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1.A.4.c ii (a) - Off-road Vehicles and other Machinery: Agriculture
Short description
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.
| NFR-Code | Source category | Method | AD | EF | Key Category Analysis |
|---|---|---|---|---|---|
| 1.A.4.c ii (a) | Off-road Vehicles and Other Machinery: Agriculture | T1, T2 | NS, M | CS, D, M | see superordinate chapter |
Methodology
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) 1).
Table 1: Sources for primary fuel-delivery data
| through 1994 | AGEB - National Energy Balance, line 79: 'Haushalte und Kleinverbraucher insgesamt' | ||
| 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) 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. 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
| 1990 | 1995 | 2000 | 2005 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 |
| 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% |
1no gasoline used in agricultural vehicles and mobile machinery
Table 3: Annual mobile fuel consumption in agriculture, in terajoules
| 1990 | 1995 | 2000 | 2005 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | |
| Diesel Oil | 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% |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Biodiesel | 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% |
| Ʃ 1.A.4.c ii (i) | 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% |
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 3) 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 | |||||||||||||||||||||||||||||||||||||||
| 2 | |||||||||||||||||||||||||||||||||||||||
| 3 | |||||||||||||||||||||||||||||||||||||||
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 Appendix 2.3 - Heavy Metal (HM) exhaust emissions from mobile sources] and 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" : EM_1A2gvii_PM.PNG : EM_1A2gvii_TSP(Pb).PNG gallery
–]
+ Recalculations
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.
Table 5: Revised annual mobile fuel consumption in agriculture, 2015-2017, in terajoules
| = | = 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.
For information on the impacts on emission estimates for Base Year and 2017, please see the pollutant specific recalculation tables following chapter 8.1 - Recalculations].
bibliography : 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. : 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_2017_dezember.html, Eschborn, 2019. : 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. : 4 : EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook – 2019, Copenhagen, 2019. : 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