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1.A.3.b iii - Transport: Road Transport: Heavy Duty Vehicles and Buses

Short description

In sub-category 1.A.3.b iii - Road Transport: Heavy Duty Vehicles and Buses emissions from fuel combustion in trucks, lorries, buses etc. are reported.

Category Code Method AD EF
1.A.3.b iii T1, T3 NS, M CS, M, D
Key Category SO2 NOx NH3 NMVOC CO BC Pb Hg Cd Diox PAH HCB TSP PM10 PM2.5
1.A.3.b iii -/- L/T -/- -/- -/- L/T -/- -/- -/- -/- -/- - -/- L/T L/T

Click to view Legend

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T = key source by Trend L = key source by Level

Methods
D Default
RA Reference Approach
T1 Tier 1 / Simple Methodology *
T2 Tier 2*
T3 Tier 3 / Detailed Methodology *
C CORINAIR
CS Country Specific
M Model
* as described in the EMEP/CORINAIR Emission Inventory Guidebook - 2007, in the group specific chapters.
AD - Data Source for Activity Data
NS National Statistics
RS Regional Statistics
IS International Statistics
PS Plant Specific data
AS Associations, business organisations
Q specific questionnaires, surveys
EF - Emission Factors
D Default (EMEP Guidebook)
C Confidential
CS Country Specific
PS Plant Specific data

Methodology

Activity data

Specific consumption data for heavy-duty vehicles (trucks and lorries) and buses are generated within TREMOD 1). - The following tables provide an overview of annual amounts of fuels consumed by these vehicles in Germany.

Table 1: Annual fuel consumption of trucks and lorries, in terajoules

1990 1995 2000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
HDVs: Buses
Diesel oil 57.433 49.083 49.344 39.968 39.501 37.437 38.906 42.223 44.623 44.276 47.546 48.820 46.298 49.575 51.430 50.676 48.797 50.087
Biodiesel 0 77 547 2.671 4.763 5.009 3.876 3.411 3.421 3.089 3.356 2.895 2.845 2.712 2.727 2.705 2.836 2.852
CNG 0 0 0 1.183 1.682 1.965 2.072 2.255 2.200 2.011 2.157 1.719 1.653 1.574 1.198 1.009 937 866
Biogas 0 0 0 0 0 0 0 0 0 0 308 340 417 265 282 314 252 396
Petroleum 0 610 414 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Ʃ Buses 57.433 49.159 49.891 43.822 45.946 44.411 44.854 47.889 50.244 49.376 53.366 53.775 51.213 54.127 55.637 54.704 52.822 54.201
HDVs: Trucks & Lorries
Diesel oil 401.691 541.176 630.955 486.102 508.241 491.992 496.253 482.997 526.385 527.113 550.718 566.541 539.595 558.842 564.107 567.943 553.039 563.811
Biodiesel 0 844 6.990 32.484 61.279 65.825 49.441 39.020 40.356 36.778 38.867 33.599 33.159 30.569 29.906 30.319 32.147 32.102
CNG 0 0 0 0 0 0 0 0 0 0 395 338 314 272 192 164 167 194
Biogas 0 0 0 0 0 0 0 0 0 0 56 67 79 46 45 51 45 89
Ʃ Trucks & Lorries 401.691 542.020 637.944 518.587 569.520 557.816 545.694 522.017 566.741 563.891 590.037 600.544 573.147 589.729 594.250 598.477 585.398 596.196
HDVs over all
Diesel oil 459.124 590.259 680.299 526.071 547.742 529.429 535.158 525.220 571.008 571.389 598.264 615.361 585.893 608.417 615.537 618.619 601.836 613.898
Biodiesel 0 921 7.537 35.155 66.042 70.833 53.317 42.432 43.777 39.867 42.223 36.494 36.004 33.281 32.633 33.025 34.984 34.954
CNG 0 0 0 1.183 1.682 1.965 2.072 2.255 2.200 2.011 2.552 2.057 1.967 1.846 1.390 1.173 1.104 1.060
Biogas 0 0 0 0 0 0 0 0 0 0 365 407 496 311 327 365 297 485
Petroleum 0 610 414 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Ʃ 1.A.3.b iii 459.124 591.179 687.835 562.409 615.465 602.227 590.547 569.906 616.985 613.267 643.403 654.319 624.360 643.855 649.887 653.181 638.221 650.396

source: TREMOD 6.02 2)

For information on mileage, please refer to sub-chapters on emissions from tyre & brake wear and road abrasion.

