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sector:energy:fuel_combustion:transport:railways:start [2022/01/10 13:59] – [Table] kotzullasector:energy:fuel_combustion:transport:railways:start [2024/11/06 14:47] (current) – external edit 127.0.0.1
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 In category //1.A.3.c - Railways//, emissions from fuel combustion in German railways and from the related abrasion and wear of contact line, braking systems and tyres on rails are reported.  In category //1.A.3.c - Railways//, emissions from fuel combustion in German railways and from the related abrasion and wear of contact line, braking systems and tyres on rails are reported. 
  
-^ Category Code  ^  Method                                ||||^  AD                                ||||^  EF                                  ||||| +^ Category Code  ^  Method                                                                           ||||^  AD                                           ||||^  EF                                     ||||| 
-| 1.A.3.c         |  T1, T2                                    |||||  NS, M                                 |||||  CS, D, M                                  ||||| +| 1.A.3.c        |  T1, T2                                                                           |||||  NS, M                                        |||||  CS, D, M                               ||||| 
-^  Key Category  ^  SO<sub>2</sub>     ^  NO<sub>x</sub>  ^  NH<sub>3</sub>  ^  NMVOC  ^  CO   ^  BC   ^  Pb   ^  Hg   ^  Cd   ^  Diox  ^  PAH  ^  HCB  ^  TSP  ^  PM<sub>10</sub>  ^  PM<sub>2.5</sub>  ^ +^                ^  NO<sub>x</sub>  ^  NMVOC  ^  SO<sub>2</sub>  ^  NH<sub>3</sub>  ^  PM<sub>2.5</sub>  ^  PM<sub>10</sub>  ^  TSP  ^  BC   ^  CO   ^  PB   ^  Cd        ^  Hg   ^  Diox  ^  PAH  ^  HCB  ^ 
-| 1.A.3.c         |  -/-        |  -/T  |  -/-  |  -/-    |  -/-  |  -/-  |  -/-  |  -/-  |  -/-  |  -/-   |  -/-  |  -    |  L/-  |  L/-   |  L/-    |+| Key Category:  |  -/T             |  -/-    |  -/-             |  -/-             |  L/-               |  L/-              |  L/-  |  -/-  |  -/-  |  -/-  |  -/-       |  -/-  |  -/-   |  -/-  |  -/-  |
  
 {{page>general:Misc:LegendEIT:start}}  {{page>general:Misc:LegendEIT:start}} 
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 === Activity Data === === Activity Data ===
  
-Basically, total inland deliveries of //diesel oil// are available from the National Energy Balances (NEBs) (AGEB, 2020) [(AGEB2020)]. This data is based upon sales data of the Association of the German Petroleum Industry (MWV) [(MWV2020)]. As a recent revision of MWV data on diesel oil sales for the years 2005 to 2009 has not yet been adopted to the respective NEBs, this original MWV data has been used for this five years. +Basically, total inland deliveries of //diesel oil// are available from the National Energy Balances (NEBs) (AGEB, 2021) [(AGEB2021)]. This data is based upon sales data of the Association of the German Petroleum Industry (MWV) [(MWV2021)]. As a recent revision of MWV data on diesel oil sales for the years 2005 to 2009 has not yet been adopted to the respective NEBs, this original MWV data has been used for this five years. 
  
 Data on the consumption of biodiesel in railways is provided in the NEBs as well, from 2004 onward. But as the NEBs do not provide a solid time series regarding most recent years, the data used for the inventory is estimated based on the prescribed shares of biodiesel to be added to diesel oil.  Data on the consumption of biodiesel in railways is provided in the NEBs as well, from 2004 onward. But as the NEBs do not provide a solid time series regarding most recent years, the data used for the inventory is estimated based on the prescribed shares of biodiesel to be added to diesel oil. 
  
