1.A.3.b i - Road transport: Passenger cars

Short description

In sub-category 1.A.3.b i - Road transport: Passenger cars emissions from fuel combustion in passenger cars (PCs) are reported.

Category Code Method AD EF
1.A.3.b i 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: L/T L/T -/- -/- L/T L/T -/- L/T L/T L/T -/- -/- -/- -/- -

Methodology

Detailed information on the methods applied is provided in the superordinate chapter .

Activity data

Specific consumption data for passenger cars is generated within TREMOD 1).

The following table gives an overview of annual amounts of the fuels consumed by passenger cars in Germany.

Table 1: Annual passenger car fuel consumption, in terajoule

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Diesel oil 251,081 304,573 330,544 447,843 491,676 517,444 518,614 556,128 589,881 612,125 640,924 661,185 630,091 628,890 522,536
Gasoline 1,280,592 1,263,563 1,198,941 960,365 766,348 763,397 719,090 718,324 721,175 685,451 685,537 695,328 669,083 675,721 605,570
LPG 138 138 94.0 2,357 21,823 23,613 23,532 23,077 21,464 18,963 16,799 15,377 16,153 14,602 13,667
CNG 0 0 0 1,604 5,351 5,494 5,140 4,378 4,464 4,443 3,562 3,623 3,297 3,786 4,421
Biodiesel 0 475 3,662 29,928 37,695 36,104 36,601 32,981 36,249 33,483 33,979 35,297 36,626 35,820 43,406
Biogasoline 0 0 0 6,597 29,609 31,292 31,866 30,792 31,362 29,729 29,777 29,315 30,084 29,144 27,647
Biogas 0 0 0 0 0 0 734 866 1,125 749 838 1,001 887 1,539 2,028
Ʃ 1.A.3.b i 1,531,811 1,568,749 1,533,241 1,448,694 1,352,502 1,377,342 1,335,578 1,366,546 1,405,720 1,384,943 1,411,416 1,441,125 1,386,222 1,389,502 1,219,276

Here, the following charts underline the ongoing shift from gasoline to diesel-powered passenger cars, that started around 1999/2000.

Annual over-all energy input Annual energy input from diesel fuels Annual energy input from gasoline fuels

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) 2) where they are provided on a tier3 level mostly and processed within the TREMOD software used by the party 3).

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 (EMEP/EEA, 2019) 4) have been applied. Regarding PCDD/F, a tier1 EF from (Rentz et al., 2008) 5) is used.

Table 2: tier1 emission factors

Pb Cd Hg As Cr Cu Ni Se Zn B[a]P B[b]F B[k]F I[1,2,3-c,d]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
Biodiesel1 0.013 0.001 0.142 0.003 0.228 0.153 0.005 0.003 0.483 575 601 317 569 2.062
Gasoline fuels 0.037 0.005 0.200 0.007 0.145 0.103 0.053 0.005 0.758 96 140 69 158 464
CNG2 & biogas3 NE NE NE NE NE NE NE NE NE NE NE NE NE NE
LPG4 NE NE NE NE NE NE NE NE NE 4.35 0.00 4.35 4.35 13.0
all fuels 0.000006

1 values differ from EFs applied for fossil diesel oil to take into account the specific NCV of biodiesel
2 no specific default available from 6); value derived from CNG powered busses
3 no specific default available from 7); values available for CNG also applied for biogas
4 no specific default available from 8); value derived from LPG powered passenger cars

Table 3: Outcome of Key Category Analysis

for: NOx NMVOC CO PM10 PM2.5 BC Pb PCDD/F
by: Level & Trend L/T L/T L/T L/T L/T L/T L/-

Non-methane volatile organic compounds, nitrogen oxides, and carbon monoxide

Since 1990, exhaust emissions of nitrogen oxides, 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.

Annual nitrogen oxides emissions Annual NMVOC emissions Annual carbon monoxide emissions

Ammonia and sulphur dioxide

As for the entire road transport sector, the trends for sulphur dioxide and ammonia exhaust emissions from passenger cars show 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.

Annual sulphur oxides emissions

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.

Annual ammonia emissions

Particulate matter & Black carbon

(from fuel combustion only; no wear/abrasion included)

Starting in the middle of the 1990s, a so-called “diesel boom” began, leading to a switch from gasoline to diesel powered passenger cars. As the newly registered diesel cars had to meet the EURO2 standard (in force since 1996/'97) with a PM limit value less than half the EURO1 value, the growing diesel consumption was overcompensated qickly by the mitigation technologies implemented due to the new EURO norm. During the following years, new EURO norms came into force. With the still ongoing “diesel boom” those norms led to a stabilisation (EURO3, 2000/'01) of emissions and to another strong decrease of PM emissions (EURO4, 2005/'06), respectively. Over-all, the increased consumption of diesel in passenger cars was overastimated by the implemented mitigation technologies. The table below shows the evolution of the limit value for particle emissions from passenger cars with diesel engines.

With this submission, Black Carbon (BC) emissions are reported for the first time. Here, EF are estimated based on as fractions of PM as provided in 9). Due to this fuel-specific fractions, the trend of BC emissions reflects the ongoing shift from gasoline to diesel (“dieselisation”).

