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--- sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:agriculture_and_forestry:agriculture [2021/02/15 14:51] – kotzulla
+++ sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:agriculture_and_forestry:agriculture [2022/02/08 07:56] – [Table] kotzulla
@@ Line 14: / Line 14: @@
 ====Activity data====
-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, 2019) [((bibcite 1))].
+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) [(AGEB2021)].
 __Table 1: Sources for primary fuel-delivery data__
@@ Line 20: / Line 20: @@
 || as of 1995 || **AGEB** - National Energy Balance, line 67: 'Gewerbe, Handel, Dienstleistungen u. übrige Verbraucher'  ||
-Following the deduction of energy inputs for military vehicles as provided in (BAFA, 2019) [((bibcite 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. (2019b)) (cf. [[[ 1-a-4-mobile-combustion | NFR 1.A.4 - mobile ]]]).
+Following the deduction of energy inputs for military vehicles as provided in (BAFA, 2021) [(BAFA2021)], 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) [(KNOERR2021b)] (cf. NFR 1.A.4 - mobile).
 __Table 2: Annual contribution of agricultural vehicles and mobile machinery to the primary diesel<sup>1</sup> fuels delivery data provided in NEB line 67__
-|  **1990**  |  **1995**  |  **2000**  |  **2005**  |  **2010**  |  **2011**  |  **2012**  |  **2013**  |  **2014**  |  **2015**  |  **2016**  |  **2017**  |  **2018**  |  **2019**  |
+^  1990  ^  1995  ^  2000  ^  2005  ^  2006  ^  2007  ^  2008  ^  2009  ^  2010  ^  2011  ^  2012  ^  2013  ^  2014  ^  2015  ^  2016  ^  2017  ^  2018  ^  2019  ^  2020  ^
-|      47,6% |      45,6% |      43,9% |      46,2% |      47,5% |      47,2% |      47,3% |      48,0% |      47,8% |      48,3% |      48,5% |      48,5% |      48,4% |      48,4% |
+|  47.6% |  45.6% |  43.9% |  46.2% |  45.1% |  45.9% |  46.4% |  47.2% |  47.5% |  47.2% |  47.3% |  48.0% |  47.8% |  48.3% |  48.5% |  48.5% |  48.4% |  48.4% |  48.3% |
-<sup>1</sup>no gasoline used in agricultural vehicles and mobile machinery
+<sup>1</sup> no gasoline used in agricultural vehicles and mobile machinery
 __Table 3: Annual mobile fuel consumption in agriculture, in terajoules__
-||		||=	**1990**	||=	**1995**	||=	**2000**	||=	**2005**	||=	**2006**	||=	**2007**	||=	**2008**	||=	**2009**	||=	**2010**	||=	**2011**	||=	**2012**	||=	**2013**	||=	**2014**	||=	**2015**	||=	**2016**	||=	**2017**	||=	**2018**	||=
+|                       ^  1990   ^  1995   ^  2000   ^  2005   ^  2006   ^  2007   ^  2008   ^  2009   ^  2010   ^  2011   ^  2012   ^  2013   ^  2014   ^  2015   ^  2016   ^  2017   ^  2018   ^  2019   ^  2020   ^
-||~	Diesel Oil	||>	54,142	||>	45,674	||>	44,513	||>	41,008	||>	40,612	||>	41,272	||>	42,122	||>	44,888	||>	45,058	||>	45,918	||>	45,047	||>	46,774	||>	48,683	||>	51,410	||>	53,710	||>	55,311	||>	51,731	||>
+^ Diesel Oil            |  53,263 |  44,622 |  41,696 |  37,942 |  37,462 |  38,245 |  39,332 |  42,296 |  42,024 |  42,864 |  42,137 |  44,531 |  46,259 |  48,905 |  51,027 |  52,561 |  49,006 |  49,679 |  50,450 |
-||~	Biodiesel	||>	0	||>	0	||>	0	||>	897	||>	1,183	||>	1,843	||>	2,082	||>	3,091	||>	2,922	||>	3,010	||>	2,941	||>	2,709	||>	2,952	||>	2,779	||>	2,821	||>	2,934	||>	2,822	||>
