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This is an old revision of the document!

1.A3.b ii - Transport: Road Transport: Light Duty Vehicles

Short description

In sub-category 1.A.3.b ii - Road Transport: Light Duty Vehicles emissions from fuel combustion in Light Duty Vehicles (LDVs) are reported.

Method AD EF Key Category Analysis
T1, T3 NS, M CS, M, D L& : NO,,x,,, PM,,2.5,,, PM,,10,,, BC

Click to view Legend

Click to hide Legend

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 light-duty vehicles (LDV) are generated within TREMOD 1). - 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

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Diesel oil 253,892 305,128 324,929 440,663 492,791 518,198 518,957 556,096 589,674 593,962 621,938 641,476 610,293
Gasoline 1,275,916 1,260,078 1,196,370 958,621 765,478 762,566 718,328 717,580 720,676 684,853 684,954 694,769 668,337
LPG 138 138 94 2,357 21,823 23,613 23,532 23,077 21,464 18,963 16,799 15,377 13,570
CNG 0 0 0 1,608 5,361 5,505 5,151 4,389 4,519 4,492 3,603 3,257 3,980
Biodiesel 0 476 3,600 29,343 37,500 35,842 36,337 32,710 35,928 32,198 32,732 34,022 35,226
Biogasoline 0 0 0 6,585 29,575 31,257 31,833 30,760 31,340 29,703 29,752 29,291 30,051
Biogas 0 0 0 0 0 0 736 868 1,139 757 847 1,013 930
Ʃ 1.A.3.b i 1,529,946 1,565,820 1,524,993 1,439,177 1,352,529 1,376,981 1,334,873 1,365,479 1,404,740 1,364,927 1,390,625 1,419,204 1,362,386

gallery size="medium" : 1A3bii_AD.png : 1A3bii_AD_diesel.png : 1A3bii_AD_gasoline.png gallery

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) 2) where they are provided on a tier3 level mostly and processed within the TREMOD software used by the party 3).

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 1995 2000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Gasoline fuels1
NH3 0.66 12.6 23.1 21.3 21.3 20.8 20.0 18.9 17.8 17.1 16.5 15.8 15.3 15.0 15.0 14.9
NMVOC2 731 281 151 106 99.4 94.8 86.5 82.1 78.4 76.0 74.1 72.4 71.3 70.5 70.1 69.5
NOx 616 342 217 142 130 119 99.2 87.8 77.6 70.7 64.6 59.3 55.1 51.8 49.1 46.5
SO2 11.8 8.36 3.25 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37
CO 4,698 2,340 1,397 1,013 948 911 844 802 763 741 720 700 687 678 677 673
BC5 0.07 0.30 0.44 0.36 0.35 0.34 0.31 0.28 0.25 0.24 0.22 0.20 0.19 0.18 0.18 0.17
PM3 3.67 2.75 2.48 1.87 1.82 1.74 1.60 1.49 1.37 1.31 1.24 1.18 1.14 1.10 1.09 1.07
TSP4 5.58 3.03 2.48 1.87 1.82 1.74 1.60 1.49 1.37 1.31 1.24 1.18 1.14 1.10 1.09 1.07
Diesel fuels1
NH3 0.36 0.37 0.39 0.41 0.40 0.41 0.41 0.41 0.41 0.41 0.42 0.42 0.42 0.43 0.44 0.44
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
NOx 273 274 304 308 302 298 294 293 298 309 320 329 334 332 324 313
SO2 80.8 60.5 14.0 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37
CO 250 205 152 87.9 78.8 71.5 64.3 59.8 56.3 53.1 50.4 48.3 46.7 45.6 44.6 44.0
BC5 29.6 30.4 28.8 18.3 15.5 13.3 11.2 9.53 8.29 7.19 6.07 5.13 4.35 3.72 3.22 2.80
PM3 48.8 46.1 39.5 23.2 19.6 16.8 14.1 12.1 10.5 9.20 7.86 6.74 5.82 5.09 4.49 4.00
Liquefied Petroleum Gas - LPG
NH3 0.84 6.92 37.3 32.6 28.6 26.7 23.5 22.1 21.6 21.3 20.9 20.5 20.2 19.9 19.8 19.6
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
NOx 1,047 906 200 66.1 58.7 56.5 52.6 50.9 49.9 49.3 48.1 46.7 45.6 44.8 44.0 43.2
SO2 0.41 0.41 0.41 0.41 0.41 0.41 0.41 0.41 0.41 0.41 0.41 0.41 0.41 0.41 0.41 0.41
CO 2,043 1,812 662 509 452 458 456 456 453 455 452 449 448 447 452 453
BC5 0.24 0.33 0.75 0.56 0.47 0.43 0.36 0.33 0.32 0.31 0.30 0.29 0.29 0.28 0.28 0.28
PM3 0.97 1.31 3.01 2.41 2.05 1.90 1.64 1.53 1.48 1.47 1.43 1.40 1.38 1.37 1.37 1.36
Compressed Natural Gas (CNG) & Biogas6
NH3 10.6 10.6 10.7 10.7 10.7 10.7 10.8 10.8 10.8 11.0 11.1 11.4 11.6
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
NOx 40.6 40.6 40.6 40.4 40.3 39.6 37.6 35.1 33.3 31.7 30.3 29.3 28.2
SO2 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15
CO 258 258 262 261 261 259 258 255 252 251 252 255 257
BC5 0.10 0.10 0.10 0.10 0.10 0.10 0.10 0.10 0.10 0.11 0.11 0.11 0.11
PM3 0.67 0.67 0.67 0.67 0.67 0.67 0.68 0.69 0.70 0.71 0.72 0.74 0.75

