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1.A.3.b iii - Transport: Road Transport: Heavy Duty Vehicles and Buses

Short description

In sub-category 1.A.3.b iii - Road Transport: Heavy Duty Vehicles and Buses emissions from fuel combustion in trucks, lorries, buses etc. are reported.

Category Code Method AD EF
1.A.3.b iii T1, T3 NS, M CS, M, D
Key Category SO2 NOx NH3 NMVOC CO BC Pb Hg Cd Diox PAH HCB TSP PM10 PM2.5
1.A.3.b iii -/- L/T -/- -/- -/- L/T -/- -/- -/- -/- -/- - -/- L/T L/T

Click to view Legend

Click to hide Legend

T = key source by Trend L = key source by Level

Methods
D Default
RA Reference Approach
T1 Tier 1 / Simple Methodology *
T2 Tier 2*
T3 Tier 3 / Detailed Methodology *
C CORINAIR
CS Country Specific
M Model
* as described in the EMEP/CORINAIR Emission Inventory Guidebook - 2007, in the group specific chapters.
AD - Data Source for Activity Data
NS National Statistics
RS Regional Statistics
IS International Statistics
PS Plant Specific data
AS Associations, business organisations
Q specific questionnaires, surveys
EF - Emission Factors
D Default (EMEP Guidebook)
C Confidential
CS Country Specific
PS Plant Specific data

Methodology

Activity data

Specific consumption data for heavy-duty vehicles (trucks and lorries) and buses are generated within TREMOD 1). - The following tables provide an overview of annual amounts of fuels consumed by these vehicles in Germany.

Table 1: Annual fuel consumption of trucks and lorries, in terajoules

1990 1995 2000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
HDVs: Buses
Diesel oil 57,322 49,060 49,204 39,890 39,400 37,316 38,776 42,093 44,448 44,080 47,336 48,611 46,147 49,428 51,353 50,519 48,606 50,088 38,954
Biodiesel 0 77 545 2,666 4,750 4,993 3,863 3,401 3,408 3,076 3,341 2,883 2,836 2,704 2,722 2,697 2,825 2,853 3,236
CNG 0 0 0 1,183 1,682 1,965 2,072 2,255 2,200 2,011 2,157 1,720 1,663 1,591 1,213 1,150 955 1,004 1,152
Biogas 0 0 0 0 0 0 0 0 0 0 308 340 419 268 285 318 257 408 529
Petroleum 0 610 414 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Ʃ Buses 57,322 49,137 49,750 43,739 45,832 44,274 44,711 47,748 50,056 49,167 53,142 53,555 51,065 53,991 55,574 54,684 52,644 54,353 43,871
HDVs: Trucks & Lorries
Diesel oil 401,801 541,198 631,094 486,181 508,342 492,112 496,382 483,129 526,568 527,325 550,954 566,780 539,718 559,069 564,622 568,615 553,447 562,904 537,774
Biodiesel 0 844 6,991 32,490 61,291 65,841 49,454 39,031 40,370 36,793 38,884 33,613 33,166 30,581 29,933 30,355 32,171 32,062 44,671
CNG 0 0 0 0 0 0 0 0 0 0 395 338 316 275 194 187 170 222 348
Biogas 0 0 0 0 0 0 0 0 0 0 56 67 80 46 46 52 46 90 160
Ʃ Trucks & Lorries 401,801 542,043 638,086 518,670 569,633 557,953 545,836 522,160 566,938 564,118 590,290 600,798 573,279 589,972 594,796 599,209 585,834 595,278 582,953
HDVs over all
Diesel oil 459,124 590,259 680,299 526,071 547,742 529,429 535,158 525,222 571,016 571,405 598,290 615,392 585,865 608,497 615,976 619,134 602,053 612,992 576,728
Biodiesel 0 921 7,537 35,155 66,042 70,833 53,317 42,432 43,778 39,869 42,225 36,496 36,002 33,285 32,656 33,052 34,996 34,915 47,907
CNG 0 0 0 1,183 1,682 1,965 2,072 2,255 2,200 2,011 2,552 2,058 1,979 1,866 1,407 1,337 1,125 1,226 1,500
Biogas 0 0 0 0 0 0 0 0 0 0 365 407 499 315 331 370 303 498 688
Petroleum 0 610 414 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Ʃ 1.A.3.b iii 459,124 591,179 687,835 562,409 615,465 602,227 590,547 569,908 616,994 613,284 643,432 654,353 624,344 643,963 650,370 653,893 638,477 649,631 626,824

source: TREMOD 6.02 2)

For information on mileage, please refer to sub-chapters on emissions from tyre & brake wear and road abrasion.

