>                 |      10,10 |       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 |
-||	BC ^^2.4^^	||>	5.14	||>	4.79	||>	4.76	||>	4.76	||>	4.80	||>	4.95	||>	5.25	||>	5.45	||>	5.53	||>	5.60	||>	5.67	||>	5.73	||>	5.78	||=
+^ BC<sup>5</sup>                 |       6,91 |       6,14 |       5,13 |       4,93 |       4,79 |       4,93 |       5,22 |       5,41 |       5,49 |       5,55 |       5,61 |       5,67 |       5,71 |       5,75 |
-||	PM ^^2,5^^	||>	103	||>	95.8	||>	95.3	||>	95.2	||>	96.1	||>	99.0	||>	105	||>	109	||>	111	||>	112	||>	113	||>	115	||>	116	||=
+^ PM<sup>4</sup>                 |        138 |        123 |        103 |         99 |         96 |         99 |        104 |        108 |        110 |        111 |        112 |        113 |        114 |        115 |
-||	CO ^^1^^	||>	25,505	||>	22,501	||>	16,571	||>	15,061	||>	13,624	||>	13,963	||>	14,734	||>	15,251	||>	15,423	||>	15,593	||>	15,757	||>	15,909	||>	16,045	||=
+^ CO                             |     20.270 |     18.743 |     16.255 |     15.483 |     14.699 |     15.068 |     15.891 |     16.438 |     16.618 |     16.797 |     16.967 |     17.125 |     17.266 |     17.385 |
-||||||||||||||||||||||||||||||||||||||||||<	**4- and 2-stroke machinery**		||=
+| **2- and 4-stroke machinery**                                                                                                                                                              ||||||||||||||            |
-||	TSP^^6^^ ||>	2.35	||>	0.82	||>		||>		||>		||>		||>		||>		||>		||>		||>		||>		||>			||=
+^ TSP<sup>6</sup>                |       2,35 |       0,82 |            |            |            |            |            |            |            |            |            |            |            |            |
-||	Pb^^6^^	||>	1,471 ||>	516	||>		||>		||>		||>		||>		||>		||>		||>		||>		||>		||>			||=
+^ Pb                             |       1,47 |       0,52 |            |            |            |            |            |            |            |            |            |            |            |            |
-^^1^^ due to lack of better information: similar EF are applied for fossil and biofuels
+<sup>1</sup> due to lack of better information: similar EF are applied for fossil and biofuels \\
-^^2^^ from fuel combustion
+<sup>2</sup> from fuel combustion \\
-^^3^^ from gasoline evaporation
+<sup>3</sup> from gasoline evaporation \\
-^^4^^ EF(PM,,2.5,,) also applied for PM,,10,, and TSP (assumption: > 99% of TSP consists of PM,,2.5,,)
+<sup>4</sup> EF(PM<sub>2.5</sub>) also applied for PM<sub>10</sub> and TSP (assumption: > 99% of TSP consists of PM<sub>2.5</sub>) \\
-^^5^^ estimated via a f-BC 0.05 as provided in [((bibcite 3))], 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
+<sup>5</sup> estimated via a f-BCs as provided in [(EMEPEEA2019)], 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)
+<sup>6</sup> from leaded gasoline (until 1997)
-> **NOTE:** For the country-specific emission factors applied for particulate matter, no clear indication is available, whether or not condensables are included.
+<WRAP center round info 100%>
+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. [(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.)]
+</WRAP>
-For information on the **emission factors for heavy-metal and POP exhaust emissions**, please refer to [[[ appendix2.3-HM-from-mobile-sources | Appendix 2.3 - Heavy Metal (HM) exhaust emissions from mobile sources]]] and [[[ appendix2.4-POPs-from-mobile-sources | Appendix 2.4 - Persistent Organic Pollutant (POP) exhaust emissions from mobile sources ]]].
+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 [(EMEPEEA2019)].
-[!--
+> **NOTE:** For the country-specific emission factors applied for particulate matter, no clear indication is available, whether or not condensables are included.