1 due to lack of better information: similar EF are applied for fossil and biofuels
2 not including NMVOC from gasoline evaporation!
3 EF(PM2.5) also applied for PM10 and TSP (assumption: > 99% of TSP consists of PM2.5)
4 1990-1997: including additional TSP from combustion of leaded gasoline
5 EF(BC) estimated via f(BC)
6 due to lack of better information: similar EF are applied for CNG and biogas –]

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) 4) have been applied. Regarding PCDD/F, a tier1 EF from (Rentz et al., 2008) 5) is used instead.

Table 3: tier1 emission factors

Pb Cd Hg As Cr Cu Ni Se Zn B[a]P B[b]F B[k]F I[1,2,3-c,d]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
Biodiesel1 0.013 0.001 0.142 0.003 0.228 0.153 0.005 0.003 0.483 575 601 317 569 2.062
Gasoline fuels 0.037 0.005 0.200 0.007 0.145 0.103 0.053 0.005 0.758 96 140 69 158 464
CNG2 & biogas3 NE NE NE NE NE NE NE NE NE NE NE NE NE NE
LPG4 NE NE NE NE NE NE NE NE NE 4.35 0.00 4.35 4.35 13.0
all fuels 0.000006

<sup>1<sup> values differ from EFs applied for fossil diesel oil to take into account the specific NCV of biodiesel <sup>2<sup> no specific default available from 6); value derived from CNG powered busses <sup>3<sup> no specific default available from 7); values available for CNG also applied for biogas <sup>4<sup> no specific default available from 8); value derived from LPG powered passenger cars

+ Discussion of emission trends

NFR 1.A.3.b ii is key category for NO,,x,,, PM,,2.5,,, PM,,10,, and BC.

++ Nitrogen oxides (NO,,x,,)

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.

gallery size="medium" : 1A3bii_EM_NOx.PNG gallery

++ Particulate matter (BC, PM,,2.5,,, PM,,10,,, and TSP)

Starting in the middle of the 1990s, a so-called “diesel boom” began, leading to a switch from gasoline to diesel powered passenger cars. As the newly registered diesel cars had to meet the EURO2 standard (in force since 1996/'97) with a PM limit value less than half the EURO1 value, the growing diesel consumption was overcompensated qickly by the mitigation technologies implemented due to the new EURO norm. During the following years, new EURO norms came into force. With the still ongoing “diesel boom” those norms led to a stabilisation (EURO3, 2000/'01) of emissions and to another strong decrease of PM emissions (EURO4, 2005/'06), respectively. Over-all, the increased consumption of diesel in passenger cars was overastimated by the implemented mitigation technologies.

gallery size="medium" : 1A3bii_EM_PM.png gallery

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.

