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--- sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:commercial_and_institutional [2021/02/12 11:22] – kotzulla
+++ sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:commercial_and_institutional [2022/03/22 12:09] (current) – [Recalculations] kotzulla
@@ Line 7: / Line 7: @@
 ^  Method  ^  AD     ^  EF        ^  Key Category Analysis    ^
 |  T1, T2  |  NS, M  |  CS, D, M  |  //no key category//      |
 ===== Methodology =====
@@ Line 13: / Line 12: @@
 ==== Activity data ====
-Sector-specific **diesel** consumption data are included in the primary fuel-delivery data available from NEB line 67: 'Commercial, trade, services and other consumers' (AGEB, 2019) [((bibcite 1))].
+Sector-specific **diesel** consumption data are included in the primary fuel-delivery data available from NEB line 67: 'Commercial, trade, services and other consumers' (AGEB, 2021) [(AGEB2021)].
 __Table 1: Sources for primary fuel-deliveries data__
@@ Line 19: / Line 18: @@
 || as of 1995 || NEB line 67: 'Commercial, trade, services and other consumers' ||
-Following the deduction of diesel oil inputs for military vehicles as provided in (BAFA, 2019) [((bibcite 2))], the remaining amounts of 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.a ii) as well as agriculture and forestry (1.A.4.c ii) based upon annual shares derived from (Knörr et al. (2019b)) [((bibcite 3))]  (cf. [[[ 1-a-4-mobile-combustion | NFR 1.A.4 - mobile ]]]).
+Following the deduction of diesel oil inputs for military vehicles as provided in (BAFA, 2021) [(BAFA2021)], the remaining amounts of 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.a ii) as well as agriculture and forestry (1.A.4.c ii) based upon annual shares derived from (Knörr et al. (2021b)) [(KNOERR2021b)]  (cf. superordinate chapter).
 __Table 2: Annual contribution of NFR 1.A.4.a ii to the over-all amounts of diesel oil 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   ^
-|      7,01% |      6,65% |      6,99% |      7,18% |      6,52% |      6,36% |      6,21% |      5,96% |      5,82% |      5,73% |      5,83% |      5,78% |      5,68% |     5,59% |
+|  7.01%  |  6.65%  |  6.99%  |  7.18%  |  6.86%  |  6.80%  |  6.59%  |  6.52%  |  6.52%  |  6.36%  |  6.21%  |  5.96%  |  5.82%  |  5.73%  |  5.83%  |  5.78%  |  5.68%  |  5.59%  |  5.45%  |
-source: (Knörr et al. (2019b)) [((bibcite 3))]
+source: TREMOD MM [(KNOERR2021b)]
 As the NEB does not distinguish into specific biofuels, consumption data for biodiesel are calculated by applying Germany's official annual shares of biodiesel blended to fossil diesel oil.