-__Table 6: Tier1 emission factors for heavy-metal and POP exhaust emissions from fuel combustion and engine wear__
-||=				||=	**Pb**	||=	**Cd**	||=	**Hg**	||=	**As**	||=	**Cr**	||=	**Cu**	||=	**Ni**	||=	**Se**	||=	**Zn**	||=	**B[a]P**	||=	**B[b]F**	||=	**B[k]F**	||=	**I[...]p**	||=	**PAH 1-4**	||=	**PCDD/F**	||=
-||=		||||||||||||||||||= 	[g/TJ]															||||||||||=	 [mg/TJ]									||= 	 [µg/TJ]	||=
-||~	Gasoline fuels - 4-stroke ||>	0.037	||>	0.005	||>	0.200	||>	0.007	||>	0.145	||>	0.103	||>	0.053	||>	0.005	||>	0.758	||>	919	||>	919	||>	90	||>	204	||>	2.062^^3^^ ||> 2.76^^4^^||>
-||~	Gasoline fuels - 2-stroke ||>	0.051	||>	2.10	||>	0.196	||>	0.007	||>	8.96	||>	357	||>	14.7	||>	2.09	||>	208	||>	919	||>	919	||>	90	||>	204	||>	2.131	^^3^^ ||> 57.50^^4^^ ||>
-^^1^^ tier1 defaults from [((bibcite 3))], chapter 1.A.3.b i-iv - Road transport: exhaust emissions: tier1 value for diesel vehicles
-^^2^^ tier1 defaults from [((bibcite 3))], chapter 1.A.2.g vii, 1.A.4.a ii, b ii, c ii, 1.A.5.b i - Non-road
-^^3^^ sum of tier1 default values applied for B[a]P, B[b]F, B[k]F, and I[1,2,3-c,d]P
-^^4^^ tier1 values derived from [((bibcite 4))]
-In contrast, without country-specific information, regarding all heavy metals and POPs, tier1 values are applied. Here, EF for exhaust HMs and PAHs have been derived from the July 2017 version of the EMEP/EEA air pollutant emission inventory guidebook 2016 (EMEP/EEA, 2016) [((bibcite 3))] for road vehicles (chapter: 1.A.3.b.i, 1.A.3.b.ii, 1.A.3.b.iii, 1.A.3.b.iv Passenger cars, light commercial trucks, heavy-duty vehicles including buses and motor cycles; page: 92 ff). Regarding heavy metals, separate tier1 default EFs are provided there in tables 3.77 and 3.78 for emissions from fuel combustion and engine wear as well as lubricant co-incineration. Heavy-metal emissions from lubricants (as far as not used in 2-stroke mix) are reported under NFR 2.G as emissions from product use.
+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.
-//(Note: Until submission 2017, the EMEP/EEA default EFs provided for NRMM were used in the German inventory. As these EFs do not differentiate between fuel combustion and lubricant co-incineration, the inventory compiler decided to apply the more specific EFs from road transport to NRMM in 1.A.2.g vii, 1.A.4.a ii, b ii and c ii and 1.A.5.b, too.)//
-The tier1 EF apllied for **PCDD/F** has been derived from a study carried out by (Rentz et al., 2008) [((bibcite 5))] for the German Federal Environment Agency.
+===== Discussion of emission trends =====
-For **HCB** and **PCBs**, no emission factors are available at the moment.
---]
+__Table: Outcome of Key Category Analysis__
+|  for: ^  CO             ^
+|   by: |  Level & Trend  |
-+ __Discussion of emission trends__
+Given the limited quality of gasoline-deliveries data from NEB line 66, the following emission trends are of limited significance only.
->  **NFR 1.A.4.b ii** is no key source.
+=== Unregulated pollutants (Ammonia, HMs, POPs, ...) ===
-> Given the limited quality of gasoline-deliveries data from NEB line 66, the following emission trends are of limited significance only.
-++ Unregulated pollutants (NH,,3,,, HMs, POPs, ...)
 For all unregulated pollutants, emission trends directly follow the trend in fuel consumption.
-[[gallery size="medium"]]
+{{ :sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:1a4bii_em_nh3.png?700 }}
-: 1A4bii_EM_NH3.PNG
-[[/gallery]]
 Here, as the emission factors for heavy metals (and POPs) are derived from tier1 default values, the emission's trend is stronlgy influenced by the share of 2-stroke gasoline fuel (containing lube oil with presumably higher HM content) consumed.
-[[gallery size="medium"]]
+=== Regulated pollutants ===
-: 1A4bii_EM_Cd.PNG
-[[/gallery]]
-++ Regulated pollutants
-+++ Nitrogen oxides (NO,,x,,), Sulphur dioxide (SO,,2,,)
 For all regulated pollutants, emission trends follow not only the trend in fuel consumption but also reflect the impact of fuel-quality and exhaust-emission legislation.
+However, especially for CO and NOx, trends are strongly influenced by the changes in annual fuel deliveries as provided in NEB line 66.
-[[gallery size="medium"]]
+{{ :sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:1a4bii_em_CO.png?700 }}
-: 1A4bii_EM_NOx.PNG
+{{ :sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:1a4bii_em_NOx.png?700 }}
-: 1A4bii_EM_SOx.PNG
+{{ :sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:1a4bii_em_SOx.png?700 }}
-[[/gallery]]
-+++ Particulate matter (BC, PM,,2.5,,, PM,,10,,, and TSP)
+== Particulate matter ==
 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.
