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sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:residential [2021/03/24 09:53] – kotzullasector:energy:fuel_combustion:small_combustion:mobile_small_combustion:residential [2021/12/15 20:00] (current) – external edit 127.0.0.1
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 ^  Method  ^  AD     ^  EF     ^  Key Category Analysis  ^ ^  Method  ^  AD     ^  EF     ^  Key Category Analysis  ^
-|  T1      |  NS, M  |  CS, D  |  **L/T**: CO            |+|  T1, T2    |  NS, M  |  CS, M, D  |  **L/T**: CO            |
  
 [[f>image Lawnmower.PNG size="small"]] [[f>image Lawnmower.PNG size="small"]]
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 ==== Activity data ==== ==== 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, 2020) [(AGEB2020)].
- +
-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))].+
  
 __Table 1: Sources for consumption data in 1.A.4.b ii__ __Table 1: Sources for consumption data in 1.A.4.b ii__
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 ^ Biogasoline       |          0 |          0 |          0 |         16 |        131 |        167 |        177 |        159 |        172 |        183 |        184 |        178 |        183 |       175 | ^ 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 ^     4.221 ^ | **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)]
  
-{{ :sector:energy:fuel_combustion:small_combustion:residential:1a4bii_ad.png?700 }}+{{ :sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:1a4bii_ad.png?700 }}
  
-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__ __Table 3: Annual shares of 2- and 4-stroke engines__
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 ^ 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 % | ^ 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  |     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 % | ^ 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 % |
-source: TREMOD MM [((bibcite 2))]+source: TREMOD MM [(KNOERR2020b)]
   
 __Table 4: Resulting estimates for fuel consumption in 2- and 4-stroke engines, in terajoules__ __Table 4: Resulting estimates for fuel consumption in 2- and 4-stroke engines, in terajoules__
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 The emission factors used here are of rather different quality: 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. 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 4: Annual country-specific emission factors from TREMOD MM<sup>1</sup>, in kg/TJ__ __Table 4: Annual country-specific emission factors from TREMOD MM<sup>1</sup>, in kg/TJ__
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 <sup>3</sup> from gasoline evaporation \\ <sup>3</sup> from gasoline evaporation \\
 <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>) \\ <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>) \\
-<sup>5</sup> estimated via a f-BCs 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 \\
 <sup>6</sup> from leaded gasoline (until 1997) <sup>6</sup> from leaded gasoline (until 1997)
  
 <WRAP center round info 100%> <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.))+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> </WRAP>
  
-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 3))]. +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.  > **NOTE:** For the country-specific emission factors applied for particulate matter, no clear indication is available, whether or not condensables are included. 
  
-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 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.
  
 ===== Discussion of emission trends ===== ===== Discussion of emission trends =====
  
->  **NFR 1.A.4.b ii** is no key source.+__Table: Outcome of Key Category Analysis__ 
 +|  for: ^  CO             ^ 
 +|   by: |  Level & Trend  |
  
-> Given the limited quality of gasoline-deliveries data from NEB line 66, the following emission trends are of limited significance only.+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, ...)+=== Unregulated pollutants (Ammonia, HMs, POPs, ...) ===
  
 For all unregulated pollutants, emission trends directly follow the trend in fuel consumption.  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. 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. 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.  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. 
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 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. 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>. 
 + 
 +{{ :sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:1a4bii_em_pm.png?700 }}
  
-[[gallery size="medium"]] 
-: 1A4bii_EM_PM.PNG 
-[[/gallery]] 
  
 ===== Recalculations ===== ===== Recalculations =====
 +
 +**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.
  
 __Table 5: Revised annual shares of 2- and 4-stroke engines__ __Table 5: Revised annual shares of 2- and 4-stroke engines__
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-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. +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.
- +
-__Table 7: Revised total inland fuel deliveries 2017 for household-related consumption, in terajoules__ +
-||= ||||||= **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% ||>+
  
 <WRAP center round info 60%> <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]]. 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> </WRAP>
- 
  
 ===== Uncertainties ===== ===== Uncertainties =====
  
-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".+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. Uncertainty estimates for **emission factors** were compiled during the PAREST research project. Here, the final report has not yet been published.
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 ===== 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 =====
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 **//Why are similar EF applied for estimating exhaust heavy metal emissions from both fossil and biofuels?//** **//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]]+