-Small quantities of //solid fuels// are used for historical steam engines vehicles operated mostly for tourism and exhibition purposes. Official fuel delivery data are available for lignite, through 2002, and for hard coal, through 2000, from the NEBs. In order to complete these time series, a study was carried out in 2012 by Hedel, R., and Kunze, J. (2012) [(HEDEL2012)]. During this study, questionaires were provided to any known operator of historical steam engines in Germany. Here, due to limited data archiving, nearly complete data could only be gained for years as of 2005. For earlier years, in order to achieve a solid time series, conservative gap filling was applied.  +Small quantities of //solid fuels// are used for historical steam engines vehicles operated mostly for tourism and exhibition purposes. Official fuel delivery data are available for lignite, through 2002, and for hard coal, through 2000, from the NEBs. In order to complete these time series, studies were carried out in 2012 [(HEDEL2012)], 2016 [(ILLICHMANN2016)] and 2021 [(HASENBALG2021)]. During these studies, questionaires were provided to any known operator of historical steam engines in Germany. Here, due to limited data archiving, nearly complete data could only be gained for years as of 2005. For earlier years, in order to achieve a solid time series, conservative gap filling was applied. 
-A follow-up study to gain original cosumption data for 2015 was carried out in 2016 by Illichmann, S. (2016) [(ILLICHMANN2016)].+
  
 __Table 1: Overview of activity-data sources for domestic fuel sales to railway operators__ __Table 1: Overview of activity-data sources for domestic fuel sales to railway operators__
-^ **Activity**  ^ **data source / quality of activity data** ^ +^ Activity ^ data source / quality of activity data ^ 
-| **combustion of:** ||+| combustion of: ||
 | Diesel oil | 1990-2004: NEB lines 74 and 61: 'Schienenverkehr' / 2005-2009: MWV annual report, table: 'Sektoraler Verbrauch von Dieselkraftstoff'  / from 2010: NEB line 61 |  | Diesel oil | 1990-2004: NEB lines 74 and 61: 'Schienenverkehr' / 2005-2009: MWV annual report, table: 'Sektoraler Verbrauch von Dieselkraftstoff'  / from 2010: NEB line 61 | 
 | Biodiesel | calculated from official blending rates |  | Biodiesel | calculated from official blending rates | 
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 __Table 3: Annual transport performance, in Mio tkm (ton-kilometers)__ __Table 3: Annual transport performance, in Mio tkm (ton-kilometers)__
-|                        ^  1990  ^  1995  ^  2000  ^  2005  ^  2006  ^  2007  ^  2008  ^  2009  ^  2010  ^  2011  ^  2012  ^  2013  ^  2014  ^  2015  ^  2016  ^  2017  ^  2018  ^  2019  ^  2020  ^ +|                        ^  1990    ^  1995    ^  2000    ^  2005    ^  2006    ^  2007    ^  2008    ^  2009    ^  2010    ^  2011    ^  2012    ^  2013    ^  2014    ^  2015    ^  2016    ^  2017    ^  2018    ^  2019    ^  2020    ^ 
-| **Electric Traction**  |        |        |        |        |        |        |        |        |        |        |        |        |        |        |        |        |        |        |        | +| **Diesel Traction**    |   98,812 |   58,805 |   37,237 |   26,540 |   25,570 |   22,664 |   31,750 |   27,734 |   26,702 |   27,403 |   26,791 |   23,768 |   23,734 |   21,397 |   21,484 |   21,365 |   19,580 |   18,058 |   16,917 | 
-| **Diesel Traction**    |        |        |        |        |        |        |        |        |        |        |        |        |        |        |        |        |        |        |        | +| **Electric Traction**  |  361,515 |  337,853 |  361,633 |  356,605 |  375,707 |  379,554 |  377,767 |  336,581 |  344,546 |  342,701 |  350,085 |  335,298 |  331,235 |  323,387 |  295,798 |  296,280 |  288,336 |  281,130 |  262,268 | 
-^ Ʃ 1.A.3.c              ^        ^        ^        ^        ^        ^        ^        ^        ^        ^        ^        ^        ^        ^        ^        ^        ^        ^        ^        ^+^ Ʃ 1.A.3.c              ^  460,326 ^  396,658 ^  398,870 ^  383,145 ^  401,277 ^  402,217 ^  409,516 ^  364,314 ^  371,248 ^  370,104 ^  376,876 ^  359,065 ^  354,970 ^  344,785 ^  317,282 ^  317,645 ^  307,916 ^  299,188 ^  279,184 ^
  