@@ Line 163: / Line 139: @@
 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.
-Here, as the EF(BC) are estimated via fractions provided in [((bibcite 3))], black carbon emissions follow the corresponding emissions of PM,,2.5,,.
+Here, as the EF(BC) are estimated via fractions provided in [(EMEPEEA2019)], black carbon emissions follow the corresponding emissions of PM<sub>2.5</sub>.
-[[gallery size="medium"]]
+{{ :sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:1a4bii_em_pm.png?700 }}
-: 1A4bii_EM_PM.PNG
-[[/gallery]]
-+ __Recalculations__
-As all **emission factors** remain unchanged, recalculations occur only for 2017, resulting from the application of **activity data** from the now finalised National Energy Balance 2017.
+===== Recalculations =====
-__Table 7: Revised total inland fuel deliveries 2017 for household-related consumption, in terajoules__
+**Primary activity** data fro NEB line 66 remains unrevised. However, the percental shares of 2- and 4-stroke engines have been revised according to TREMOD MM.
-||=		||||||=	**gasoline**					||||||=	**biogasoline**					||=
-||=		||=	**total**	||=	**2-stroke**	||=	**4-stroke**	||=	**total**	||=	**2-stroke**	||=	**4-stroke**	||=
-||~	Submission 2020	||>	4,228	||>	1.010	||>	3,218	||>	178	||>	42.6	||>	135.7	||>
-||~	Submission 2019	||>	4,228	||>	1.010	||>	3,218	||>	180	||>	43.0	||>	137.0	||>
-||~	absolute change	||>	0	||>	0	||>	0	||>	-2	||>	-0.4	||>	-1.3	||>
-||~	relative change	||>	0.00%	||>	0.00%	||>	0.00%	||>	-0.96%	||>	-0.98%	||>	-0.96%	||>
-> For specific **information on recalculated emission estimates for Base Year and 2017**, please see the pollutant specific recalculation tables following chapter [[[recalculations | 8.1 - Recalculations]]].
+__Table 5: Revised annual shares of 2- and 4-stroke engines__
+|                         |  **1990**  |  **1995**  |  **2000**  | **2005**  | **2010**  | **2011**  |  **2012**  |  **2013**  | **2014**  | **2015**  |  **2016**  |  **2017**  |  **2018**  |
+| **2-stroke machinery**                                                                                                                                                         ||||||||||||||
+^ Submission 2021         |      0,282 |      0,497 |      0,665 |     0,696 |     0,739 |     0,745 |      0,757 |      0,764 |     0,766 |     0,768 |      0,771 |      0,772 |      0,774 |
+^ Submission 2020         |      0,282 |      0,497 |      0,665 |     0,687 |     0,728 |     0,734 |      0,745 |      0,752 |     0,755 |     0,757 |      0,759 |      0,761 |      0,763 |
+^ absolute change         |      0,000 |      0,000 |      0,000 |     0,009 |     0,011 |     0,012 |      0,012 |      0,012 |     0,012 |     0,011 |      0,011 |      0,011 |      0,011 |
+^ relative change         |      0,00% |      0,00% |      0,00% |     1,28% |     1,57% |     1,61% |      1,58% |      1,55% |     1,54% |     1,52% |      1,49% |      1,49% |      1,48% |
+| **4-stroke machinery**                                                                                                                                                         ||||||||||||||
+^ Submission 2021         |      0,718 |      0,503 |      0,335 |     0,304 |     0,261 |     0,255 |      0,243 |      0,236 |     0,234 |     0,232 |      0,229 |      0,228 |      0,226 |
+^ Submission 2020         |      0,718 |      0,503 |      0,335 |     0,313 |     0,272 |     0,266 |      0,255 |      0,248 |     0,245 |     0,243 |      0,241 |      0,239 |      0,237 |
+^ absolute change         |      0,000 |      0,000 |      0,000 |    -0,009 |    -0,011 |    -0,012 |     -0,012 |     -0,012 |    -0,012 |    -0,011 |     -0,011 |     -0,011 |     -0,011 |
+^ relative change         |      0,00% |      0,00% |      0,00% |    -2,81% |    -4,19% |    -4,44% |     -4,62% |     -4,70% |    -4,73% |    -4,72% |     -4,70% |     -4,76% |     -4,77% |
-+ __Uncertainties__
+__Table 5: Resulting revised annual fuel consumptions of 2- and 4-stroke engines__
+|                         |  **1990**  |  **1995**  |  **2000**  | **2005**  | **2010**  | **2011**  |  **2012**  |  **2013**  | **2014**  | **2015**  |  **2016**  |  **2017**  |  **2018**  |
+| **2-stroke machinery**                                                                                                                                                         ||||||||||||||
+^ Submission 2021         |      1.563 |      1.204 |        803 |       733 |       915 |     1.078 |      1.015 |        917 |       963 |     1.021 |      1.012 |      1.003 |        961 |
+^ Submission 2020         |      1.563 |      1.204 |        803 |       754 |       955 |     1.128 |      1.065 |        962 |     1.010 |     1.072 |      1.062 |      1.053 |      1.009 |
