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sector:energy:fuel_combustion:transport:road_transport:emissions_from_fuel_combustion_in_road_vehicles:light_duty_vehicles [2021/03/17 11:35] – kotzulla | sector:energy:fuel_combustion:transport:road_transport:emissions_from_fuel_combustion_in_road_vehicles:light_duty_vehicles [2021/04/10 06:49] – kotzulla | ||
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^ Category Code ^ Method | ^ Category Code ^ Method | ||
| 1.A.3.b ii | T1, T3 ||||| NS, M ||||| CS, M, D ||||| | | 1.A.3.b ii | T1, T3 ||||| NS, M ||||| CS, M, D ||||| | ||
- | ^ Key Category | + | ^ Key Category |
| 1.A.3.b ii | -/- | L/- | -/- | -/- | -/- | L/T | -/- | -/- | -/- | -/- | | 1.A.3.b ii | -/- | L/- | -/- | -/- | -/- | L/T | -/- | -/- | -/- | -/- | ||
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==== Activity data ==== | ==== Activity data ==== | ||
- | Specific consumption data for light-duty vehicles (LDV) are generated within TREMOD [((bibcite 1))]. - The following table provides an overview of annual amounts of fuels consumed by LDV in Germany. | + | Specific consumption data for light-duty vehicles (LDV) are generated within TREMOD [(KNOERR2020a)]. - The following table provides an overview of annual amounts of fuels consumed by LDV in Germany. |
__Table 1: Annual fuel consumption of light duty vehicles, in terajoules__ | __Table 1: Annual fuel consumption of light duty vehicles, in terajoules__ | ||
- | | | **1990** | + | | |
- | ^ Diesel oil | 253, | + | ^ Diesel oil | 25.715 |
- | ^ Gasoline | + | ^ Gasoline |
- | ^ LPG | + | ^ CNG |
- | ^ CNG | 0 | 0 | 0 | 1,608 | | + | ^ Biodiesel |
- | ^ Biodiesel | + | ^ Biogasoline |
- | ^ Biogasoline | + | ^ Biogas |
- | ^ Biogas | + | ^ Ʃ 1.A.3.b |
- | ^ Ʃ 1.A.3.b | + | |
{{ : | {{ : | ||
- | {{ : | ||
- | {{ : | ||
- | {{ : | ||
- | {{ : | ||
<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 highly specific tier3 values here in a comprehendible way . | However, it is not possible to present these highly specific tier3 values here in a comprehendible way . | ||
- | [!-- | ||
- | __Table 2: selected annual fuel-specific IEF for passenger cars, in kg/TJ__ | ||
- | |||
- | | | **1990** | ||
- | | **Gasoline fuels**< | ||
- | ^ NH< | ||
- | ^ NMVOC< | ||
- | ^ NO< | ||
- | ^ SO< | ||
- | ^ CO | ||
- | ^ BC< | ||
- | ^ PM< | ||
- | ^ TSP< | ||
- | | **Diesel fuels**< | ||
- | ^ NH< | ||
- | ^ NMVOC | 45.5 | 36.8 | 29.1 | 18.6 | 16.5 | 15.0 | 13.5 | 12.5 | 11.7 | 11.0 | 10.4 | 9.93 | 9.64 | 9.62 | 9.85 | 10.1 | | ||
- | ^ NO< | ||
- | ^ SO< | ||
- | ^ CO | ||
- | ^ BC< | ||
- | ^ PM< | ||
- | | **Liquefied Petroleum Gas - LPG** |||||||||||||||| | ||
- | ^ NH< | ||
- | ^ NMVOC | 329 | 283 | 49.6 | 9.73 | 8.63 | 8.22 | 7.50 | 7.24 | 7.17 | 7.10 | 6.97 | 6.88 | 6.82 | 6.78 | 6.77 | 6.75 | | ||
- | ^ NO< | ||
- | ^ SO< | ||
- | ^ CO | ||
- | ^ BC< | ||
- | ^ PM< | ||
- | | **Compressed Natural Gas (CNG) & Biogas**< | ||
- | ^ NH< | ||
- | ^ NMVOC | | | | 0.48 | 0.48 | 0.48 | 0.48 | 0.48 | 0.48 | 0.49 | 0.49 | 0.49 | 0.50 | 0.51 | 0.52 | 0.52 | | ||
- | ^ NO< | ||
- | ^ SO< | ||
- | ^ CO | ||
- | ^ BC< | ||
- | ^ PM< | ||
- | < | ||
- | < | ||
- | < | ||
- | < | ||
- | < | ||
- | < | ||
- | --] | ||
<WRAP center round info 100%> | <WRAP center round info 100%> | ||
- | With respect to the country-specific emission factors applied for particulate matter, given the circumstances during test-bench measurements, | + | With respect to the country-specific emission factors applied for particulate matter, given the circumstances during test-bench measurements, |
- | </ | + | |
- | 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, a tier1 EF from (Rentz et al., 2008) [((bibcite 4))] is used instead. | + | Regarding PCDD/F, a tier1 EF from (Rentz et al., 2008) [(RENTZ2008)] is used instead. |
__Table 3: tier1 emission factors__ | __Table 3: tier1 emission factors__ | ||
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^ LPG< | ^ LPG< | ||
^ all fuels | ^ all fuels | ||
- | < | + | < |
- | < | + | < |
- | < | + | < |
- | < | + | < |
- | ===== Discussion of emission trends | + | =====Discussion of emission trends==== |
- | > **NFR 1.A.3.b ii** is key category | + | __Table: Outcome of Key Category Analyis__ |
+ | ^ | ||
+ | | by: | L/- | L/T | -/T | ||