 Annual particulate matter emissions

Table 4: EURO norms and their effect on limit values of PM emissions from diesel passenger cars

exhaust emission standard (EURO norm) Euro 1 Euro 2 Euro 3 Euro 4 Euro 5 Euro 6
in force for type approval since: 1 Jul 1992 1 Jan 1996 1 Jan 2000 1 Jan 2005 1 Sep 2009 1 Sep 2014
in force for initial registration since 1 Jan 1993 1 Jan 1997 1 Jan 2001 1 Jan 2006 1 Jan 2011 1 Jan 2015
resulting PM limit value in [mg/km] 180 80/1001 50 25 5 5

1 for direct injection engines

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 5: Revised fuel consumption data, in terajoules

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
DIESEL OIL
Submission 2021 251,081 304,573 330,544 447,843 491,676 517,444 518,614 556,128 589,881 612,125 640,924 661,185 630,091 628,890
Submission 2020 251,081 304,573 330,544 447,843 491,684 517,460 518,642 556,149 589,801 612,084 641,130 661,289 629,483 628,079
absolute change 0.00 0.00 0.00 0.00 -8.16 -16.2 -28.1 -20.5 79.9 41.2 -205 -104 608 811
relative change 0.00% 0.0% 0.00% 0.00% 0.00% 0.00% -0.01% 0.00% 0.01% 0.01% -0.03% -0.02% 0.10% 0.13%
BIODIESEL
Submission 2021 475 3,662 29,928 37,695 36,104 36,601 32,981 36,249 33,483 33,979 35,297 36,626 35,820
Submission 2020 475 3,662 29,928 37,696 36,105 36,603 32,982 36,244 33,481 33,989 35,303 36,591 35,762
absolute change 0.00 0.00 0.00 -0.63 -1.13 -1.99 -1.22 4.91 2.25 -10.9 -5.56 35.4 58.5
relative change 0.0% 0.0% 0.00% 0.00% 0.00% -0.01% 0.00% 0.01% 0.01% -0.03% -0.02% 0.10% 0.16%
GASOLINE
Submission 2021 1,280,592 1,263,563 1,198,941 960,365 766,348 763,397 719,090 718,324 721,175 685,451 685,537 695,328 669,083 675,721
Submission 2020 1,280,592 1,263,563 1,198,941 960,365 766,348 763,397 719,091 718,322 721,165 685,429 685,497 695,259 668,949 675,555
absolute change 0.00 0.00 0.00 0.00 0.00 0.00 -0.37 2.06 9.96 21.8 40.4 68.7 134 166
relative change 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.01% 0.01% 0.02% 0.02%
BIOGASOLINE
Submission 2021 6,597 29,609 31,292 31,866 30,792 31,362 29,729 29,777 29,315 30,084 29,144
Submission 2020 6,597 29,609 31,292 31,866 30,792 31,361 29,728 29,775 29,312 30,078 29,136
absolute change 0.00 0.00 0.00 -0.02 0.09 0.43 0.95 1.75 2.90 6.04 7.41
relative change 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.01% 0.01% 0.02% 0.03%
COMPRESSED NATURAL GAS - CNG
Submission 2021 138 138 94 2,357 21,823 23,613 23,532 23,077 21,464 18,963 16,799 15,377 16,153 14,602
Submission 2020 138 138 94 2,357 21,823 23,613 23,532 23,077 21,464 18,963 16,799 15,377 16,153 17,332
absolute change 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 -2.730
relative change 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.0% 0.0% -15.8%
BIOGAS
Submission 2021 1,604 5,351 5,494 5,140 4,378 4,464 4,443 3,562 3,623 3,297 3,786
Submission 2020 1,604 5,351 5,494 5,140 4,380 4,483 4,476 3,590 3,247 3,332 3,412
absolute change 0.00 0.00 0.00 -0.02 -1.59 -18.3 -32.3 -27.9 376 -35.7 374
relative change 0.0% 0.0% 0.0% 0.0% 0.0% -0.4% -0.7% -0.8% 11.6% -1.1% 11.0%
LIQUEFIED PETROLEUM GAS - LPG
Submission 2021 734 866 1.125 749 838 1.001 887 1.539
Submission 2020 734 867 1.130 755 844 1.009 897 1.561
absolute change 0.00 -0.31 -4.61 -5.45 -6.56 -8.29 -9.60 -21.5
relative change 0.00% -0.04% -0.41% -0.72% -0.78% -0.82% -1.07% -1.38%
TOTAL FUEL CONSUMPTION
Submission 2021 1,531,811 1,568,749 1,533,241 1,448,694 1,352,502 1,377,342 1,335,578 1,366,546 1,405,720 1,384,943 1,411,416 1,441,125 1,386,222 1,389,502
Submission 2020 1,531,811 1,568,749 1,533,241 1,448,694 1,352,511 1,377,360 1,335,609 1,366,568 1,405,647 1,384,915 1,411,625 1,440,795 1,385,484 1,390,837
absolute change 0.00 0.00 0.00 0.00 -8.79 -17.4 -30.5 -21.5 72.3 28.5 -209 330 739 -1,335
relative change 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.01% 0.00% -0.01% 0.02% 0.05% -0.10%

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.


1), 3) 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.
2) 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.
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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
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.