+^ Biodiesel             |       0 |       0 |       0 |   2,424 |   4,141 |   4,707 |   3,737 |   3,379 |   3,222 |   2,991 |   2,974 |   2,641 |   2,843 |   2,675 |   2,705 |   2,806 |   2,849 |   2,830 |   4,191 |
-||=	**Ʃ 1.A.4.c ii (i)** 	||~	54,142	||~	45,674	||~	44,513	||~	41,905	||~	41,795	||~	43,116	||~	44,204	||~	47,980	||~	47,980	||~	48,928	||~	47,989	||~	49,482	||~	51,634	||~	54,190	||~	56,531	||~	58,245	||~	54,553	||>
+| **Ʃ 1.A.4.c ii (i)**  ^  53,263 ^  44,622 ^  41,696 ^  40,366 ^  41,602 ^  42,952 ^  43,069 ^  45,675 ^  45,246 ^  45,855 ^  45,111 ^  47,172 ^  49,102 ^  51,580 ^  53,732 ^  55,367 ^  51,855 ^  52,509 ^  54,641 ^
-[[gallery size="medium"]]
-: AD_1A4cii(a).PNG
-: AD_1A4cii(a)_bio.PNG
-[[/gallery]]
 ==== Emission factors ====
 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 [((bibcite 3))] are used, representing the sector's vehicle-fleet composition, the development of mitigation technologies and the effect of fuel-quality legislation.
+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 coutry-specific emission factors from TREMOD MM^^1^^__
-||		||=	**1990**	||=	**1995**	||=	**2000**	||=	**2005**	||=	**2006**	||=	**2007**	||=	**2008**	||=	**2009**	||=	**2010**	||=	**2011**	||=	**2012**	||=	**2013**	||=	**2014**	||=	**2015**	||=	**2016**	||=	**2017**	||=	**2018**	||=
-||	NH,,3,,	||>	0.152	||>	0.155	||>	0.158	||>	0.160	||>	0.160	||>	0.161	||>	0.161	||>	0.162	||>	0.163	||>	0.163	||>	0.163	||>	0.163	||>	0.164	||>	0.164	||>	0.164	||>	0.164	||>	0.164	||>
-||	NMVOC	||>	261	||>	237	||>	216	||>	182	||>	175	||>	168	||>	162	||>	146	||>	139	||>	132	||>	126	||>	119	||>	112	||>	105	||>	99	||>	93	||>	88	||>
-||	NO,,x,,	||>	869	||>	887	||>	917	||>	846	||>	825	||>	805	||>	780	||>	744	||>	713	||>	686	||>	660	||>	632	||>	604	||>	575	||>	544	||>	514	||>	487	||>
-||	SO,,x,,	||>	79.6	||>	60.5	||>	14.0	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>	0.4	||>
-||	PM^^2^^	||>	238	||>	211	||>	184	||>	152	||>	146	||>	140	||>	134	||>	116	||>	110	||>	105	||>	99	||>	93	||>	87	||>	82	||>	77	||>	72	||>	68	||>
-||	BC^^3^^	||>	130	||>	115	||>	100	||>	85	||>	81	||>	78	||>	76	||>	67	||>	64	||>	61	||>	59	||>	56	||>	52	||>	49	||>	46	||>	44	||>	41	||>
-||	CO	||>	896	||>	853	||>	813	||>	723	||>	704	||>	687	||>	670	||>	624	||>	603	||>	584	||>	564	||>	543	||>	522	||>	504	||>	486	||>	471	||>	457	||>
-^^1^^ due to lack of better information: similar EF are applied for fossil diesel oil and biodiesel
-^^2^^ EF(PM,,2.5,,) also applied for PM,,10,, and TSP (assumption: > 99% of TSP from diesel oil combustion consists of PM,,2.5,,)
-^^3^^ estimated from f-BC as provided in [((bibcite 4))]
-> **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.[[footnote]] 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. [[/footnote]]
-> For information on the **emission factors for heavy-metal and POP exhaust emissions**, please refer to [[[ appendix2.3-HM-from-mobile-sources | Appendix 2.3 - Heavy Metal (HM) exhaust emissions from mobile sources]]] and [[[ appendix2.4-POPs-from-mobile-sources | Appendix 2.4 - Persistent Organic Pollutant (POP) exhaust emissions from mobile sources ]]].