@@ Line 31: / Line 30: @@
 __Table 3: Annual fuel consumption, in terajoules__
-|                   |  **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   ^
-^ Diesel Oil        |      7.847 |      6.508 |      6.646 |      5.894 |      5.773 |      5.770 |      5.533 |      5.524 |      5.629 |      5.810 |      6.145 |      6.257 |      5.749 |     5.726 |
+^ Diesel Oil        |   7,847 |  6,508 |   6,646 |   5,894 |   5,691 |   5,658 |   5,583 |   5,842 |   5,773 |   5,770 |   5,533 |   5,524 |   5,629 |   5,810 |   6,145 |   6,257 |   5,749 |   5,736 |   5,694 |
-^ Biodiesel         |       0.00 |       0.00 |       0.00 |        377 |        443 |        403 |        390 |        328 |        346 |        318 |        326 |        334 |        334 |       326 |
+^ Biodiesel         |  NO     |  NO    |  NO     |     377 |     629 |     696 |     530 |     467 |     443 |     403 |     390 |     328 |     346 |     318 |     326 |     334 |     334 |     327 |     473 |
-^ LPG               |      2.787 |      3.450 |      4.261 |      4.533 |      4.629 |      4.557 |      4.484 |      4.409 |      4.333 |      4.256 |      4.336 |      4.301 |      4.264 |     4.213 |
+^ LPG               |   2,787 |  3,450 |   4,261 |   4,533 |   4,563 |   4,587 |   4,606 |   4,620 |   4,629 |   4,557 |   4,484 |   4,409 |   4,333 |   4,256 |   4,336 |   4,301 |   4,264 |   4,213 |   4,139 |
-| **Ʃ 1.A.4.a ii**  ^     10.634 ^      9.958 ^     10.907 ^     10.803 ^     10.844 ^     10.729 ^     10.407 ^     10.261 ^     10.307 ^     10.383 ^     10.807 ^     10.892 ^     10.347 ^    10.347 ^
+| **Ʃ 1.A.4.a ii**  ^  10,634 ^  9,958 ^  10,907 ^  10,803 ^  10,883 ^  10,942 ^  10,719 ^  10,929 ^  10,844 ^  10,729 ^  10,407 ^  10,261 ^  10,307 ^  10,383 ^  10,807 ^  10,892 ^  10,346 ^  10,276 ^  10,306 ^
-[[gallery size="medium"]]
+{{ :sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:1a4aii_ad.png?700 }}
-: 1A4aii_AD.png
-: 1A4aii_AD_bio.png
-[[/gallery]]
 ==== Emission factors ====
 The emission factors used here are of rather different quality:
-Basically, for all **main pollutants**, **carbon monoxide** and **particulate matter**, annual IEF modelled within [((bibcite 3))] are used, representing the sector's vehicle-fleet composition, the development of mitigation technologies and the effect of fuel-quality legislation.
+Basically, 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.
 As no such specific EF are available for biofuels, the values used for diesel oil are applied to biodiesel, too.
 __Table 4: Annual country-specific emission factors from TREMOD MM, in kg/TJ__
-||		||=	**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 fuels**^^1^^		||=
+| **Diesel fuels**<sup>1</sup>                                                                                                          ||||||||||||||        |        |        |        |        |        |
-||~	NH,,3,,	||>	0.15	||>	0.16	||>	0.16	||>	0.16	||>	0.16	||>	0.16	||>	0.16	||>	0.16	||>	0.16	||>	0.17	||>	0.17	||>	0.17	||>	0.17	||>	0.17	||>	0.17	||>	0.17	||>	0.17	||=
+^ NH<sub>3</sub>                |   0.15 |   0.16 |   0.16 |   0.16 |   0.16 |   0.16 |   0.16 |   0.16 |   0.16 |   0.17 |   0.17 |   0.17 |   0.17 |   0.17 |   0.17 |   0.17 |   0.17 |   0.17 |   0.17 |
-||~	NMVOC	||>	247	||>	223	||>	197	||>	140	||>	129	||>	119	||>	110	||>	101	||>	93.3	||>	85.9	||>	78.8	||>	71.5	||>	64.6	||>	58.6	||>	53.8	||>	50.0	||>	46.9	||=
+^ NMVOC                         |    247 |    223 |    197 |    139 |    128 |    118 |    109 |    101 |   93.0 |   85.7 |   78.6 |   71.4 |   64.6 |   58.6 |   53.8 |   50.0 |   46.9 |   44.2 |   41.6 |
-||~	NO,,x,,	||>	999	||>	1.026	||>	1.004	||>	835	||>	796	||>	756	||>	716	||>	676	||>	636	||>	597	||>	561	||>	526	||>	493	||>	462	||>	430	||>	399	||>	370	||=
+^ NO<sub>x</sub>                |  1,000 |  1,026 |  1,004 |    833 |    794 |    755 |    714 |    673 |    633 |    595 |    560 |    528 |    501 |    477 |    453 |    431 |    410 |    392 |    373 |