Emission factors

The majority of emission factors for exhaust emissions from road transport are taken from the 'Handbook Emission Factors for Road Transport' (HBEFA, version 4.1) 3) where they are provided on a tier3 level mostly and processed within the TREMOD software used by the party 4).

However, it is not possible to present these tier3 values in a comprehendible way here.

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. 1)

For heavy-metal (other then lead from leaded gasoline) and PAH exhaust-emissions, default emission factors from the 2019 EMEP Guidebook (EMEP/EEA, 2019) 5) have been applied. Regarding PCDD/F, tier1 EF from (Rentz et al., 2008) 6) are used instead.

Table 2: tier1 EF derived from default values

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/km]
Diesel oil 0.012 0.001 0.123 0.002 0.198 0.133 0.005 0.002 0.419 498 521 275 493 1,788
Biodiesel 0.013 0.001 0.142 0.003 0.228 0.153 0.005 0.003 0.483 575 601 317 569 2,062
CNG & Biogas NE NE NE NE NE NE NE NE NE NE NE NE NE NE
Petroleum NE NE NE NE NE NE NE NE NE NE NE NE NE NE
all fuels: buses 0.000019
all fuels: trucks & lorries 0.000016

Outcome of Key Category Analysis

for: NOx BC PM10 PM2.5
by: L/T L/T L/T L/T

Nitrogen oxides

Until 2005, NOx emissions followed mileage and fuel consumption. Since 2006, in contrast to nearly unchanged fuel consumption, emissions have decreased due to controlled catalytic-converter use and engine improvements resulting from continual tightening of emissions laws.

Non-methane volatile organic compounds (NMVOC) and carbon monoxide

Since 1990, exhaust emissions of NMVOC and carbon monoxide have decreased sharply due to catalytic-converter use and engine improvements resulting from ongoing tightening of emissions laws and improved fuel quality.

Ammonia and sulphur dioxide

As for the entire road transport sector, the trends for sulphur dioxide (SO2) and ammonia (NH3) exhaust emissions from heavy duty vehicles show charcteristics different from those shown above: Here, the strong dependence on increasing fuel qualities (sulphur content) leads to an cascaded downward trend of SO2 emissions , influenced only slightly by increases in fuel consumption and mileage. For ammonia emissions the increasing use of catalytic converters in gasoline driven cars in the 1990s lead to a steep increase whereas both the technical development of the converters and the ongoing shift from gasoline to diesel cars resulted in decreasing emissions in the following years.

Particulate matter & Black carbon

As for all reported exhaust PM emissions from mobile diesel vehicles the Party assumes that nearly all particles emitted are within the PM2.5 range, resulting in similar emission values for PM2.5, PM10, and TSP.

Recalculations

Compared to submission 2020, recalculations were carried out due to a routine revision of the TREMOD software and the revision of several National Energy Balances (NEB).

Here, activity data were revised within TREMOD due to the provision of the final NEB 2018.

Furthermore, significant re-allocations of consumption shares between the different vehicle types and classes were conducted, effecting the entire time series but with the 1.A.3.b consumptipon totals remaining unaltered.

