Under sub-category 1.A.4.c ii (a) fuel combustion activities and resulting emissions from agricultural off-road vehicles and mobile machinery are reported.

Subsector-specific consumption data is included in the primary fuel-delivery data are available from NEB line 67: 'Commercial, trade, services and other consumers' (AGEB, 2021) ¹⁾.

Table 1: Sources for primary fuel-delivery data

Following the deduction of energy inputs for military vehicles as provided in (BAFA, 2021) ²⁾, the remaining amounts of gasoline and diesel oil are apportioned onto off-road construction vehicles (NFR 1.A.2.g vii) and off-road vehicles in commercial/institutional use (1.A.4. ii) as well as agriculture and forestry (NFR 1.A.4.c ii) based upon annual shares derived from TREMOD-MM (Knörr et al. (2021b) ³⁾ (cf. NFR 1.A.4 - mobile).

Table 2: Annual contribution of agricultural vehicles and mobile machinery to the primary diesel¹ fuels delivery data provided in NEB line 67

¹ no gasoline used in agricultural vehicles and mobile machinery

Table 3: Annual mobile fuel consumption in agriculture, in terajoules

The emission factors applied here are of rather different quality: For all main pollutants, carbon monoxide and particulate matter, annual IEF modelled within TREMOD MM are used, representing the sector's vehicle-fleet composition, the development of mitigation technologies and the effect of fuel-quality legislation.

Table 3: Annual country-specific emission factors¹, in kg/TJ

¹ due to lack of better information: similar EF are applied for fossil and biofuels
² EF(PM_2.5) also applied for PM₁₀ and TSP (assumption: > 99% of TSP consists of PM_2.5)
³ estimated via a f-BCs as provided in ⁴⁾, Chapter 1.A.2.g vii, 1.A.4.a ii, b ii, c ii, 1.A.5.b i - Non-road, note to Table 3-1: Tier 1 emission factors for off-road machinery

NOTE: 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. 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.

For information on the emission factors for heavy-metal and POP exhaust emissions, please refer to Appendix 2.3 - Heavy Metal (HM) exhaust emissions from mobile sources and Appendix 2.4 - Persistent Organic Pollutant (POP) exhaust emissions from mobile sources.

With emissions factors unrevised, recalculated emission estimates result solely from the implementation of the now finalized NEB 2019.

Table 4: Revised diesel-oil consumption 2019, in [TJ]

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