Emission factors

The majority of emission factors for exhaust emissions from road transport are taken from the 'Handbook Emission Factors for Road Transport' (HBEFA, version 4.1) 3) where they are provided on a tier3 level mostly and processed within the TREMOD software used by the party 4).

However, it is not possible to present these tier3 values in a comprehendible way here.

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

For heavy-metal (other then lead from leaded gasoline) and PAH exhaust-emissions, default emission factors from the 2019 EMEP Guidebook (EMEP/EEA, 2019) 5) have been applied. Regarding PCDD/F, tier1 EF from (Rentz et al., 2008) 6) are used instead.

Table 2: tier1 EF derived from default values

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/km]
Diesel oil 0.012 0.001 0.123 0.002 0.198 0.133 0.005 0.002 0.419 498 521 275 493 1,788
Biodiesel 0.013 0.001 0.142 0.003 0.228 0.153 0.005 0.003 0.483 575 601 317 569 2,062
CNG & Biogas NE NE NE NE NE NE NE NE NE NE NE NE NE NE
Petroleum NE NE NE NE NE NE NE NE NE NE NE NE NE NE
all fuels: buses 0.000019
all fuels: trucks & lorries 0.000016

Outcome of Key Category Analysis

for: NOx BC PM10 PM2.5
by: L/T L/T L/T L/T

Nitrogen oxides

Until 2005, NOx emissions followed mileage and fuel consumption. Since 2006, in contrast to nearly unchanged fuel consumption, emissions have decreased due to controlled catalytic-converter use and engine improvements resulting from continual tightening of emissions laws.

Non-methane volatile organic compounds (NMVOC) and carbon monoxide

Since 1990, exhaust emissions of NMVOC and carbon monoxide have decreased sharply due to catalytic-converter use and engine improvements resulting from ongoing tightening of emissions laws and improved fuel quality.

Ammonia and sulphur dioxide

As for the entire road transport sector, the trends for sulphur dioxide (SO2) and ammonia (NH3) exhaust emissions from heavy duty vehicles show charcteristics different from those shown above: Here, the strong dependence on increasing fuel qualities (sulphur content) leads to an cascaded downward trend of SO2 emissions , influenced only slightly by increases in fuel consumption and mileage. For ammonia emissions the increasing use of catalytic converters in gasoline driven cars in the 1990s lead to a steep increase whereas both the technical development of the converters and the ongoing shift from gasoline to diesel cars resulted in decreasing emissions in the following years.

Particulate matter & Black carbon

As for all reported exhaust PM emissions from mobile diesel vehicles the Party assumes that nearly all particles emitted are within the PM2.5 range, resulting in similar emission values for PM2.5, PM10, and TSP.

Recalculations

Compared to submission 2020, recalculations were carried out due to a routine revision of the TREMOD software and the revision of several National Energy Balances (NEB).

Here, activity data were revised within TREMOD due to the provision of the final NEB 2018.

Furthermore, significant re-allocations of consumption shares between the different vehicle types and classes were conducted, effecting the entire time series but with the 1.A.3.b consumptipon totals remaining unaltered.