-[!--
-+ __Discussion of emission trends__
-++ Unregulated pollutants (NH,,3,,, HMs, POPs)
-For all unregulated pollutants, emission trends directly follow the trend in fuel consumption.
-[[gallery size="medium"]]
-: EM_1A2gvii_NH3.PNG
-: EM_1A2gvii_Cd.PNG
-[[/gallery]]
-++ Regulated pollutants (NO,,x,,, SO,,2,,)
-For all regulated pollutants, emission trends follow not only the trend in fuel consumption but also reflect the impact of fuel-quality and exhaust-emission legislation.
-[[gallery size="medium"]]
-: EM_1A2gvii_NOx.PNG
-: EM_1A2gvii_SOx.PNG
-[[/gallery]]
-++ Particulate matter (PM,,2.5,,, PM,,10,,, and TSP)
-Over-all PM emissions are by far dominated by emissions from diesel oil combustion with the falling trend basically following the decline in fuel consumption between 2000 and 2005.
-Nonetheless, the decrease of the over-all emission trend was and still is amplified by the expanding use of particle filters especially to eliminate soot emissions.
-Additional contributors such as the impact of TSP emissions from the use of leaded gasoline (until 1997) have no significant effect onto over-all emission estimates.
-[[gallery size="medium"]]
+__Table 3: Annual country-specific emission factors<sup>1</sup>, in kg/TJ__
-: EM_1A2gvii_PM.PNG
+|                 ^  1990  ^  1995  ^  2000  ^  2005  ^  2006  ^  2007  ^  2008  ^  2009  ^  2010  ^  2011  ^  2012  ^  2013  ^  2014  ^  2015  ^  2016  ^  2017  ^  2018  ^  2019  ^  2020  ^
-: EM_1A2gvii_TSP(Pb).PNG
+^ NH<sub>3</sub>  |   0,15 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |   0,16 |
-[[/gallery]]
+^ NMVOC           |    258 |    232 |    205 |    165 |    157 |    150 |    144 |    131 |    124 |    118 |    112 |    106 |   99,7 |   93,8 |   88,6 |   83,8 |   79,1 |   74,8 |   70,6 |
+^ NO<sub>x</sub>  |    874 |    886 |    916 |    832 |    808 |    784 |    760 |    713 |    682 |    655 |    629 |    605 |    581 |    560 |    541 |    523 |    506 |    489 |    471 |
+^ SO<sub>x</sub>  |   79,6 |   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 |   0,37 |   0,37 |   0,37 |
+^ PM<sup>2</sup>  |    125 |    109 |   93,1 |   74,7 |   71,0 |   67,8 |   65,2 |   60,1 |   57,4 |   54,8 |   52,4 |   50,1 |   47,4 |   44,8 |   42,2 |   39,8 |   37,5 |   35,4 |   33,2 |
+^ BC<sup>3</sup>  |    229 |    201 |    171 |    134 |    126 |    119 |    114 |    103 |   97,1 |   91,5 |   86,2 |   81,5 |   76,3 |   71,4 |   66,9 |   62,7 |   58,6 |   54,9 |   51,3 |
+^ CO              |    882 |    834 |    779 |    674 |    653 |    633 |    616 |    575 |    555 |    536 |    518 |    502 |    484 |    468 |    453 |    441 |    428 |    416 |    403 |
+<sup>1</sup> due to lack of better information: similar EF are applied for fossil and biofuels \\
+<sup>2</sup> EF(PM<sub>2.5</sub>) also applied for PM<sub>10</sub> and TSP (assumption: > 99% of TSP consists of PM<sub>2.5</sub>)\\
+<sup>3</sup> estimated via a f-BCs as provided in [(EMEPEEA2019)], 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.
-+ __Recalculations__
+> 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.