-{{ :sector:energy:fuel_combustion:transport:railways:1a3c_ad_liquid.png?700 }} +{{:sector:energy:fuel_combustion:transport:railways:1a3c_ad_liquid.png?700|Annual energy input from liquid fuels }} 
-{{ :sector:energy:fuel_combustion:transport:railways:1a3c_ad_solid.png?700 }}+{{:sector:energy:fuel_combustion:transport:railways:1a3c_ad_solid.png?700|Annual energy input from solid fuels }}
  
-Regarding particulate-matter and heavy-metal emissions from **abrasion and wear of contact line, braking systems, tyres on rails**, annual transport performances of railway vehicles with electrical and Diesel traction derived from Knörr et al. (2020a) [(KNOERR2020a)] are applied as activity data. +Regarding particulate-matter and heavy-metal emissions from **abrasion and wear of contact line, braking systems, tyres on rails**, annual transport performances of railway vehicles with electrical and Diesel traction derived from Knörr et al. (2021a) [(KNOERR2021a)] are applied as activity data. 
  
 ==== Emission factors ==== ==== Emission factors ====
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 __Table 3: Annual country-specific emission factors for diesel fuels<sup>1</sup>, in kg/TJ__ __Table 3: Annual country-specific emission factors for diesel fuels<sup>1</sup>, in kg/TJ__
-|                 |  **1990**  |  **1995**  |  **2000**  |  **2005**  |  **2010**  |  **2011**  |  **2012**  |  **2013**  |  **2014**  |  **2015**  |  **2016**  |  **2017**  |  **2018**  | **2019**  | **2020**  | +|                 ^  1990  ^  1995  ^  2000  ^  2005  ^  2010  ^  2011  ^  2012  ^  2013  ^  2014  ^  2015  ^  2016  ^  2017  ^  2018  ^ 2019  ^ 2020  ^ 
-^ NH<sub>3</sub>  |       0.54 |       0.54 |       0.54 |       0.54 |       0.54 |       0.54 |       0.54 |       0.54 |       0.54 |       0.54 |       0.54 |       0.54 |       0.54 |      0.54 |      0.54 | +^ NH<sub>3</sub>  |   0.54 |   0.54 |   0.54 |   0.54 |   0.54 |   0.54 |   0.54 |   0.54 |   0.54 |   0.54 |   0.54 |   0.54 |   0.54 |  0.54 |  0.54 | 
-^ NMVOC           |        109 |        100 |       90.2 |       64.8 |       52.0 |       54.1 |       44.7 |       41.9 |       41.2 |       38.5 |       38.2 |       37.2 |       35.2 |      34.2 |      35.6 | +^ NMVOC           |    109 |    100 |   90.2 |   64.8 |   52.0 |   54.1 |   44.7 |   41.9 |   41.2 |   38.5 |   38.2 |   37.2 |   35.2 |  34.2 |  35.6 | 
-^ NO<sub>x</sub>  |      1,170 |      1,207 |      1,225 |      1,111 |        970 |        989 |        919 |        899 |        887 |        826 |        801 |        775 |        747 |       699 |       737 | +^ NO<sub>x</sub>  |  1,170 |  1,207 |  1,225 |  1,111 |    970 |    989 |    919 |    899 |    887 |    826 |    801 |    775 |    747 |   699 |   737 | 
-^ SO<sub>x</sub>  |        196 |       60.5 |       14.1 |       0.32 |       0.32 |       0.32 |       0.32 |       0.32 |       0.33 |       0.32 |       0.33 |       0.33 |       0.33 |      0.33 |      0.33 | +^ SO<sub>x</sub>  |    196 |   60.5 |   14.1 |   0.32 |   0.32 |   0.32 |   0.32 |   0.32 |   0.33 |   0.32 |   0.33 |   0.33 |   0.33 |  0.33 |  0.33 | 
-^ BC<sup>3</sup>  |       28.8 |       28.9 |       24.2 |       16.1 |       11.4 |       11.5 |       12.0 |       10.4 |        9.5 |       9.29 |       8.65 |       8.48 |       8.05 |      7.60 |      7.18 | +^ BC<sup>3</sup>  |   28.8 |   28.9 |   24.2 |   16.1 |   11.4 |   11.5 |   12.0 |   10.4 |    9.5 |   9.29 |   8.65 |   8.48 |   8.05 |  7.60 |  7.18 | 
-^ PM              |       44.4 |       43.6 |       36.6 |       23.4 |       17.7 |       18.4 |       16.0 |       14.6 |       14.3 |       13.3 |       13.1 |       12.4 |       11.7 |      11.0 |      11.8 | +^ PM              |   44.4 |   43.6 |   36.6 |   23.4 |   17.7 |   18.4 |   16.0 |   14.6 |   14.3 |   13.3 |   13.1 |   12.4 |   11.7 |  11.0 |  11.8 | 
-^ CO              |        287 |        292 |        255 |        162 |        121 |        121 |        105 |        101 |       98.8 |       94.6 |       93.3 |       92.6 |       88.5 |      87.0 |      87.2 |+^ CO              |    287 |    292 |    255 |    162 |    121 |    121 |    105 |    101 |   98.8 |   94.6 |   93.3 |   92.6 |   88.5 |  87.0 |  87.2 |
 <sup>1</sup> due to lack of better information: similar EF are applied for fossil diesel oil and biodiesel \\ <sup>1</sup> 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>)\\ <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>)\\
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 | **Hard coal coke**  |             4.00 |    0.50 |              120 |              500 |               15.0 |              15.0 |  15.0 |  0.96 |  1,000 | | **Hard coal coke**  |             4.00 |    0.50 |              120 |              500 |               15.0 |              15.0 |  15.0 |  0.96 |  1,000 |
  