-||~	SO,,x,,	||>	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	||=
+^ 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^^2^^	||>	194	||>	161	||>	134	||>	93.8	||>	86.3	||>	79.7	||>	74.0	||>	69.1	||>	64.6	||>	60.3	||>	56.1	||>	51.6	||>	47.0	||>	42.8	||>	39.2	||>	36.4	||>	34.1	||=
+^ BC<sup>3</sup>                |    107 |   88.7 |   74.4 |   55.3 |   51.7 |   48.6 |   46.2 |   44.1 |   42.2 |   40.5 |   38.7 |   36.6 |   34.3 |   32.1 |   30.0 |   28.3 |   26.8 |   25.4 |   23.9 |
-||~	BC^^3^^	||>	107	||>	88.7	||>	74.4	||>	55.4	||>	51.8	||>	48.8	||>	46.3	||>	44.2	||>	42.3	||>	40.6	||>	38.7	||>	36.6	||>	34.2	||>	31.9	||>	29.8	||>	28.0	||>	26.5	||=
+^ PM<sup>2</sup>                |    194 |    161 |    134 |   93.6 |   86.0 |   79.4 |   73.8 |   69.0 |   64.4 |   60.1 |   56.0 |   51.6 |   47.1 |   43.0 |   39.5 |   36.7 |   34.5 |   32.5 |   30.5 |
-||~	CO	||>	856	||>	796	||>	726	||>	561	||>	531	||>	502	||>	476	||>	452	||>	429	||>	408	||>	387	||>	368	||>	351	||>	337	||>	328	||>	321	||>	316	||=
+^ CO                            |    856 |    796 |    725 |    560 |    530 |    502 |    476 |    451 |    429 |    407 |    387 |    368 |    351 |    338 |    329 |    322 |    318 |    313 |    307 |
-||||||||||||||||||||||||||||||||||||||||||||||||<	**Liquefied Petroleum Gas** (used especially in fork-lifters)	||=
+| **LPG**                                                                                                                               ||||||||||||||        |        |        |        |        |        |
-||~	NH,,3,,	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||>	0.14	||=
+^ NH<sub>3</sub>                |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |   0.21 |
-||~	NMVOC	||>	150	||>	150	||>	148	||>	148	||>	148	||>	148	||>	148	||>	148	||>	148	||>	148	||>	148	||>	148	||>	148	||>	148	||>	148	||>	148	||>	148	||=
+^ NMVOC                         |    148 |    147 |    145 |    145 |    145 |    145 |    145 |    145 |    145 |    145 |    145 |    145 |    145 |    145 |    145 |    145 |    145 |    144 |    141 |
-||~	NO,,x,,	||>	1,346	||>	1,342	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||>	1,325	||=
+^ NO<sub>x</sub>                |  1,346 |  1,342 |  1,325 |  1,325 |  1,325 |  1,325 |  1,325 |  1,325 |  1,325 |  1,325 |  1,325 |  1,325 |  1,325 |  1,325 |  1,325 |  1,325 |  1,325 |  1,316 |  1,284 |
-||~	SO,,x,,      ||>	0.42	||>	0.42	||>	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	||=
+^ SO<sub>x</sub>                |   0.42 |   0.42 |   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 |   0.41 |
-||~	PM^^2^^	||>	0.85	||>	0.85	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||>	0.84	||=
+^ BC<sup>3</sup>                |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.13 |   0.12 |   0.12 |
-||~	BC^^3^^	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||>	0.13	||=
+^ PM<sup>2</sup>                |   0.85 |   0.85 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |   0.84 |
-||~	CO	||>	114	||>	114	||>	112	||>	112	||>	112	||>	112	||>	112	||>	112	||>	112	||>	112	||>	112	||>	112	||>	112	||>	112	||>	112	||>	112	||>	112	||=
+^ CO                            |    114 |    114 |    112 |    112 |    112 |    112 |    112 |    112 |    112 |    112 |    112 |    112 |    112 |    112 |    112 |    112 |    112 |    112 |    112 |
-source: (Knörr et al. (2018b)) [((bibcite 3))]
+<sup>1</sup> due to lack of better information: similar EF are applied for fossil and biofuels \\
-^^1^^ due to lack of better information: similar EF are applied for fossil diesel oil and biodiesel
+<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>) \\
-^^2^^ EF(PM,,2.5,,) also applied for PM,,10,, and TSP (assumption: > 99% of TSP consists of PM,,2.5,,)
+<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
-^^3^^ estimated as fraction of PM according to the EMEP/EEA GB 2016
-> **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]]
+<WRAP center round info 100%>
+With respect to the 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.))