Table 4: Revised fuel consumption data, in terajoules

1990 1995 2000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
DIESEL OIL
Submission 2021 459.124 590.259 680.299 526.071 547.742 529.429 535.158 525.220 571.008 571.389 598.264 615.361 585.893 608.417 615.537 618.619 601.836
Submission 2020 440.876 569.761 666.542 516.135 539.313 521.986 529.223 519.922 566.561 567.290 594.728 612.117 588.197 628.668 636.985 640.779 622.937
absolute change 18.248 20.497 13.757 9.936 8.429 7.443 5.935 5.298 4.447 4.099 3.536 3.244 -2.304 -20.251 -21.448 -22.159 -21.101
relative change 4,14% 3,60% 2,06% 1,93% 1,56% 1,43% 1,12% 1,02% 0,78% 0,72% 0,59% 0,53% -0,39% -3,22% -3,37% -3,46% -3,39%
BIODIESEL
Submission 2021 NO 921 7.537 35.155 66.042 70.833 53.317 42.432 43.777 39.867 42.223 36.494 36.004 33.281 32.633 33.025 34.984
Submission 2020 NO 889 7.384 34.369 64.877 69.616 52.505 41.677 43.114 39.238 41.642 36.005 35.838 34.079 33.524 33.985 35.955
absolute change 32 152 787 1.165 1.217 812 754 664 630 581 489 165 -799 -891 -960 -972
relative change 3,60% 2,06% 2,29% 1,80% 1,75% 1,55% 1,81% 1,54% 1,60% 1,39% 1,36% 0,46% -2,34% -2,66% -2,82% -2,70%
CNG
Submission 2021 NO NO NO 1.183 1.682 1.965 2.072 2.255 2.200 2.011 2.552 2.057 1.967 1.846 1.390 1.173 1.104
Submission 2020 NO NO NO 1.178 1.675 1.956 2.061 2.243 2.188 1.999 2.539 2.047 1.972 1.842 1.388 1.170 1.292
absolute change 5,06 7,19 9,39 10,63 11,33 11,61 11,95 12,64 9,98 -4,96 4,13 2,79 2,18 -188
relative change 0,43% 0,43% 0,48% 0,52% 0,51% 0,53% 0,60% 0,50% 0,49% -0,25% 0,22% 0,20% 0,19% -14,6%
BIOGAS
Submission 2021 NO NO NO NO NO NO NO NO NO NO 365 407 496 311 327 365 297
Submission 2020 NO NO NO NO NO NO NO NO NO NO 363 405 497 311 326 364 302
absolute change 1,81 1,98 -1,25 0,70 0,66 0,68 -4,99
relative change 0,50% 0,49% -0,25% 0,22% 0,20% 0,19% -1,65%
PETROLEUM
Submission 2021 NO 610 414 NO NO NO NO NO NO NO NO NO NO NO NO NO NO
Submission 2020 NO 610 414 NO NO NO NO NO NO NO NO NO NO NO NO NO NO
absolute change 0,00 0,00
relative change 0,00% 0,00%
TOTAL FUEL CONSUMPTION
Submission 2021 459.124 591.789 688.249 562.409 615.465 602.227 590.547 569.906 616.985 613.267 643.513 654.436 624.485 643.994 650.046 653.386 638.520
Submission 2020 440.876 571.260 674.340 551.681 605.865 593.558 583.789 563.842 611.862 608.527 639.272 650.574 626.504 664.900 672.222 676.297 660.487
absolute change 18.248 20.529 13.909 10.728 9.600 8.669 6.758 6.064 5.122 4.740 4.241 3.862 -2.019 -20.906 -22.176 -22.912 -21.966
relative change 4,14% 3,59% 2,06% 1,94% 1,58% 1,46% 1,16% 1,08% 0,84% 0,78% 0,66% 0,59% -0,32% -3,14% -3,30% -3,39% -3,33%

Due to the variety of highly specific tier3 emission factors applied, it is not possible to display any changes in these data sets in a comprehendible way.

For more information on recalculated emission estimates reported for Base Year and 2019, please see the pollutant-specific recalculation tables following chapter 8.1 - Recalculations.

Planned improvements

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

FAQs

1), 2), 4) Knörr et al. (2020a): 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.
3) Keller et al. (2017): Keller, M., Hausberger, S., Matzer, C., Wüthrich, P., & Notter, B.: Handbook Emission Factors for Road Transport, version 4.1 (Handbuch Emissionsfaktoren des Straßenverkehrs 4.1) URL: http://www.hbefa.net/e/index.html - Dokumentation, Bern, 2017.
5) 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-b-i/view; Copenhagen, 2019.
6) 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
1)
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.