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sector:energy:fuel_combustion:transport:road_transport:emissions_from_fuel_combustion_in_road_vehicles:start [2021/01/18 20:18] – kotzullasector:energy:fuel_combustion:transport:road_transport:emissions_from_fuel_combustion_in_road_vehicles:start [2022/03/16 08:36] (current) – kotzulla
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 ===== Methodology ===== ===== Methodology =====
  
-=== Activity data ===+==== Activity data ====
  
-Basically, total inland fuel deliveries are available from the National Energy Balances (NEBs) (AGEB, 2018) [((bibcite 1))], line 62: Straßenverkehr (Road Transport) as compiled by the Association of the German Petroleum Industry (MWV) [((bibcite 2))]. +Basically, total inland fuel deliveries are available from the National Energy Balances (NEBs) (AGEB, 2021) [(AGEB2021)], line 62: Straßenverkehr (Road Transport) as compiled by the Association of the German Petroleum Industry (MWV) [(MWV2021)]. 
  
-Based upon these primary activity data, specific consumption data for the different types of road vehicles are generated within TREMOD [((bibcite 3))]. +Based upon these primary activity data, specific consumption data for the different types of road vehicles are generated within TREMOD [(KNOERR2021a)]. 
  
 <WRAP center round info 60%> <WRAP center round info 60%>
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-=== Emission factors ===+==== Emission factors ====
  
-The majority of emissions factors for exhaust emissions from road transport are taken from the 'Handbook Emission Factors for Road Transport' (HBEFA, version 4.1) [((bibcite 4))] where they are provided on a tier3 level mostly and processed within the TREMOD software used by the party [((bibcite 3))]. +The majority of emissions factors for exhaust emissions from road transport are taken from the 'Handbook Emission Factors for Road Transport' (HBEFA, version 4.1) [(KELLER2017)] where they are provided on a tier3 level mostly and processed within the TREMOD software used by the party [(KNOERR2021a)]. 
  
 <WRAP center round info 100%> <WRAP center round info 100%>
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 As it is not possible to present these tier3 values in a comprehendible way, the NFR sub-chapters linked above provide sets of fuel-specific implied emission factors instead. As it is not possible to present these tier3 values in a comprehendible way, the NFR sub-chapters linked above provide sets of fuel-specific implied emission factors instead.
  
-For heavy-metal (other then lead from leaded gasoline) and PAH exhaust-emissions, default emission factors from (EMEP/EEA, 2019) [((bibcite 5))] have been applied. +For heavy-metal (other then lead from leaded gasoline) and PAH exhaust-emissions, default emission factors from (EMEP/EEA, 2019) [(EMEPEEA2019)] have been applied. 
-Regarding PCDD/F, tier1 EF from (Rentz et al., 2008) [((bibcite 6))] are used instead.+Regarding PCDD/F, tier1 EF from (Rentz et al., 2008) [(RENTZ2008)] are used instead.
  
 +<WRAP center round info 100%>
 +For information on the **emission factors for heavy-metal and POP exhaust emissions**, please refer to Appendix 2.3 - Heavy Metal (HM) exhaust emissions from mobile sources and Appendix 2.4 - Persistent Organic Pollutant (POP) exhaust emissions from mobile sources.
 +</WRAP>
 ===== Trends of exhaust emissions from road transport vehicles ===== ===== Trends of exhaust emissions from road transport vehicles =====
  
 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. 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.
  
-The observed trends for **NO,,x,,, NMVOC and CO emissions** represent the changes in legislatory emission limits and the regarding implementation of mitigation technologies.+The observed trends for **NO<sub>x</sub>, NMVOC and CO emissions** represent the changes in legislatory emission limits and the regarding implementation of mitigation technologies.
  
-Trends for **sulphur dioxide** (SO,,2,,) and **ammonia** (NH,,3,,) exhaust emissions show charcteristics very different from those shown above.  +Trends for **sulphur dioxide** show charcteristics very different from those shown above.  
-Here, the strong dependence on increasing fuel qualities leads to an cascaded downward trend of **SO,,2,, emissions**, influenced only slightly by increases in fuel consumption and mileage. +Here, the strong dependence on increasing fuel qualities leads to an cascaded downward trend of **SO<sub>2</sub> emissions**, influenced only slightly by increases in fuel consumption and mileage. 
  
