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| sector:energy:fuel_combustion:transport:road_transport:emissions_from_fuel_combustion_in_road_vehicles:heavy_duty_vehicles [2021/02/22 11:08] – [Short description] Key Category updated, no changes gniffke | sector:energy:fuel_combustion:transport:road_transport:emissions_from_fuel_combustion_in_road_vehicles:heavy_duty_vehicles [2021/12/15 20:00] (current) – external edit 127.0.0.1 | ||
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| ^ Category Code ^ Method | ^ Category Code ^ Method | ||
| | 1.A.3.b iii | T1, T3 ||||| NS, M ||||| CS, M, D ||||| | | 1.A.3.b iii | T1, T3 ||||| NS, M ||||| CS, M, D ||||| | ||
| - | ^ Key Category | + | ^ Key Category |
| | 1.A.3.b iii | | 1.A.3.b iii | ||
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| ==== Activity data ==== | ==== Activity data ==== | ||
| - | Specific consumption data for heavy-duty vehicles (trucks and lorries) and buses are generated within TREMOD [((bibcite 1))]. - The following tables provide an overview of annual amounts of fuels consumed by these vehicles in Germany. | + | Specific consumption data for heavy-duty vehicles (trucks and lorries) and buses are generated within TREMOD [(KNOERR2020a)]. - The following tables provide an overview of annual amounts of fuels consumed by these vehicles in Germany. |
| {{ : | {{ : | ||
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| __Table 1: Annual fuel consumption of trucks and lorries, in terajoules__ | __Table 1: Annual fuel consumption of trucks and lorries, in terajoules__ | ||
| - | | | + | | |
| - | | **HDVs: | + | | **HDVs: |
| - | ^ Diesel oil | 55, | + | ^ Diesel oil | 57.433 |
| - | ^ Biodiesel | + | ^ Biodiesel |
| - | ^ CNG | + | ^ CNG |
| - | ^ Biogas | + | ^ Biogas |
| - | ^ Petroleum | + | ^ Petroleum |
| - | ^ **Ʃ Buses** | + | | **Ʃ Buses** |
| - | | **HDVs: | + | | **HDVs: |
| - | ^ Diesel oil | | + | ^ Diesel oil | |
| - | ^ Biodiesel | + | ^ Biodiesel |
| - | ^ CNG | + | ^ CNG | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | |
| - | ^ Biogas | + | ^ Biogas |
| - | ^ **Ʃ Trucks & Lorries** | + | | **Ʃ Trucks & Lorries** |
| - | | **HDVs | + | | **HDVs |
| - | ^ Diesel oil | | + | ^ Diesel oil | |
| - | ^ Biodiesel | + | ^ Biodiesel |
| - | ^ CNG | + | ^ CNG |
| - | ^ Biogas | + | ^ Biogas |
| - | ^ Petroleum | + | ^ Petroleum |
| - | ^ Ʃ 1.A.3.b iii | + | | **Ʃ 1.A.3.b iii** ^ |
| - | source: TREMOD 6.02 [((bibcite 1))] | + | source: TREMOD 6.02 [(KNOERR2020a)] |
| - | + | ||
| - | + | ||
| - | [[gallery size=" | + | |
| - | : 1A3biii_AD.png | + | |
| - | [[/ | + | |
| - | + | ||
| - | + | ||
| - | [!-- | + | |
| - | [[f< | + | |
| - | + | ||
| - | [[gallery size=" | + | |
| - | : 1A3biii_AD_SNF.png | + | |
| - | [[/ | + | |
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| - | [[f< | + | |
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| - | [[gallery size=" | + | |
| - | : 1A3biii_AD_Bus.png | + | |
| - | : 1A3biii_AD_CNG.png | + | |
| - | [[/ | + | |
| - | + | ||
| - | --] | + | |
| <WRAP center round info 60%> | <WRAP center round info 60%> | ||
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| </ | </ | ||
| + | ==== Emission factors ==== | ||
| - | === Emission factors === | + | The majority of emission factors for exhaust emissions from road transport are taken from the ' |
| - | + | ||
| - | The majority of emission factors for exhaust emissions from road transport are taken from the ' | + | |
| However, it is not possible to present these tier3 values in a comprehendible way here. | However, it is not possible to present these tier3 values in a comprehendible way here. | ||
| - | |||
| <WRAP center round info 100%> | <WRAP center round info 100%> | ||
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| </ | </ | ||
| - | + | For heavy-metal (other then lead from leaded gasoline) and PAH exhaust-emissions, | |
| - | For heavy-metal (other then lead from leaded gasoline) and PAH exhaust-emissions, | + | Regarding PCDD/F, tier1 EF from (Rentz et al., 2008) [(RENTZ2008)] are used instead. |
| - | Regarding PCDD/F, tier1 EF from (Rentz et al., 2008) [((bibcite 4))] are used instead. | + | |
| __Table 2: tier1 EF derived from default values__ | __Table 2: tier1 EF derived from default values__ | ||
| Line 99: | Line 74: | ||
| ===== Discussion of emission trends ===== | ===== Discussion of emission trends ===== | ||