+</WRAP>
-For lead (Pb) from leaded gasoline and corresponding TSP emissions, additional emissions are are calculated from 1990 to 1997 based upon contry-specific emission factors from [((bibcite 3))].
+<WRAP center round info 100%>
+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. - Here, for lead (Pb) from leaded gasoline and corresponding TSP emissions, additional emissions have been calculated from 1990 to 1997 based upon contry-specific emission factors from TREMOD MM.
-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 ]]].
+</WRAP>
-[!--
-In contrast, without country-specific information, regarding all **heavy metals** and **POPs**, tier1 values are applied. Here, EF for exhaust HMs and PAHs have been derived from the July 2017 version of the EMEP/EEA air pollutant emission inventory guidebook 2016 (EMEP/EEA, 2016) [((bibcite 4))] for road vehicles (chapter ??? , page ??? ff). Regarding heavy metals, separate tier1 default EFs are provided there in tables ??? and ??? for emissions from fuel combustion and engine wear as well as lubricant co-incineration. Heavy-metal emissions from lubricants (as far as not used in 2-stroke mix) are reported under NFR 2.G as emissions from product use.
-//(Note: Until submission 2017, the EMEP/EEA default EFs provided for NRMM were used in the German inventory. As these EFs do not differentiate between fuel combustion and lubricant co-incineration, the inventory compiler decided to apply the more specific EFs from road transport to NRMM in 1.A.2.g vii, 1.A.4.a ii, b ii and c ii and 1.A.5.b, too.)//
-__Table 5: Tier1 emission factors for heavy-metal and POP exhaust emissions from fuel combustion and engine wear__
-||=			 ||=	**Pb** ||= **Cd** ||= **Hg** ||= **As** ||= **Cr** ||= **Cu**	||=	**Ni** ||=	**Se** ||= **Zn** ||= **B[a]P** ||=	**B[b]F**	||=	**B[k]F**	||= **I[...]P** ||= **PAH 1-4** ||= **PCDD/F** ||=
-||=		||||||||||||||||||= 	[g/TJ]														||||||||||=	 [mg/TJ]									||= 	 [µg/TJ]	||=
-||~	Diesel oil		||>	0.012	||>	0.001	||>	0.123	||>	0.002	||>	0.198	||>	0.133	||>	0.005	||>	0.002	||>	0.419	||>	698	||>	1.164	||>	801	||>	184	||>	2,847	||>	1.62	||>
-||~	Biodiesel ^^1^^ ||>	0.013	||>	0.001	||>	0.142	||>	0.003	||>	0.228	||>	0.153	||>	0.005	||>	0.003	||>	0.483	||>	806	||>	1.343	||>	924	||>	212	||>	3,284	||>	1.62	||>
-||~	LPG			||=	NE	||=	NE	||=	NE	||=	NE	||=	NE	||=	NE	||=	NE	||=	NE	||=	NE	||>	4.35	||>	0.00	||>	4.35	||>	4.35	||>	13.04 ||=	NE	||>
-^^1^^ values differ from EFs applied for fossil diesel oil to take into account the specific NCV of biodiesel
-The tier1 value apllied for **PCDD/F** has been derived from a study carried out by (Rentz et al., 2008) [((bibcite 5))] for the German Federal Environment Agency.
