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| sector:energy:fuel_combustion:transport:road_transport:emissions_from_fuel_combustion_in_road_vehicles:passenger_cars [2021/03/17 10:41] – [Table] kotzulla | sector:energy:fuel_combustion:transport:road_transport:emissions_from_fuel_combustion_in_road_vehicles:passenger_cars [2021/12/15 20:00] (current) – external edit 127.0.0.1 | ||
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| In sub-category //1.A.3.b i - Road transport: Passenger cars// emissions from fuel combustion in passenger cars (PCs) are reported. | In sub-category //1.A.3.b i - Road transport: Passenger cars// emissions from fuel combustion in passenger cars (PCs) are reported. | ||
| - | ^ Category Code ^ Method | + | ^ Category Code ^ Method |
| - | | 1.A.3.b i | T1, T3 ||||| NS, M ||||| CS, M, D ||||| | + | | 1.A.3.b i | T1, T3 ||||| NS, M |
| - | ^ Key Category | + | ^ Key Category |
| - | | 1.A.3.b i | + | | 1.A.3.b i | -/- |
| ===== Methodology ===== | ===== Methodology ===== | ||
| Line 15: | Line 16: | ||
| ==== Activity data ==== | ==== Activity data ==== | ||
| - | Specific consumption data for passenger cars is generated within TREMOD [((bibcite 1))]. | + | Specific consumption data for passenger cars is generated within TREMOD [(KNOERR2020a)]. |
| The following table gives an overview of annual amounts of the fuels consumed by passenger cars in Germany. | The following table gives an overview of annual amounts of the fuels consumed by passenger cars in Germany. | ||
| Line 29: | Line 30: | ||
| ^ Biogas | ^ Biogas | ||
| | **Ʃ 1.A.3.b i** ^ 1,531,811 ^ 1,568,749 ^ 1,533,241 ^ 1,448,694 ^ 1,352,511 ^ 1,377,360 ^ 1,335,609 ^ 1,366,568 ^ 1,405,647 ^ 1,384,915 ^ 1,411,625 ^ 1,440,795 ^ 1,385,484 ^ 1,390,837 ^ | | **Ʃ 1.A.3.b i** ^ 1,531,811 ^ 1,568,749 ^ 1,533,241 ^ 1,448,694 ^ 1,352,511 ^ 1,377,360 ^ 1,335,609 ^ 1,366,568 ^ 1,405,647 ^ 1,384,915 ^ 1,411,625 ^ 1,440,795 ^ 1,385,484 ^ 1,390,837 ^ | ||
| - | |||
| Here, the following charts underline the ongoing shift from gasoline to diesel-powered passenger cars, that started around 1999/2000. | Here, the following charts underline the ongoing shift from gasoline to diesel-powered passenger cars, that started around 1999/2000. | ||
| - | [[gallery size=" | + | {{ : |
| - | : 1A3bi_AD.png | + | {{ :sector: |
| - | : 1A3bi_AD_Gasoline.png | + | {{ :sector: |
| - | : 1A3bi_AD_Diesel.png | + | {{ :sector: |
| - | : 1A3bi_AD_bio.png | + | {{ :sector: |
| - | : 1A3bi_AD_Other.png | + | |
| - | [[/ | + | |
| <WRAP center round info 60%> | <WRAP center round info 60%> | ||
| Line 45: | Line 43: | ||
| </ | </ | ||
| - | === 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 in a comprehendible way here. | However, it is not possible to present these highly specific tier3 values in a comprehendible way here. | ||
| - | |||
| - | [!-- | ||
| - | __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%> | ||
| Line 100: | Line 53: | ||
| </ | </ | ||
| - | + | 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) [(RENTZ2008)] is used. |
| - | Regarding PCDD/F, a tier1 EF from (Rentz et al., 2008) [((bibcite 4))] is used. | + | |
| __Table 3: tier1 emission factors__ | __Table 3: tier1 emission factors__ | ||
| Line 114: | Line 66: | ||
| ^ all fuels ||||||||||||||| | ^ all fuels ||||||||||||||| | ||
| < | < | ||
| - | < | + | < |
| - | < | + | < |
| - | < | + | < |
| ===== Discussion of emission trends ===== | ===== Discussion of emission trends ===== | ||
| - | > **NFR 1.A.3.b i** is key category | + | __Table: Outcome of Key Category Analysis__ |
| + | | | ||
| + | | by: | Level & Trend | ||
| - | ++ Non-methane volatile organic compounds | + | ====Non-methane volatile organic compounds, nitrogen oxides, and carbon monoxide==== |
| Since 1990, exhaust emissions of **nitrogen oxides**, **NMVOC**, | Since 1990, exhaust emissions of **nitrogen oxides**, **NMVOC**, | ||
| - | [[gallery size=" | + | {{ :sector: |
