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| sector:energy:fuel_combustion:transport:road_transport:emissions_from_fuel_combustion_in_road_vehicles:passenger_cars [2021/04/08 15:45] – kotzulla | sector:energy:fuel_combustion:transport:road_transport:emissions_from_fuel_combustion_in_road_vehicles:passenger_cars [2022/03/22 12:03] (current) – [Recalculations] kotzulla | ||
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| In sub-category //1.A.3.b i - Road transport: Passenger cars// emissions from fuel combustion in passenger cars (PCs) are reported. | 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 | + | ^ Category Code ^ Method |
| - | | 1.A.3.b i | T1, T3 ||||| NS, M | + | | 1.A.3.b i | T1, T3 |
| - | ^ | + | ^ |
| - | | 1.A.3.b i | + | | Key Category: |
| ===== Methodology ===== | ===== Methodology ===== | ||
| Line 21: | Line 21: | ||
| __Table 1: Annual passenger car fuel consumption, | __Table 1: Annual passenger car fuel consumption, | ||
| - | | | + | | |
| - | ^ Diesel oil | + | ^ Diesel oil |
| - | ^ Gasoline | + | ^ Gasoline |
| - | ^ LPG | 138 | 138 | | + | ^ LPG | 138 | 138 | |
| - | ^ CNG | 0 | 0 | 0 | 1,604 | 5,351 | 5,494 | 5,140 | 4,380 | 4,483 | 4,476 | 3,590 | 3,247 | 3,332 | 3,412 | | + | ^ 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 | + | ^ Biodiesel |
| - | ^ Biogasoline | + | ^ Biogasoline |
| - | ^ Biogas | + | ^ Biogas |
| - | | **Ʃ 1.A.3.b i** ^ 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 ^ | + | | **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, |
| Here, the following charts underline the ongoing shift from gasoline to diesel-powered passenger cars, that started around 1999/2000. | Here, the following charts underline the ongoing shift from gasoline to diesel-powered passenger cars, that started around 1999/2000. | ||
| - | {{ : | + | {{: |
| - | {{ : | + | {{: |
| - | {{ : | + | {{: |
| - | {{ :sector:energy: | + | |
| - | {{ : | + | |
| <WRAP center round info 60%> | <WRAP center round info 60%> | ||
| Line 48: | Line 46: | ||
| However, it is not possible to present these highly specific tier3 values in a comprehendible way here. | However, it is not possible to present these highly specific tier3 values in a comprehendible way here. | ||
| - | |||
| - | [!-- | ||
| - | __Table 2: selected annual fuel-specific IEF for passenger cars, in kg/TJ__ | ||
| - | |||
| - | | | **1990** | ||
| - | | **Gasoline fuels**< | ||
| - | ^ NH< | ||
| - | ^ NMVOC< | ||
| - | ^ NO< | ||
| - | ^ SO< | ||
| - | ^ CO | ||
| - | ^ BC< | ||
| - | ^ PM< | ||
| - | ^ TSP< | ||
| - | | **Diesel fuels**< | ||
| - | ^ NH< | ||
| - | ^ NMVOC | 45.5 | 36.8 | 29.1 | 18.6 | 16.5 | 15.0 | 13.5 | 12.5 | 11.7 | 11.0 | 10.4 | 9.93 | 9.64 | 9.62 | 9.85 | 10.1 | | ||
| - | ^ NO< | ||
| - | ^ SO< | ||
| - | ^ CO | ||
| - | ^ BC< | ||
| - | ^ PM< | ||
| - | | **Liquefied Petroleum Gas - LPG** |||||||||||||||| | ||
| - | ^ NH< | ||
| - | ^ NMVOC | 329 | 283 | 49.6 | 9.73 | 8.63 | 8.22 | 7.50 | 7.24 | 7.17 | 7.10 | 6.97 | 6.88 | 6.82 | 6.78 | 6.77 | 6.75 | | ||
| - | ^ NO< | ||
| - | ^ SO< | ||
| - | ^ CO | ||
| - | ^ BC< | ||
| - | ^ PM< | ||
| - | | **Compressed Natural Gas (CNG) & Biogas**< | ||
| - | ^ NH< | ||
| - | ^ NMVOC | | | | 0.48 | 0.48 | 0.48 | 0.48 | 0.48 | 0.48 | 0.49 | 0.49 | 0.49 | 0.50 | 0.51 | 0.52 | 0.52 | | ||
| - | ^ NO< | ||
| - | ^ SO< | ||
| - | ^ CO | ||
| - | ^ BC< | ||
| - | ^ PM< | ||
| - | < | ||
| - | < | ||
| - | < | ||
| - | < | ||
| - | < | ||
| - | < | ||
| - | --] | ||
| <WRAP center round info 100%> | <WRAP center round info 100%> | ||
| Line 101: | Line 54: | ||
| Regarding PCDD/F, a tier1 EF from (Rentz et al., 2008) [(RENTZ2008)] is used. | Regarding PCDD/F, a tier1 EF from (Rentz et al., 2008) [(RENTZ2008)] is used. | ||
| - | __Table | + | __Table |
| | | | | ||
| | | | | ||
| Line 117: | Line 70: | ||
| ===== Discussion of emission trends ===== | ===== Discussion of emission trends ===== | ||
| - | __Table: Outcome of Key Category Analysis__ | + | __Table |
| - | ^ for: ^ NOₓ | + | | for: ^ NO< |
| - | | by: | + | | |
| ====Non-methane volatile organic compounds, nitrogen oxides, and carbon monoxide==== | ====Non-methane volatile organic compounds, nitrogen oxides, and carbon monoxide==== | ||