-For **HCB** and **PCBs**, no emission factors are available at the moment.
---]
 ===== Discussion of emission trends =====
@@ Line 100: / Line 79: @@
 >  **NFR 1.A.4.a ii** is no key source.
-++ Unregulated pollutants (NH,,3,,, HMs, POPs, ...)
+==== Unregulated pollutants ====
-[[gallery size="medium"]]
-: 1A4aii_EM_NH3.PNG
-: 1A4aii_EM_Cd.PNG
-[[/gallery]]
 For all unregulated pollutants, emission trends directly follow the trend in fuel consumption.
-++ Regulated pollutants
+==== Regulated pollutants ====
-+++ Nitrogen oxides (NO,,x,,), Sulphur dioxide (SO,,2,,)
+===Nitrogen oxides and Sulphur dioxide==
 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"]]
+{{ :sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:1a4aii_em_sox.png?700 }}
-: 1A4aii_EM_NOx.PNG
-: 1A4aii_EM_SOx.PNG
-[[/gallery]]
-+++ Particulate matter (BC, PM,,2.5,,, PM,,10,,, and TSP)
+====Particulate matter & Black carbon====
 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.
@@ Line 127: / Line 99: @@
 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.
-Here, as the EF(BC) are estimated via fractions provided in [((bibcite 4))], black carbon emissions follow the corresponding emissions of PM,,2.5,,.
+Here, as the EF(BC) are estimated via fractions provided in the 2019 EMEP Guidebook [(EMEPEEA2019)], black carbon emissions follow the corresponding emissions of PM<sub>2.5</sub>.
-[[gallery size="medium"]]
+{{ :sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:1a4aii_em_pm.png?700 }}
-: 1A4aii_EM_PM.PNG
-[[/gallery]]
 ===== Recalculations =====
-**Activity data** hase been revised according to revised annual NEB line 67 shares and the finalized data from the National Energy Balance 2019.
+**Activity data** hase been revised according to the now finalized National Energy Balance 2019.
-__Table 5: Revised annual contribution of 1.A.4.a ii to over-all diesel oil deliveries provided in NEB line 67__
+__Table 5: Revised activity data 2019, in terajoules__
-|                     |  **1990**  |  **1995**  |  **2000**  | **2005**  | **2010**  | **2011**  |  **2012**  |  **2013**  | **2014**  | **2015**  |  **2016**  |  **2017**  |  **2018**  |
+|                     |  **DIESEL OIL**  |  **BIODIESEL**  |  **LPG**  |  **OVER-ALL FUEL CONSUMPTION**  |
-^ Submission 2021     |      0,070 |      0,067 |      0,070 |     0,072 |     0,065 |     0,064 |      0,062 |      0,060 |     0,058 |     0,057 |      0,058 |      0,058 |      0,057 |
+^ current submission  |  5.736           |  327            |  4.213    |  10.276                         |
-^ Submission 2020     |      0,069 |      0,066 |      0,066 |     0,071 |     0,070 |     0,070 |      0,069 |      0,068 |     0,068 |     0,068 |      0,068 |      0,068 |      0,068 |
+^ prvious submission  |  5.726           |  326            |  4.213    |  10.266                         |
-^ absolute change     |      0,001 |      0,001 |      0,003 |     0,000 |    -0,005 |    -0,006 |     -0,007 |     -0,009 |    -0,010 |    -0,011 |     -0,010 |     -0,010 |     -0,011 |
+^ absolute change     |  10,2            |  0,69           |  0,00     |  10,9                           |
-^ relative change     |      0,94% |      1,48% |      5,23% |     0,54% |    -7,09% |    -8,62% |     -10,2% |     -13,0% |    -14,2% |    -15,6% |     -14,1% |     -14,8% |     -15,9% |
+^ relative change     |  0,18%           |  0,21%          |  0,00%    |  0,11%                          |
-__Table 6: Revised activity data, in terajoules__
+<WRAP center round info 65%>
-|                                |  **1990**  |  **1995**  |  **2000**  | **2005**  | **2010**  | **2011**  |  **2012**  |  **2013**  | **2014**  | **2015**  |  **2016**  |  **2017**  |  **2018**  |
+For **pollutant-specific information on recalculated emission estimates for Base Year and 2019**, please see the recalculation tables following [[general:recalculations:start|chapter 8.1 - Recalculations]].