| - | : 1A3bi_EM_NOx.PNG | + | {{ :sector: |
| - | : 1A3bi_EM_NMVOC.PNG | + | {{ :sector: |
| - | : 1A3bi_EM_CO.PNG | + | |
| - | [[/ | + | |
| - | ++ Ammonia | + | ==== Ammonia and sulphur dioxide==== |
| - | As for the entire road transport sector, the trends for **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. |
| - | [[gallery size=" | + | Here, the strong dependence on increasing fuel qualities (sulphur content) leads to an cascaded downward trend of emissions , influenced only slightly by increases in fuel consumption and mileage. |
| - | : 1A3bi_EM_SO2.png | + | |
| - | : 1A3bi_EM_NH3.png | + | |
| - | [[/ | + | |
| - | ++ Particulate Matter (BC, PM,,2.5,,, PM,, | + | {{ : |
| + | |||
| + | 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 | ||
| + | |||
| + | {{ : | ||
| + | |||
| + | |||
| + | ====Particulate matter & Black carbon==== | ||
| //(from fuel combustion only; no wear/ | //(from fuel combustion only; no wear/ | ||
| Starting in the middle of the 1990s, a so-called " | Starting in the middle of the 1990s, a so-called " | ||
| - | With this submission, Black Carbon (BC) emissions are reported for the first time. Here, EF are estimated based on as fractions of PM as provided in [((bibcite 3))]. | + | With this submission, Black Carbon (BC) emissions are reported for the first time. Here, EF are estimated based on as fractions of PM as provided in [(EMEPEEA2019)]. |
| Due to this fuel-specific fractions, the trend of BC emissions reflects the ongoing shift from gasoline to diesel (" | Due to this fuel-specific fractions, the trend of BC emissions reflects the ongoing shift from gasoline to diesel (" | ||
| - | [[gallery size=" | + | {{ :sector: |
| - | : 1A3bi_EM_PM.PNG | + | |
| - | [[/ | + | |
| __Table: EURO norms and their effect on limit values of PM emissions from diesel passenger cars__ | __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** ||= **Euro 3** ||= **Euro 4** ||= **Euro 5** ||= **Euro 6** || | + | ^ exhaust emission standard (EURO norm) | **Euro 1** | **Euro 2** |
| - | || in force **for type approval** since: ||= 1 Jul 1992 ||= 1 Jan 1996 ||= 1 Jan 2000 ||= 1 Jan 2005 ||= 1 Sep 2009 ||= 1 Sep 2014 || | + | | in force **for type approval** since: |
| - | || in force **for initial registration** since ||= 1 Jan 1993 ||= 1 Jan 1997 ||= 1 Jan 2001 ||= 1 Jan 2006 ||= 1 Jan 2011 ||= 1 Jan 2015 || | + | | in force **for initial registration** since | 1 Jan 1993 | 1 Jan 1997 |
| - | ||~ resulting PM limit value in [mg/km]||= | + | ^ resulting PM limit value in [mg/ |
| - | ^^1^^ for direct injection engines | + | <sup>1</ |
| ===== Recalculations ===== | ===== Recalculations ===== | ||
| Line 167: | Line 121: | ||
| __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 |
| - | | **GASOLINE** | + | | **GASOLINE** |
| - | ^ Submission 2021 | + | ^ Submission 2021 |
| - | ^ Submission 2020 | + | ^ Submission 2020 |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **BIOGASOLINE** | + | | **BIOGASOLINE** |
| - | ^ 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 |
| - | | **LPG** | + | | **LPG** |
| - | ^ Submission 2021 | + | ^ Submission 2021 |
| - | ^ Submission 2020 | + | ^ Submission 2020 |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **TOTAL FUEL CONSUMPTION** | + | | **TOTAL FUEL CONSUMPTION** |
| - | ^ Submission 2021 | + | ^ Submission 2021 |
| - | ^ Submission 2020 | + | ^ Submission 2020 |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ 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. | ||
| Line 220: | Line 173: | ||
| 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. | ||
| - | + | [(KNOERR2020a> | |
| - | ===== FAQs ===== | + | [(KELLER2017> |
| - | + | [(EMEPEEA2019> | |
| - | ------ | + | [(RENTZ2008> |
| - | + | ||
| - | [[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: | + | |
| - | : 2 : Keller et al., (2019): 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, | + | |
| - | [[/ | + | |