-__Table 4: Country-specific emission factors for abrasive emissions, in g/km__ +__Table 5: Country-specific emission factors for abrasive emissions, in g/km__ 
-^                                 ^  **PM<sub>2.5</sub>**  ^  **PM<sub>10</sub>**  ^  **TSP**  ^  **BC**  ^  **Pb**  ^  **Cd**  ^  **Hg**  ^  **As**  ^  **Cr**  ^  **Cu**  ^  **Ni**  ^  **Se**  ^  **Zn**  ^ +^                                 ^  PM<sub>2.5</sub>  ^  PM<sub>10</sub>  ^  TSP     ^  BC  ^  Pb  ^  Cd  ^  Hg  ^  As  ^  Cr      ^  Cu      ^  Ni      ^  Se  ^  Zn  ^ 
-^ Contact line <sup>1</sup>       |                0.00016 |               0.00032 |   0.00032 |  NA      |  NA      |  NA      |  NA      |  NA      |  NA      |  0.00033 |  NA      |  NA      |  NA      | +^ Contact line <sup>1</sup>       |            0.00016 |           0.00032 |  0.00032 |  NA  |  NA  |  NA  |  NA  |  NA  |  NA      |  0.00033 |  NA      |  NA  |  NA  | 
-^ Tyres on rails <sup>2</sup>     |                  0.009 |                 0.018 |     0.018 |  NA      |  NA                                                                                      ||||||||| +^ Tyres on rails <sup>2</sup>     |              0.009 |             0.018 |    0.018 |  NA  |  NA                                                              ||||||||| 
-^ Braking system <sup>3</sup>     |                  0.004 |                 0.008 |     0.008 |  NA      |  NA      |  NA      |  NA      |  NA      |  0.00008 |  NA      |  0.00016 |  NA      |  NA      | +^ Braking system <sup>3</sup>     |              0.004 |             0.008 |    0.008 |  NA  |  NA  |  NA  |  NA  |  NA  |  0.00008 |  NA      |  0.00016 |  NA  |  NA  | 
-^ Current collector <sup>4</sup>  |  NE                    |  NE                   |  NE       |  NE      |  NA                                                                                      |||||||||+^ Current collector <sup>4</sup>  |  NE                |  NE               |  NE      |  NE  |  NA                                                              |||||||||
 <sup>1</sup> assumption: 100 per cent copper \\ <sup>1</sup> assumption: 100 per cent copper \\
 <sup>2</sup> assumption: 100 per cent steel\\ <sup>2</sup> assumption: 100 per cent steel\\
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 ===== Discussion of emission trends ===== ===== Discussion of emission trends =====
    