-| **Diesel Oil**                                                                                                                                                            ||||||||||||||
-^ Submission 2021                |     48.078 |     45.337 |     44.668 |    38.177 |    41.085 |    42.145 |     41.684 |     42.460 |    44.710 |    46.075 |     47.682 |     48.977 |     45.594 |
-^ Submission 2020                |     47.301 |     44.401 |     42.286 |    33.615 |    37.154 |    38.387 |     37.932 |     39.357 |    41.335 |    42.516 |     44.012 |     45.175 |     41.976 |
-^ absolute change                |        776 |        937 |      2.382 |     4.562 |     3.931 |     3.758 |      3.752 |      3.104 |     3.375 |     3.559 |      3.670 |      3.802 |      3.618 |
-^ relative change                |      1,64% |      2,11% |      5,63% |    13,57% |    10,58% |     9,79% |      9,89% |      7,89% |     8,16% |     8,37% |      8,34% |      8,42% |      8,62% |
-| **Biodiesel**                                                                                                                                                             ||||||||||||||
-^ Submission 2021                |      1.420 |      4.453 |      4.079 |     4.302 |     2.907 |     2.641 |        826 |        815 |       870 |     3.471 |      3.554 |      3.536 |      3.263 |
-^ Submission 2020                |      1.420 |      4.453 |      4.079 |     4.288 |     2.886 |     2.619 |        819 |        808 |       861 |     3.431 |      3.512 |      3.491 |      3.419 |
-^ absolute change                |       0,00 |       0,00 |       0,00 |     13,96 |     20,98 |     21,66 |       7,06 |       7,67 |      9,04 |      39,6 |       41,8 |       45,1 |       -155 |
-^ relative change                |      0,00% |      0,00% |      0,00% |     0,33% |     0,73% |     0,83% |      0,86% |      0,95% |     1,05% |     1,15% |      1,19% |      1,29% |     -4,55% |
-| **LPG**                                                                                                                                                                    ||||||||||||||
-^ Submission 2021                |      1.420 |      4.453 |      4.079 |     4.302 |     2.907 |     2.641 |        826 |        815 |       870 |     3.471 |      3.554 |      3.536 |      3.263 |
-^ Submission 2020                |      1.420 |      4.453 |      4.079 |     4.288 |     2.886 |     2.619 |        819 |        808 |       861 |     3.431 |      3.512 |      3.491 |      3.419 |
-^ absolute change                |       0,00 |       0,00 |       0,00 |     13,96 |     20,98 |     21,66 |       7,06 |       7,67 |      9,04 |      39,6 |       41,8 |       45,1 |       -155 |
-^ relative change                |      0,00% |      0,00% |      0,00% |     0,33% |     0,73% |     0,83% |      0,86% |      0,95% |     1,05% |     1,15% |      1,19% |      1,29% |     -4,55% |
-| **over-all fuel consumption**                                                                                                                                                         ||||||||||||||
-^ Submission 2021                |     49.497 |     49.791 |     48.747 |    42.478 |    43.992 |    44.786 |     42.510 |     43.275 |    45.580 |    49.546 |     51.236 |     52.513 |     48.857 |
-^ Submission 2020                |     48.721 |     48.854 |     46.364 |    37.903 |    40.040 |    41.006 |     38.752 |     40.164 |    42.197 |    45.947 |     47.524 |     48.666 |     45.395 |
-^ absolute change                |        776 |        937 |      2.382 |     4.576 |     3.952 |     3.780 |      3.759 |      3.111 |     3.384 |     3.599 |      3.712 |      3.847 |      3.462 |
-^ relative change                |      1,59% |      1,92% |      5,14% |    12,07% |     9,87% |     9,22% |      9,70% |      7,75% |     8,02% |     7,83% |      7,81% |      7,91% |      7,63% |
-With all **emission factors** remaining unrevised, emission values have only been recalculated for 2017 as shown in the following table for the main pollutants.