| - | > **NFR 1.A.3.b iii** is key category | + | __Outcome of Key Category Analysis__ |
| + | | | ||
| + | | by: | L/T | ||
| - | ++ Nitrogen oxides | + | ==== Nitrogen oxides==== |
| - | Until 2005, NO,,x,, emissions followed mileage and fuel consumption. Since 2006, in contrast to nearly unchanged fuel consumption, | + | Until 2005, NO<sub>x</ |
| - | [[gallery size=" | + | {{ :sector: |
| - | : 1A3biii_EM_NOx.PNG | + | |
| - | [[/ | + | |
| - | ++ Non-methane volatile organic compounds (NMVOC) and carbon monoxide | + | ====Non-methane volatile organic compounds (NMVOC) and carbon monoxide |
| - | Since the early 1990s, exhaust emissions of **NMVOC** and **carbon monoxide** have decreased due to catalytic-converter use and engine improvements resulting from ongoing tightening of emissions laws and improved fuel quality. | + | Since 1990, exhaust emissions of **NMVOC** |
| - | [[gallery size=" | + | {{ :sector: |
| - | : 1A3biii_EM_NMVOC.png | + | {{ :sector: |
| - | : 1A3biii_EM_CO.png | + | |
| - | [[/ | + | |
| - | ++ Ammonia | + | ==== Ammonia and sulphur dioxide |
| - | As for the entire road transport sector, the trends for **sulphur dioxide** (SO,,2,,) and **ammonia** (NH,,3,,) 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 SO,,2,, 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. | + | As for the entire road transport sector, the trends for **sulphur dioxide** (SO<sub>2</ |
| - | [[gallery size=" | + | {{ :sector: |
| - | : 1A3biii_EM_SO2.png | + | {{ :sector: |
| - | : 1A3biii_EM_NH3.png | + | |
| - | [[/ | + | |
| - | ++ Particulate matter | + | ====Particulate matter |
| - | As for all reported exhaust PM emissions from mobile diesel vehicles the Party assumes that nearly all particles emitted are within the PM,,2.5,, range, resulting in similar emission values for PM,,2.5,,, PM,,10,,, and TSP. | + | As for all reported exhaust PM emissions from mobile diesel vehicles the Party assumes that nearly all particles emitted are within the PM<sub>2.5</ |
| - | [[gallery size=" | + | {{ :sector: |
| - | : 1A3biii_EM_PM.PNG | + | |
| - | [[/ | + | |
| ===== Recalculations ===== | ===== Recalculations ===== | ||
| Line 142: | Line 111: | ||
| Furthermore, | Furthermore, | ||
| - | |||
| __Table 4: Revised fuel consumption data, in terajoules__ | __Table 4: Revised fuel consumption data, in terajoules__ | ||
| - | | | + | | |
| - | | **DIESEL OIL** | + | | **DIESEL OIL** |||||||||||||||||| |
| - | ^ Submission 2021 | + | ^ Submission 2021 |
| - | ^ Submission 2020 | + | ^ Submission 2020 |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **BIODIESEL** | + | | **BIODIESEL** |
| - | ^ Submission 2021 | + | ^ Submission 2021 |
| - | ^ Submission 2020 | + | ^ Submission 2020 |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **CNG** | + | | **CNG** |
| - | ^ Submission 2021 | + | ^ Submission 2021 |
| - | ^ Submission 2020 | + | ^ Submission 2020 |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **BIOGAS** | + | | **BIOGAS** |
| - | ^ Submission 2021 | + | ^ Submission 2021 |
| - | ^ Submission 2020 | + | ^ Submission 2020 |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **TOTAL FUEL CONSUMPTION** | + | | **PETROLEUM** |
| - | ^ Submission 2021 | + | ^ Submission 2021 |
| - | ^ Submission 2020 | + | ^ Submission 2020 |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| + | | **TOTAL FUEL CONSUMPTION** | ||
| + | ^ Submission 2021 | ||
| + | ^ Submission 2020 | ||
| + | ^ absolute change | ||
| + | ^ relative change | ||
| 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. | 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. | ||
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| ===== FAQs ===== | ===== FAQs ===== | ||
| - | ------ | + | [(KNOERR2020a> |
| - | + | [(KELLER2017> | |
| - | [[bibliography]] | + | [(EMEPEEA2019> |
| - | : 1 : Knörr et al. (2019a): 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: | + | [(RENTZ2008> |
| - | : 2 : Keller et al. (2007): 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:// | + | |
| - | : 3 : EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook 2019; https:// | + | |
| - | : 4 : Rentz et al., 2008: Nationaler Durchführungsplan unter dem Stockholmer Abkommen zu persistenten organischen Schadstoffen (POPs), im Auftrag des Umweltbundesamtes, | + | |
| - | [[/ | + | |