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1.A.3.b iv - Road Transport: Mopeds & Motorcycles

Short description

In sub-categories 1.A.3.b iv - Road Transport: Mopeds & Motorcycles emissions from fuel combustion in motorised two-wheelers are reported.

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

Methodology

Activity data

Specific consumption data for mopeds and motorcycles is generated within the TREMOD model (Knörr, 2021a) 1).

The following table provides an overview of annual amounts of gasoline fuels consumed by motorized two-wheelers in Germany.

Table 1: Annual fuel consumption of mopeds and motorcycles, in terajoules

1990 1995 2000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
MOPEDS
Gasoline 4,953 3,102 3,133 3,056 3,021 3,169 3,240 3,517 3,298 3,235 3,067 3,152 3,155 3,173 3,186 3,181 3,119 3,160 3,230
Biogasoline 0 0 0 21 44 43 62 100 127 133 136 135 137 138 138 134 140 136 147
Ʃ Mopeds 4,953 3,102 3,133 3,077 3,065 3,212 3,302 3,617 3,426 3,368 3,203 3,287 3,293 3,310 3,324 3,315 3,259 3,296 3,377
MOTORCYCLES
Gasoline 16,747 16,206 20,514 19,740 18,888 18,352 17,563 16,613 15,680 15,294 14,426 14,326 14,731 14,502 14,786 15,152 14,483 14,618 14,875
Biogasoline 0 0 0 21 44 43 62 100 127 133 136 135 137 138 138 134 140 136 147
Ʃ Motorcycles 16,747 16,206 20,514 19,761 18,932 18,395 17,625 16,714 15,807 15,427 14,562 14,461 14,868 14,640 14,925 15,287 14,623 14,754 15,022
MOTORIZED 2-WHEELERS: Mopeds & Motorcycles
Gasoline 21,700 19,308 23,648 22,796 21,909 21,521 20,803 20,130 18,978 18,530 17,493 17,478 17,887 17,675 17,972 18,333 17,601 17,777 18,104
Biogasoline 0 0 0 157 316 291 398 575 733 760 775 749 778 767 781 773 791 767 827
Ʃ 1.A.3.b iv 21,700 19,308 23,648 22,953 22,225 21,812 21,201 20,705 19,712 19,289 18,268 18,227 18,665 18,441 18,753 19,106 18,393 18,544 18,931

source: TREMOD 2)

Annual energy input: Mopeds Annual energy input: Motorcycles

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 TREMOD 4).

However, it is not possible to present these highly specific 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: Overview of applied EMEP/EEA defaults and other tier1 EF

As Cd Cr Cu Hg Ni Pb Se Zn PCDD/F B[a]P B[b]F B[k]F I[…]P PAH 1-4
[g/TJ] [µg/km] [mg/TJ]
0.007 0.005 0.145 0.103 0.200 0.053 0.037 0.005 0.758 0.0000027 192.91 215.88 156.17 234.25 799.21

NFR 1.A.3.b iv is no key category.

Since 1990, exhaust emissions of NOx, NMVOC, and CO have decreased due to technical improvements.

Annual nitrogen oxides Annual NMVOC oxides Annual cabron monoxide oxides

As for the entire road transport sector, the trends for sulphur dioxide exhaust emissions from two-wheelers shows charcteristics very different from those shown above: Here, the strong dependence on increasing fuel qualities (sulphur content) leads to an cascaded downward trend of emissions , influenced only slightly by increases in fuel consumption and mileage.

Particle emissions result from the comusbtion of gasoline and bioethanol. Here, due to the assumption that nearly all TSP emitted is formed by particles in the PM2.5 range, similar estimates are provided for all three fractions. (Exception: Until 1997, additional TSP emissions from use of leaded gasoline are included.)

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.

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 2019
GASOLINE
current submission 21.700 19.308 23.648 22.796 21.909 21.521 20.803 20.130 18.978 18.530 17.493 17.478 17.887 17.675 17.972 18.333 17.601 17.777
previous submission 21.700 19.308 23.648 22.796 21.909 21.521 20.803 20.130 18.978 18.530 17.492 17.480 17.894 17.691 18.003 18.385 17.702 17.974
absolute change 0,00 0,00 0,00 0,00 0,00 0,00 0,00 0,00 0,00 0,00 0,29 -1,58 -7,59 -16,6 -30,7 -51,9 -100 -197
relative change 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% -0,01% -0,04% -0,09% -0,17% -0,28% -0,57% -1,10%
BIOGASOLINE
current submission 157 316 291 398 575 733 760 775 749 778 767 781 773 791 767
previous submission 157 316 291 398 575 733 760 775 749 778 767 782 775 796 775
absolute change 0,00 0,00 0,00 0,00 0,00 0,00 0,00 0,01 -0,07 -0,33 -0,72 -1,33 -2,19 -4,50 -8,49
relative change 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% -0,01% -0,04% -0,09% -0,17% -0,28% -0,57% -1,10%
TOTAL FUEL CONSUMPTION
current submission 21.700 19.308 23.648 22.953 22.225 21.812 21.201 20.705 19.712 19.289 18.271 18.231 18.669 18.447 18.759 19.113 18.401 18.553
previous submission 21.700 19.308 23.648 22.953 22.225 21.812 21.201 20.705 19.712 19.289 18.270 18.233 18.677 18.464 18.791 19.167 18.505 18.758
absolute change 0,00 0,00 0,00 0,00 0,00 0,00 0,00 0,00 0,00 0,00 0,30 -1,65 -7,92 -17,3 -32,0 -54,1 -105 -205
relative change 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% 0,00% -0,01% -0,04% -0,09% -0,17% -0,28% -0,57% -1,10%

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

For pollutant-specific information on recalculated emission estimates for Base Year and 2019, please see the 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. (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.
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.