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 23,131 19,972 24,124 23,030 21,811 21,678 20,902 20,202 19,039 18,591 17,555 17,548 17,996 17,777 18,080 18,456
Submission 2020 22,049 16,628 19,184 20,151 20,306 17,167 17,492 17,657 17,384 18,033 17,840 18,540 19,289 18,641 18,609 18,809
absolute change 1,082 3,344 4,940 2,878 1,505 4,511 3,410 2,544 1,655 558 -285 -992 -1,293 -863 -529 -352
relative change 4,91% 20,1% 25,8% 14,3% 7,41% 26,3% 19,5% 14,4% 9,52% 3,09% -1,60% -5,35% -6,71% -4,63% -2,84% -1,87%
BIODIESEL
Submission 2021 0 0 0 158 314 293 400 577 736 762 778 752 783 771 785 778
Submission 2020 0 0 0 138 293 232 334 504 672 739 791 795 839 808 808 801
absolute change 0 0 0 20 22 61 65 73 64 23 -13 -43 -56 -37 -23 -23
relative change 0.00 0.00 0.00 14,3% 7,41% 26,3% 19,5% 14,4% 9,52% 3,09% -1,60% -5,35% -6,71% -4,63% -2,84% -2,82%
GASOLINE
Submission 2021 23,131 19,972 24,124 23,030 21,811 21,678 20,902 20,202 19,039 18,591 17,555 17,548 17,996 17,777 18,080 18,456
Submission 2020 22,049 16,628 19,184 20,151 20,306 17,167 17,492 17,657 17,384 18,033 17,840 18,540 19,289 18,641 18,609 18,809
absolute change 1,082 3,344 4,940 2,878 1,505 4,511 3,410 2,544 1,655 558 -285 -992 -1,293 -863 -529 -352
relative change 4,91% 20,1% 25,8% 14,3% 7,41% 26,3% 19,5% 14,4% 9,52% 3,09% -1,60% -5,35% -6,71% -4,63% -2,84% -1,87%
BIOGASOLINE
Submission 2021 0 0 0 158 314 293 400 577 736 762 778 752 783 771 785 778
Submission 2020 0 0 0 138 293 232 334 504 672 739 791 795 839 808 808 801
absolute change 0 0 0 20 22 61 65 73 64 23 -13 -43 -56 -37 -23 -23
relative change 0.00 0.00 0.00 14,3% 7,41% 26,3% 19,5% 14,4% 9,52% 3,09% -1,60% -5,35% -6,71% -4,63% -2,84% -2,82%
CNG
Submission 2021 23,131 19,972 24,124 23,030 21,811 21,678 20,902 20,202 19,039 18,591 17,555 17,548 17,996 17,777 18,080 18,456
Submission 2020 22,049 16,628 19,184 20,151 20,306 17,167 17,492 17,657 17,384 18,033 17,840 18,540 19,289 18,641 18,609 18,809
absolute change 1,082 3,344 4,940 2,878 1,505 4,511 3,410 2,544 1,655 558 -285 -992 -1,293 -863 -529 -352
relative change 4,91% 20,1% 25,8% 14,3% 7,41% 26,3% 19,5% 14,4% 9,52% 3,09% -1,60% -5,35% -6,71% -4,63% -2,84% -1,87%
BIOGAS
Submission 2021 0 0 0 158 314 293 400 577 736 762 778 752 783 771 785 778
Submission 2020 0 0 0 138 293 232 334 504 672 739 791 795 839 808 808 801
absolute change 0 0 0 20 22 61 65 73 64 23 -13 -43 -56 -37 -23 -23
relative change 0.00 0.00 0.00 14,3% 7,41% 26,3% 19,5% 14,4% 9,52% 3,09% -1,60% -5,35% -6,71% -4,63% -2,84% -2,82%
LPG
Submission 2021 0 0 0 158 314 293 400 577 736 762 778 752 783 771 785 778
Submission 2020 0 0 0 138 293 232 334 504 672 739 791 795 839 808 808 801
absolute change 0 0 0 20 22 61 65 73 64 23 -13 -43 -56 -37 -23 -23
relative change 0.00 0.00 0.00 14,3% 7,41% 26,3% 19,5% 14,4% 9,52% 3,09% -1,60% -5,35% -6,71% -4,63% -2,84% -2,82%
TOTAL FUEL CONSUMPTION
Submission 2021 23,131 19,972 24,124 23,188 22,125 21,971 21,302 20,779 19,775 19,354 18,336 18,304 18,783 18,554 18,871 19,242
Submission 2020 22,049 16,628 19,184 20,290 20,598 17,399 17,827 18,162 18,056 18,773 18,631 19,335 20,128 19,449 19,417 19,609
absolute change 1,082 3,344 4,940 2,898 1,527 4,572 3,475 2,617 1,719 581 -295 -1,030 -1,345 -895 -545 -368
relative change 4.91% 20.1% 25.8% 14.3% 7.41% 26.3% 19.5% 14.4% 9.52% 3.09% -1.58% -5.33% -6.68% -4.60% -2.81% -1.88%

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.

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

bibliography : 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: Energieverbrauch und Schadstoffemissionen des motorisierten Verkehrs in Deutschland 1960-2030, sowie TREMOD, im Auftrag des Umweltbundesamtes, Heidelberg & Berlin, 2019. : 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://www.hbefa.net/e/index.html - Dokumentation, Bern, 2019. : 3 : 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. : 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 bibliography

1) (bibcite 1)
2) (bibcite 2)
3) (bibcite 1)
4) (bibcite 3)
5) (bibcite 4)
6) (bibcite 3)
7) (bibcite 3)
8) (bibcite 3)
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.