+^ absolute change         |       0,00 |       0,00 |       0,00 |     -21,2 |     -40,0 |     -50,1 |      -49,1 |      -45,3 |     -47,7 |     -50,6 |      -49,9 |      -50,1 |      -48,1 |
+^ relative change         |      0,00% |      0,00% |      0,00% |    -2,81% |    -4,19% |    -4,44% |     -4,62% |     -4,70% |    -4,73% |    -4,72% |     -4,70% |     -4,76% |     -4,77% |
+| **4-stroke machinery**                                                                                                                                                         ||||||||||||||
+^ Submission 2021         |        614 |      1.191 |      1.592 |     1.679 |     2.594 |     3.158 |      3.157 |      2.963 |     3.155 |     3.390 |      3.399 |      3.404 |      3.292 |
+^ Submission 2020         |        614 |      1.191 |      1.592 |     1.658 |     2.554 |     3.108 |      3.108 |      2.917 |     3.107 |     3.340 |      3.349 |      3.354 |      3.244 |
+^ absolute change         |       0,00 |       0,00 |       0,00 |     21,20 |     40,03 |     50,09 |      49,13 |      45,26 |     47,74 |     50,63 |      49,89 |      50,11 |      48,11 |
+^ relative change         |      0,00% |      0,00% |      0,00% |     1,28% |     1,57% |     1,61% |      1,58% |      1,55% |     1,54% |     1,52% |      1,49% |      1,49% |      1,48% |
-Uncertainty estimates for **activity data** of mobile sources derive from research project FKZ 360 16 023 (Knörr et al. (2009)) [((bibcite 5))]: "Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland".
+In addition, several annual country-specific **emission factors** have been revised accoring to changes within TREMOD but cannot be displayed here in a comprehendible way.
+<WRAP center round info 60%>
+For pollutant-specific information on recalculated emission estimates for Base Year and 2018, please see the pollutant specific recalculation tables following [[general:recalculations:start|chapter 8.1 - Recalculations]].
+</WRAP>
+===== Uncertainties =====
+Uncertainty estimates for **activity data** of mobile sources derive from research project FKZ 360 16 023 (Knörr et al. (2009)) [(KNOERR2009)]: "Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland".
 Uncertainty estimates for **emission factors** were compiled during the PAREST research project. Here, the final report has not yet been published.
-+ __Planned improvements__
+===== Planned improvements =====
-> Besides a **routine revision** of the **TREMOD MM** model, no specific improvements are planned at the moment.
+Besides a **routine revision** of the **TREMOD MM** model, no specific improvements are planned.
-+ __FAQs__
+===== FAQs =====
 **//Why are similar EF applied for estimating exhaust heavy metal emissions from both fossil and biofuels?//**
-The EF provided in [((bibcite 4))] 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 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 biodiesel and bioethanol.
+The EF provided in [(RENTZ2008)] 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 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 biodiesel and bioethanol.
-------
-[[bibliography]]
+[(AGEB2020>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)]
-: 1 : AGEB, 2019: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; URL: http://www.ag-energiebilanzen.de/7-0-Bilanzen-1990-2017.html, (Aufruf: 29.10.2019), Köln & Berlin, 2019.
+[(KNOERR2020b>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.)]
-: 2 : Knörr et al. (2019b): 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) 2019, Heidelberg, 2019.
+[(EMEPEEA2019>EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook – 2019, Copenhagen, 2019.)]
-: 3 : EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook – 2019, Copenhagen, 2019.
+[(RENTZ2008>Rentz et al., 2008: Nationaler Durchführungsplan unter dem Stockholmer Abkommen zu persistenten organischen Schadstoffen (POPs), im Auftrag des Umweltbundesamtes, FKZ 205 67 444, UBA Texte | 01/2008, January 2008 - URL: http://www.umweltbundesamt.de/en/publikationen/nationaler-durchfuehrungsplan-unter-stockholmer )]
-: 4 : Rentz et al., 2008: Nationaler Durchführungsplan unter dem Stockholmer Abkommen zu persistenten organischen Schadstoffen (POPs), im Auftrag des Umweltbundesamtes, FKZ 205 67 444, UBA Texte | 01/2008, January 2008 - URL: http://www.umweltbundesamt.de/en/publikationen/nationaler-durchfuehrungsplan-unter-stockholmer
+[(KNOERR2009>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.)]
-: 5 : 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.
-[[/bibliography]]

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