| Line 125: | Line 78: | ||
| Since 1990, exhaust emissions of **nitrogen oxides**, **NMVOC**, | Since 1990, exhaust emissions of **nitrogen oxides**, **NMVOC**, | ||
| - | {{ : | + | {{: |
| - | {{ : | + | {{: |
| - | {{ : | + | {{: |
| ==== Ammonia and sulphur dioxide==== | ==== 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 SO,, | + | 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. | ||
| + | |||
| + | {{: | ||
| + | |||
| + | 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==== | ====Particulate matter & Black carbon==== | ||
| + | |||
| //(from fuel combustion only; no wear/ | //(from fuel combustion only; no wear/ | ||
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| Due to this fuel-specific fractions, the trend of BC emissions reflects the ongoing shift from gasoline to diesel (" | Due to this fuel-specific fractions, the trend of BC emissions reflects the ongoing shift from gasoline to diesel (" | ||
| - | {{ : | + | {{: |
| - | __Table: EURO norms and their effect on limit values of PM emissions from diesel passenger cars__ | + | __Table |
| ^ exhaust emission standard (EURO norm) | **Euro 1** | **Euro 2** | ^ exhaust emission standard (EURO norm) | **Euro 1** | **Euro 2** | ||
| | in force **for type approval** since: | | in force **for type approval** since: | ||
| Line 159: | Line 119: | ||
| Here, **activity data** were revised within TREMOD. | Here, **activity data** were revised within TREMOD. | ||
| - | __Table | + | __Table |
| - | | | **1990** | **1995** | **2000** | **2005** | **2006** | + | | |
| - | | **DIESEL OIL** |||||||||||||||||| | + | | **DIESEL OIL** |
| - | ^ Submission 2021 | + | ^ 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 | + | ^ 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 | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **BIODIESEL** | + | | **BIODIESEL** |
| - | ^ Submission 2021 | + | ^ Submission 2021 | | |
| - | ^ Submission 2020 | + | ^ Submission 2020 | | |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **GASOLINE** | + | | **GASOLINE** |
| - | ^ Submission 2021 | + | ^ Submission 2021 | 1,280,592 | 1,263,563 | 1,198, |
| - | ^ Submission 2020 | + | ^ Submission 2020 | 1,280,592 | 1,263,563 | 1,198, |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **BIOGASOLINE** | + | | **BIOGASOLINE** |
| - | ^ Submission 2021 | + | ^ Submission 2021 | | | | |
| - | ^ Submission 2020 | + | ^ Submission 2020 | | | | |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **CNG** | + | | **COMPRESSED NATURAL GAS - CNG** |
| - | ^ Submission 2021 | + | ^ Submission 2021 | |
| - | ^ Submission 2020 | + | ^ Submission 2020 | |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **BIOGAS** | + | | **BIOGAS** |
| - | ^ Submission 2021 | + | ^ Submission 2021 | | | | |
| - | ^ Submission 2020 | + | ^ Submission 2020 | | | | |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **LPG** | + | | **LIQUEFIED PETROLEUM GAS - LPG** ||||||||||||||| |
| - | ^ Submission 2021 | + | ^ Submission 2021 | | | | | | | |
| - | ^ Submission 2020 | + | ^ Submission 2020 | | | | | | | |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| - | | **TOTAL FUEL CONSUMPTION** | + | | **TOTAL FUEL CONSUMPTION** |
| - | ^ Submission 2021 | + | ^ Submission 2021 | 1,531,811 | 1,568,749 | 1,533, |
| - | ^ Submission 2020 | + | ^ 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, |
| - | ^ absolute change | + | ^ absolute change |
| - | ^ relative change | + | ^ relative change |
| 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. | 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. | ||
| - | <WRAP center round info 60%> | + | |
| - | For more information on recalculated emission estimates | + | <WRAP center round info 65%> |
| + | For **pollutant-specific | ||
| </ | </ | ||
| Line 211: | Line 172: | ||
| Besides a routine revision of the underlying model, no specific improvements are planned. | Besides a routine revision of the underlying model, no specific improvements are planned. | ||
| - | |||
| - | ===== FAQs ===== | ||
| [(KNOERR2020a> | [(KNOERR2020a> | ||