-__Table: Outcome of Key Category Analysis__+__Table 6: Outcome of Key Category Analysis__
 |  for: ^  NO<sub>x</sub>  ^  TSP    ^  PM<sub>10</sub>  ^  PM<sub>2.5</sub>  ^ |  for: ^  NO<sub>x</sub>  ^  TSP    ^  PM<sub>10</sub>  ^  PM<sub>2.5</sub>  ^
 |   by: |  Trend           |  Level  |  L/-              |  L/-               | |   by: |  Trend           |  Level  |  L/-              |  L/-               |
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 Therefore, for the **main pollutants**, **carbon monoxide**, **particulate matter** and **PAHs**, emission trends show remarkable jumps especially after 1995 that result from the significantly higher amounts of solid fuels used. Therefore, for the **main pollutants**, **carbon monoxide**, **particulate matter** and **PAHs**, emission trends show remarkable jumps especially after 1995 that result from the significantly higher amounts of solid fuels used.
  
-{{ :sector:energy:fuel_combustion:transport:railways:1a3c_em_nh3.png?700 }} +{{:sector:energy:fuel_combustion:transport:railways:1a3c_em_nh3.png?700|Annual ammonia emissions }} 
-{{ :sector:energy:fuel_combustion:transport:railways:1a3c_em_nox.png?700 }}+{{:sector:energy:fuel_combustion:transport:railways:1a3c_em_nox.png?700|Annual notrogen oxides emissions }}
  
-For all fractions of **particulate matter**, the majority of emissions generally result from abrasion and wear and the combustion of diesel fuels. Additional jumps in the over-all trend result from the use of lignite briquettes (1996-2001). Here, as the EF(BC) for fuel combustion are estimated via fractions provided in [(EMEPEEA2019)], black carbon emissions follow the corresponding emissions of PM,,2.5,,. +For all fractions of **particulate matter**, the majority of emissions generally result from abrasion and wear and the combustion of diesel fuels. Additional jumps in the over-all trend result from the use of lignite briquettes (1996-2001). Here, as the EF(BC) for fuel combustion are estimated via fractions provided in [(EMEPEEA2019)], black carbon emissions follow the corresponding emissions of PM<sub>2.5</sub>. 
  
-{{ :sector:energy:fuel_combustion:transport:railways:1a3c_em_pm.png?700  }} +{{:sector:energy:fuel_combustion:transport:railways:1a3c_em_pm.png?700|Annual particulate matter emissions }} 
-{{ :sector:energy:fuel_combustion:transport:railways:1a3c_em_pm10.png?700 }}+{{:sector:energy:fuel_combustion:transport:railways:1a3c_em_pm10.png?700|Annual PM10 emissions }}
  
 Due to fuel-sulphur legislation, the trend of **sulphur dioxide** emissions follows not only the trend in fuel consumption but also reflects the impact of regulated fuel-qualities. Due to fuel-sulphur legislation, the trend of **sulphur dioxide** emissions follows not only the trend in fuel consumption but also reflects the impact of regulated fuel-qualities.
 For the years as of 2005, sulphur emissions from diesel combustion have decreased so strongly, that the over-all trend shows a slight increase again due to the now dominating contribution of sulphur from the use of solid fuels. For the years as of 2005, sulphur emissions from diesel combustion have decreased so strongly, that the over-all trend shows a slight increase again due to the now dominating contribution of sulphur from the use of solid fuels.
  