Table 4: Revised fuel consumption data, in terajoules

1990 1995 2000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
DIESEL OIL
Submission 2021 459.124 590.259 680.299 526.071 547.742 529.429 535.158 525.220 571.008 571.389 598.264 615.361 585.893 608.417 615.537 618.619 601.836
Submission 2020 440.876 569.761 666.542 516.135 539.313 521.986 529.223 519.922 566.561 567.290 594.728 612.117 588.197 628.668 636.985 640.779 622.937
absolute change 18.248 20.497 13.757 9.936 8.429 7.443 5.935 5.298 4.447 4.099 3.536 3.244 -2.304 -20.251 -21.448 -22.159 -21.101
relative change 4,14% 3,60% 2,06% 1,93% 1,56% 1,43% 1,12% 1,02% 0,78% 0,72% 0,59% 0,53% -0,39% -3,22% -3,37% -3,46% -3,39%
BIODIESEL
Submission 2021 NO 921 7.537 35.155 66.042 70.833 53.317 42.432 43.777 39.867 42.223 36.494 36.004 33.281 32.633 33.025 34.984
Submission 2020 NO 889 7.384 34.369 64.877 69.616 52.505 41.677 43.114 39.238 41.642 36.005 35.838 34.079 33.524 33.985 35.955
absolute change 32 152 787 1.165 1.217 812 754 664 630 581 489 165 -799 -891 -960 -972
relative change 3,60% 2,06% 2,29% 1,80% 1,75% 1,55% 1,81% 1,54% 1,60% 1,39% 1,36% 0,46% -2,34% -2,66% -2,82% -2,70%
CNG
Submission 2021 NO NO NO 1.183 1.682 1.965 2.072 2.255 2.200 2.011 2.552 2.057 1.967 1.846 1.390 1.173 1.104
Submission 2020 NO NO NO 1.178 1.675 1.956 2.061 2.243 2.188 1.999 2.539 2.047 1.972 1.842 1.388 1.170 1.292
absolute change 5,06 7,19 9,39 10,63 11,33 11,61 11,95 12,64 9,98 -4,96 4,13 2,79 2,18 -188
relative change 0,43% 0,43% 0,48% 0,52% 0,51% 0,53% 0,60% 0,50% 0,49% -0,25% 0,22% 0,20% 0,19% -14,6%
BIOGAS
Submission 2021 NO NO NO NO NO NO NO NO NO NO 365 407 496 311 327 365 297
Submission 2020 NO NO NO NO NO NO NO NO NO NO 363 405 497 311 326 364 302
absolute change 1,81 1,98 -1,25 0,70 0,66 0,68 -4,99
relative change 0,50% 0,49% -0,25% 0,22% 0,20% 0,19% -1,65%
PETROLEUM
Submission 2021 NO 610 414 NO NO NO NO NO NO NO NO NO NO NO NO NO NO
Submission 2020 NO 610 414 NO NO NO NO NO NO NO NO NO NO NO NO NO NO
absolute change 0,00 0,00
relative change 0,00% 0,00%
TOTAL FUEL CONSUMPTION
Submission 2021 459.124 591.789 688.249 562.409 615.465 602.227 590.547 569.906 616.985 613.267 643.513 654.436 624.485 643.994 650.046 653.386 638.520
Submission 2020 440.876 571.260 674.340 551.681 605.865 593.558 583.789 563.842 611.862 608.527 639.272 650.574 626.504 664.900 672.222 676.297 660.487
absolute change 18.248 20.529 13.909 10.728 9.600 8.669 6.758 6.064 5.122 4.740 4.241 3.862 -2.019 -20.906 -22.176 -22.912 -21.966
relative change 4,14% 3,59% 2,06% 1,94% 1,58% 1,46% 1,16% 1,08% 0,84% 0,78% 0,66% 0,59% -0,32% -3,14% -3,30% -3,39% -3,33%

Due to the variety of highly specific tier3 emission factors applied, it is not possible to display any changes in these data sets in a comprehendible way.

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

Planned improvements

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

FAQs

1), 2), 4) Knörr et al. (2020a): Knörr, W., Heidt, C., Gores, S., & Bergk, F.: ifeu Institute for Energy and Environmental Research (Institut für Energie- und Umweltforschung Heidelberg gGmbH, ifeu): Fortschreibung des Daten- und Rechenmodells: Energieverbrauch und Schadstoffemissionen des motorisierten Verkehrs in Deutschland 1960-2035, sowie TREMOD, im Auftrag des Umweltbundesamtes, Heidelberg & Berlin, 2020.
3) Keller et al. (2017): Keller, M., Hausberger, S., Matzer, C., Wüthrich, P., & Notter, B.: Handbook Emission Factors for Road Transport, version 4.1 (Handbuch Emissionsfaktoren des Straßenverkehrs 4.1) URL: http://www.hbefa.net/e/index.html - Dokumentation, Bern, 2017.
5) EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook 2019; https://www.eea.europa.eu/publications/emep-eea-guidebook-2019/part-b-sectoral-guidance-chapters/1-energy/1-a-combustion/1-a-3-b-i/view; Copenhagen, 2019.
6) 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
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.