 The following table provides the development of sulphur contents over the years for Old (OGL) and New German Länder (NGL) and Germany (GER). The following table provides the development of sulphur contents over the years for Old (OGL) and New German Länder (NGL) and Germany (GER).
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 | :::                 |  since 2003       |      8 ppm |        8 ppm | | :::                 |  since 2003       |      8 ppm |        8 ppm |
  
-For **exhaust particulate matter emissions** from diesel road vehicles, the party assumes that nearly all particles emitted are within the PM,,2.5,, range, resulting in similar emission values for PM,,2.5,,, PM,,10,,, and TSP.+For **exhaust particulate matter emissions** from diesel road vehicles, the party assumes that nearly all particles emitted are within the PM<sub>2.5</sub> range, resulting in similar emission values for PM<sub>2.5</sub>, PM<sub>10</sub>, and TSP.
 Excumptions from this assumption can be observed for gasoline road vehicles for the years until 1997 when **additional TSP emissions** resulted **from the use of leaded gasoline** that was banned in 1997. Excumptions from this assumption can be observed for gasoline road vehicles for the years until 1997 when **additional TSP emissions** resulted **from the use of leaded gasoline** that was banned in 1997.
-Furthermore, **black carbon** emissions are estimated via implied emission factors derived from fractions of PM as provided in [((bibcite 5))].+Furthermore, **black carbon** emissions are estimated via implied emission factors derived from fractions of PM as provided in [(EMEPEEA2019)]. 
 + 
 +For **Heavy Metals** and **PAHs**, emissions are calculated with tier1 default EF from [(EMEPEEA2019)] resulting in trends that simply reflect the annual fuel consumption. 
 + 
 +{{sector:energy:fuel_combustion:transport:road_transport:emissions_from_fuel_combustion_in_road_vehicles:emep2019_1.a.3.bi-iv_table3-86_hm_from_engine_wear.png?nolink&700}}
  
-For **Heavy Metals** and **PAHs**, emissions are calculated with tier1 default EF from [((bibcite 5))] resulting in trends that simply reflect the annual fuel consumption. 
 Here, the only excumption are **lead emissions from leaded gasoline** that was in use until 1996 with lead contents provided in the table below: Here, the only excumption are **lead emissions from leaded gasoline** that was in use until 1996 with lead contents provided in the table below:
  
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 ===== Recalculations ===== ===== Recalculations =====
  
-Recalculations of exhaust-emissions are mainly based on the fundamental revision of the underlying TREMOD model adapting version 4.1 of the Handbook Emission Factors for Road Transport (HBEFA).  +Recalculations of exhaust-emissions are mainly based on annual routine revisions of the underlying TREMOD model. For more information, please see the specific chapters linked above.
-Here, all country-specific emission factors have been revised fundamentally and for the entire time series.  +
- +
-[[gallery size="medium"]] +
-: HBEFA4-1.PNG  +
-[[/gallery]] +
- +
-------+
  
-[[bibliography]] +[(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.)] 
-: 1 : AGEB, 2019: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; URL: http://www.ag-energiebilanzen.de/7-0-Bilanzen-1990-2017.html, Köln & Berlin, 2019. +[(BAFA2021> BAFA, 2021: Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, BAFA): Amtliche Mineralöldaten für die Bundesrepublik Deutschland; 
-: 2 : MWV, 2019: Association of the German Petroleum Industry (Mineralölwirtschaftsverband, MWV): Annual Report 2018, URL: https://www.mwv.de/publikationen/jahresberichte/, Berlin, 2019. +URL: https://www.bafa.de/SharedDocs/Downloads/DE/Energie/Mineraloel/moel_amtliche_daten_2018_dezember.html, Eschborn, 2021.)] 
-: 3 : 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, 2019. +[(MWV2021> MWV (2021): Association of the German Petroleum Industry (Mineralölwirtschaftsverband, MWV): Annual Report 2019, 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, 2020.)] 
-: 4 : INFRAS, 2019: Handbook Emission Factors for Road Transport, version 4.1 (Handbuch Emissionsfaktoren des Straßenverkehrs 4.1); URL: https://www.hbefa.net/e/documents/HBEFA41_Development_Report.pdf- Dokumentation, Bern, 2019. +[(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, 2020. )] 
-: 5 : EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook 2019; Copenhagen, 2019. +[(KELLER2017> 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. )] 
-: 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 +[(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-b-i/view; Copenhagen, 2019.)] 
-: 7 : 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. +[(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 )]
-[[/bibliography]]+