-{{ :sector:energy:fuel_combustion:transport:railways:1a3c_em_so2.png?700 }}+{{:sector:energy:fuel_combustion:transport:railways:1a3c_em_so2.png?700|Annual sulphur oxides emissions }}
  
 Regarding **heavy metals**, emissions from combustion of diesel oil and from abrasion and wear are estimated from tier1 default emission factors.  Regarding **heavy metals**, emissions from combustion of diesel oil and from abrasion and wear are estimated from tier1 default emission factors. 
 Therefore, the emission trends reflect the development of diesel use and - for copper, chromium and nickel emissions resulting from the abrasion & wear of contact line and braking systems - the annual transport performance (see description of activity data above). Therefore, the emission trends reflect the development of diesel use and - for copper, chromium and nickel emissions resulting from the abrasion & wear of contact line and braking systems - the annual transport performance (see description of activity data above).
  
-{{ :sector:energy:fuel_combustion:transport:railways:1a3c_em_cd.png?700 }} +{{:sector:energy:fuel_combustion:transport:railways:1a3c_em_cu.png?700|Annual copper emissions }}
-{{ :sector:energy:fuel_combustion:transport:railways:1a3c_em_cu.png?700 }}+
  
 \\ \\
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 ===== Recalculations ===== ===== Recalculations =====
  
-Given the revised NEB 2019, both the**activity data** fo diesel oil and the annual amounts of blended biodiesel were revised accordingly.+Given the revised NEB 2019, both the **activity data** for diesel oil and the annual amounts of blended biodiesel were revised accordingly.
 In addition, the amounts of solid fuels used in steam locomotives has been revised widely based on a study carried out in 2021. In addition, the amounts of solid fuels used in steam locomotives has been revised widely based on a study carried out in 2021.
  
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 ^ relative change                |   5.64% |   4.11% |  -0.10% |   0.14% |   0.14% |   0.13% |   0.12% |   0.13% |   0.11% |   0.14% |   0.15% |   0.13% |   0.14% |   0.08% |   0.15% |   0.22% |   0.25% |   12.6% | ^ relative change                |   5.64% |   4.11% |  -0.10% |   0.14% |   0.14% |   0.13% |   0.12% |   0.13% |   0.11% |   0.14% |   0.15% |   0.13% |   0.14% |   0.08% |   0.15% |   0.22% |   0.25% |   12.6% |
  
-Due to the routine revision of the TREMOD model [(KNOERR2020b)], tier2 **emission factors** changed for recent years. +Due to the routine revision of the TREMOD model [(KNOERR2021a)], tier2 **emission factors** changed for recent years. 
 Here, the revision results mainly from the consideration of revised NCvs for diesel oil as provided by the AGEB. Here, the revision results mainly from the consideration of revised NCvs for diesel oil as provided by the AGEB.
  
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 ^ relative change                                                         |  0.00% |  0.00% |  0.00% |  0.00% |  0.00% |  0.00% |  0.00% |   0.00% |   0.00% |  -0.22% |  -0.13% |  -0.14% |  -0.06% |  -0.11% |  0.00% |  0.00% |  -0.02% |  -1.34% | ^ relative change                                                         |  0.00% |  0.00% |  0.00% |  0.00% |  0.00% |  0.00% |  0.00% |   0.00% |   0.00% |  -0.22% |  -0.13% |  -0.14% |  -0.06% |  -0.11% |  0.00% |  0.00% |  -0.02% |  -1.34% |
  
 +Furthermore, the use of wood in historic steam locomotives has been taken into account and resulting **emissions of HCB and PCBs are reported for the  first time**.
  
-<WRAP center round info 60%> + 
-For more information on recalculated emission estimates for Base Year and 2019, please see the pollutant-specific recalculation tables following chapter [[general:recalculations:start | 8.1 - Recalculations]].+<WRAP center round info 65%> 
 +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]].
 </WRAP> </WRAP>
  
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 **//Why are similar EF applied for estimating exhaust heavy metal emissions from both fossil and biofuels?//** **//Why are similar EF applied for estimating exhaust heavy metal emissions from both fossil and biofuels?//**
  
-The EF provided in [((bibcite 5))] 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 metals contained in the 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.+The EF provided in the 2019 EMEP/EEA Guidebook [(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 metals contained in the 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.
  