- | ==== Nitrogen oxides | + | ==== Nitrogen oxides==== |
- | NO,,x,, emissions increased steadily until 2002 following the shift to diesel engines. During the last ten years, emissions decline steadily due to catalytic-converter use and engine improvements resulting from ongoing tightening of emissions laws and improved fuel quality. | + | NO<sub>x</ |
{{ : | {{ : | ||
- | ==== Particulate matter (BC, PM,,2.5,,, PM,,10,,, and TSP)==== | + | ==== Ammonia and sulphur dioxide==== |
+ | |||
+ | As for the entire road transport sector, the trends for **sulphur dioxide** and **ammonia** exhaust emissions from passenger cars show charcteristics very different from those shown above. | ||
+ | |||
+ | Here, the strong dependence on increasing fuel qualities (sulphur content) leads to an cascaded downward trend of emissions | ||
+ | |||
+ | {{ : | ||
+ | |||
+ | 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==== | ||
Starting in the middle of the 1990s, a so-called " | Starting in the middle of the 1990s, a so-called " | ||
{{ : | {{ : | ||
- | |||
- | __Table: EURO norms and their effect on limit values of PM emissions from diesel passenger cars__ | ||
- | ^ exhaust emission standard (EURO norm) | **Euro 1** | **Euro 2** | ||
- | | in force **for type approval** since: | ||
- | | in force **for initial registration** since | 1 Jan 1993 | 1 Jan 1997 | ||
- | ^ resulting PM limit value in [mg/ | ||
- | < | ||
- | |||
===== Recalculations ===== | ===== Recalculations ===== | ||
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__Table 4: Revised fuel consumption data, in terajoules__ | __Table 4: Revised fuel consumption data, in terajoules__ | ||
- | | | + | | | **1990** |
- | | **DIESEL OIL** | + | | **Diesel oil** |||||||||||||||||| |
- | ^ Submission 2021 | + | ^ Submission 2021 | 25.715 |
- | ^ Submission 2020 | + | ^ Submission 2020 | 41.153 |
- | ^ absolute change | + | ^ absolute change |
- | ^ relative change | + | ^ relative change |
- | | **BIODIESEL** |||||||||||||||||| | + | | **Biodiesel** |
- | ^ Submission 2021 | + | ^ Submission 2021 | 0 | |
- | ^ Submission 2020 | + | ^ Submission 2020 | 0 | |
- | ^ absolute change | + | ^ absolute change |
- | ^ relative change | + | ^ relative change |
- | | **GASOLINE** | + | | **Gasoline** |||||||||||||||||| |
- | ^ Submission 2021 | + | ^ Submission 2021 | 28.187 |
- | ^ Submission 2020 | + | ^ Submission 2020 | 31.432 |
- | ^ absolute change | + | ^ absolute change |
- | ^ relative change | + | ^ relative change |
- | | **BIOGASOLINE** |||||||||||||||||| | + | | **Biogasoline** |
- | ^ Submission 2021 | + | ^ Submission 2021 | | | | 63,3 | |
- | ^ Submission 2020 | + | ^ Submission 2020 | | | | 73,7 | |
- | ^ absolute change | + | ^ absolute change |
- | ^ relative change | + | ^ relative change |
- | | **CNG** | + | | **CNG** |
- | ^ Submission 2021 | + | ^ Submission 2021 | | | | |
- | ^ Submission 2020 | 22, | + | ^ 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 |
- | | **LPG** |||||||||||||||||| | + | |
- | ^ Submission 2021 | + | |
- | ^ Submission 2020 | + | |
- | ^ absolute change | + | |
- | ^ relative change | + | |
- | | **TOTAL FUEL CONSUMPTION** | + | |
- | ^ Submission 2021 | + | |
- | ^ Submission 2020 | + | |
- | ^ absolute | + | |
- | ^ relative change | + | |
Due to the variety of 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 tier3 **emission factors** applied, it is not possible to display any changes in these data sets in a comprehendible way. | ||
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Besides a routine revision of the underlying model, no specific improvements are planned. | Besides a routine revision of the underlying model, no specific improvements are planned. | ||
- | |||
===== FAQs ===== | ===== FAQs ===== | ||
- | ------ | ||
- | [[bibliography]] | + | [(KNOERR2020a> |
- | : 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: | + | [(KELLER2017> |
- | : 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:// | + | [(EMEPEEA2019> |
- | : 3 : EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook 2019; https:// | + | [(RENTZ2008> |
- | : 4 : Rentz et al., 2008: Nationaler Durchführungsplan unter dem Stockholmer Abkommen zu persistenten organischen Schadstoffen (POPs), im Auftrag des Umweltbundesamtes, | + | |
- | [[/ | + |