-__Table 8: Recalculated emission estimates 2017, in kilotonnes__
-||=		||=	**NH,,3,,**	||=	**NMVOC**	||=	**NO,,x,,**	||=	**PM**	||=	**BC**	||=	**CO**	||=
-||~	Submission 2020	||>	0.00203	||>	1.195	||>	10.3	||>	0.286	||>	0.217	||>	3.099	||>
-||~	Submission 2019	||>	0.00202	||>	1.193	||>	10.3	||>	0.284	||>	0.216	||>	3.084	||>
-||~	absolute change	||>	0.00001	||>	0.002	||>	0.02	||>	0.002	||>	0.001	||>	0.014	||>
-||~	relative change	||>	0.37%	||>	0.19%	||>	0.17%	||>	0.58%	||>	0.58%	||>	0.47%	||>
-<WRAP center round info 60%>
-For pollutant-specific information on recalculated emission estimates for Base Year and 2018, please see the pollutant specific recalculation tables following [[general:recalculations:start|chapter 8.1 - Recalculations]].
 </WRAP>
 ===== Uncertainties =====
-Uncertainty estimates for **activity data** of mobile sources derive from research project FKZ 360 16 023: "Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland" by (Knörr et al. (2009)) [((bibcite 6))].
+Uncertainty estimates for **activity data** of mobile sources derive from research project FKZ 360 16 023: "Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland" by (Knörr et al. (2009)) [(KNOERR2009)].
 Uncertainty estimates for **emission factors** were compiled during the PAREST research project. Here, the final report has not yet been published.
@@ Line 196: / Line 132: @@
 **//Why are similar EF applied for estimating exhaust heavy metal emissions from both fossil and biofuels?//**
-The EF provided in [((bibcite 4))] represent summatory values for (i) the fuel's and (ii) the lubricant's heavy-metal content as well as (iii) engine wear. Here, there might be no heavy metal contained in biofuels. But since the specific shares of (i), (ii) and (iii) cannot be separated, and since the contributions of lubricant and engine wear might be dominant, the same emission factors are applied to biodiesel and bioethanol.
+The EF provided in [(EMEPEEA2019)] represent summatory values for (i) the fuel's and (ii) the lubricant's heavy-metal content as well as (iii) engine wear. Here, there might be no heavy metal contained in biofuels. But since the specific shares of (i), (ii) and (iii) cannot be separated, and since the contributions of lubricant and engine wear might be dominant, the same emission factors are applied to biodiesel and bioethanol.
-------
-[[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.
+[(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)]
-: 2 : BAFA (2019): Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, BAFA): Amtliche Mineralöldaten für die Bundesrepublik Deutschland;
+[(BAFA2020> BAFA, 2020: 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
+URL: https://www.bafa.de/SharedDocs/Downloads/DE/Energie/Mineraloel/moel_amtliche_daten_2018_dezember.html, Eschborn, 2021.)]
-: 3 : Knörr et al. (2019b): 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.
+[(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.)]
-: 4 : EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook 2019, Copenhagen, 2019.
+[(EMEPEEA2019>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
+[(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.)]
-: 6 : 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.
-[[/bibliography]]

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