-[(AGEB2020> AGEB (2020): Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; URL: https://ag-energiebilanzen.de/7-0-Bilanzen-1990-2018.html, Köln & Berlin, 2020.)] +[(AGEB2021> AGEB (2021): Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; URL: https://ag-energiebilanzen.de/7-0-Bilanzen-1990-2019.html, Köln & Berlin, 2021.)] 
-[(MWV2020> MWV (2020): Association of the German Petroleum Industry (Mineralölwirtschaftsverband, MWV): Annual Report 2018, page 65, Table 'Sektoraler Verbrauch von Dieselkraftstoff 2012-2018'; URL: https://www.mwv.de/wp-content/uploads/2020/09/MWV_Mineraloelwirtschaftsverband-e.V.-Jahresbericht-2020-Webversion.pdf, Berlin, 2020.)]+[(MWV2021> MWV (2021): Association of the German Petroleum Industry (Mineralölwirtschaftsverband, MWV): Annual Report 2018, page 65, Table 'Sektoraler Verbrauch von Dieselkraftstoff 2012-2019'; URL: https://www.mwv.de/wp-content/uploads/2020/09/MWV_Mineraloelwirtschaftsverband-e.V.-Jahresbericht-2020-Webversion.pdf, Berlin, 2021.)]
 [(HEDEL2012> Hedel, R., & Kunze, J. (2012): Recherche des jährlichen Kohleeinsatzes in historischen Schienenfahrzeugen seit 1990. Probst & Consorten Marketing-Beratung. Dresden, 2012.)] [(HEDEL2012> Hedel, R., & Kunze, J. (2012): Recherche des jährlichen Kohleeinsatzes in historischen Schienenfahrzeugen seit 1990. Probst & Consorten Marketing-Beratung. Dresden, 2012.)]
 [(ILLICHMANN2016>  Illichmann, S. (2016): Recherche des Festbrennstoffeinsatzes historischer Schienenfahrzeuge in Deutschland 2015, Probst & Consorten Marketing-Beratung. Study carried out for UBA; FKZ 363 01 392; not yet published; Dresden, 2016.)] [(ILLICHMANN2016>  Illichmann, S. (2016): Recherche des Festbrennstoffeinsatzes historischer Schienenfahrzeuge in Deutschland 2015, Probst & Consorten Marketing-Beratung. Study carried out for UBA; FKZ 363 01 392; not yet published; Dresden, 2016.)]
-[(KNOERR2020a> 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: Energieverbrauch und Schadstoffemissionen des motorisierten Verkehrs in Deutschland 1960-2035, sowie TREMOD, im Auftrag des Umweltbundesamtes, Heidelberg & Berlin, 2020. )]+[(HASENBALG2021>  Hasenbalg (2021): Recherche des Festbrennstoffeinsatzes historischer Schienenfahrzeuge in Deutschland 2019 & 2020, Probst & Consorten Marketing-Beratung. Study carried out for UBA; FKZ 363 01 392; not yet published; Dresden, 2021.)] 
 +[(KNOERR2021a> Knörr et al. (2021a): 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: Energieverbrauch und Schadstoffemissionen des motorisierten Verkehrs in Deutschland 1960-2035, sowie TREMOD, im Auftrag des Umweltbundesamtes, Heidelberg & Berlin, 2021. )]
 [(EMEPEEA2019> EMEP/EEA (2019): EMEP/EEA air pollutant emission inventory guidebook 2019, https://www.eea.europa.eu/publications/emep-eea-guidebook-2019/part-b-sectoral-guidance-chapters/1-energy/1-a-combustion/1-a-3-c-railways/view; Copenhagen, 2019.)] [(EMEPEEA2019> EMEP/EEA (2019): EMEP/EEA air pollutant emission inventory guidebook 2019, https://www.eea.europa.eu/publications/emep-eea-guidebook-2019/part-b-sectoral-guidance-chapters/1-energy/1-a-combustion/1-a-3-c-railways/view; Copenhagen, 2019.)]
 [(RENTZ2008> 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 )] [(RENTZ2008> 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.)] [(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.)]