-Revisions in **activity data** result from slightly adapted NCVs and biofuel shares (2015-2017) as well as the implementation of primary activity data from the now finalised NEB 2017.
+===== Recalculations =====
-__Table 5: Revised annual mobile fuel consumption in agriculture, 2015-2017, in terajoules__
+With **emissions factors** unrevised, recalculated emission estimates result solely from the implementation of the now finalized NEB 2019.
-||=                   		||=	**2015** ||=	**2016** ||=	**2017** ||=
-||~	Submission 2020	||>	54,190	||>	56,531	||>	58,245	||>
-||~	Submission 2019	||>	54,188	||>	56,529	||>	57,905	||>
-||~	absolute change	||>	2      	||>	2       	||>	340   	||>
-||~	relative change	||>	0.003%	||>	0.004%	||>	0.583%	||>
-As, in contrast, all **emission factors** remain unrevised compared to last year's susbmission, emission estimates for the years as of 2015 change in accordance with the underlying activity data.
+__Table 4: Revised diesel-oil consumption 2019, in [TJ]__
+|                      ^  2019   ^
+^ current submission   |  52,509 |
+^ previous submission  |  52,415 |
+^ absolute change      |    94.2 |
+^ relative change      |   0.18% |
+<WRAP center round info 60%>
+For more information on recalculated emission estimates reported for Base Year and 2019, please see the pollutant-specific recalculation tables following chapter [[general:recalculations:start| 8.1 - Recalculations]].
+</WRAP>
-> For **information on the impacts on emission estimates for Base Year and 2017**, please see the pollutant specific recalculation tables following chapter [[[recalculations | 8.1 - Recalculations]]].
+===== Planned improvements =====
-------
+Besides a routine revision of the underlying model, no specific improvements are planned.
-[[bibliography]]
+[(AGEB2021> AGEB, 2021: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; URL: http://www.ag-energiebilanzen.de/7-0-Bilanzen-1990-2019.html, (Aufruf: 23.11.2021), Köln & Berlin, 2021.)]
-: 1 : AGEB, 2019: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; URL: https://ag-energiebilanzen.de/7-0-Bilanzen-1990-2017.html, (Aufruf: 29.11.2019), Köln & Berlin, 2019.
+[(BAFA2021> BAFA, 2021: Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, BAFA): Amtliche Mineralöldaten für die Bundesrepublik Deutschland;
-: 2 : BAFA, 2019: Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, BAFA): Amtliche Mineralöldaten für die Bundesrepublik Deutschland;
+URL: https://www.bafa.de/SharedDocs/Downloads/DE/Energie/Mineraloel/moel_amtliche_daten_2018_dezember.html, Eschborn, 2021.)]
-URL: https://www.bafa.de/SharedDocs/Downloads/DE/Energie/Mineraloel/moel_amtliche_daten_2017_dezember.html, Eschborn, 2019.
+[(KNOERR2021b> Knörr et al. (2021b): Knörr, W., Heidt, C., Gores, S., & Bergk, F.: ifeu Institute for Energy and Environmental Research (Institut für Energie- und Umweltforschung Heidelberg gGmbH, ifeu): Aktualisierung des Modells TREMOD-Mobile Machinery (TREMOD MM) 2021, Heidelberg, 2021.)]
-: 3 : Knörr et al. (2018b): Knörr, W., Heidt, C., Gores, S., & Bergk, F. (2019b): ifeu Institute for Energy and Environmental Research (Institut für Energie- und Umweltforschung Heidelberg gGmbH, ifeu): Aktualisierung des Modells TREMOD-Mobile Machinery (TREMOD MM) 2018, Heidelberg, 2019.
+[(EMEPEEA2019> EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook – 2019, Copenhagen, 2019.)]
-: 4 : EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook – 2019, Copenhagen, 2019.
+[(KNOERR2009> Knörr et al. (2009): Knörr, W., Heldstab, J., & Kasser, F.: Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland; final report; URL: https://www.umweltbundesamt.de/sites/default/files/medien/461/publikationen/3937.pdf, FKZ 360 16 023, Heidelberg & Zürich, 2009.)]
-: 5 : 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]]

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