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sector:energy:fuel_combustion:transport:road_transport:start [2021/01/18 20:15] – kotzulla | sector:energy:fuel_combustion:transport:road_transport:start [2022/03/16 08:39] – [Recalculations] kotzulla | ||
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^ NFR-Code | ^ NFR-Code | ||
| **[[sector: | | **[[sector: | ||
- | | 1.A.3.b i | [[sector: | + | | 1.A.3.b i | [[sector: |
- | | 1.A.3.b ii | [[sector: | + | | 1.A.3.b ii | [[sector: |
- | | 1.A.3.b iii | [[sector: | + | | 1.A.3.b iii | [[sector: |
- | | 1.A.3.b iv | [[sector: | + | | 1.A.3.b iv | [[sector: |
| **Fugitive Emissions from Road Vehicles** | | **Fugitive Emissions from Road Vehicles** | ||
| 1.A.3.b v | [[sector: | | 1.A.3.b v | [[sector: | ||
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| 1.A.3.b vi | [[sector: | | 1.A.3.b vi | [[sector: | ||
| 1.A.3.b vii | [[sector: | | 1.A.3.b vii | [[sector: | ||
- | |||
- | Abbreviations used below as well as in the following chapters on road transport for the different types of vehicles: | ||
- | * **PCs** | ||
- | * **LDVs** | ||
- | * **HDVs** | ||
- | * **MCs** - Motorcycles (if not reported separatly: including mopeds) | ||
Emissions from motorised road traffic in Germany are reported under this category. It includes traffic on public roads within Germany, except for agricultural and forestry transports and military transports. Calculations are made for the vehicle categories of passenger cars, motorcycles, | Emissions from motorised road traffic in Germany are reported under this category. It includes traffic on public roads within Germany, except for agricultural and forestry transports and military transports. Calculations are made for the vehicle categories of passenger cars, motorcycles, | ||
- | Since 1990, emissions of NO,,x,,, CO, NMVOC and SO,,2,, from road transports have decreased sharply, due to catalytic-converter use and engine improvements resulting from continual tightening of emissions laws, and due to improved fuel quality. | + | Since 1990, emissions of NO<sub>x</ |
For buses and heavy duty vehicles (over 3.5 t total permissible vehicle weight), maximum permissible levels of hydrocarbon (HC, incl. NMVOC) emissions were lowered especially sharply (-40%) via the introduction of the EURO3 standard in 2000. Since EURO3 vehicles were very quick to reach the market as of 2000, the emission factor for hydrocarbon emissions from diesel fuel - and the relevant emissions themselves – decreased considerably after 2000. | For buses and heavy duty vehicles (over 3.5 t total permissible vehicle weight), maximum permissible levels of hydrocarbon (HC, incl. NMVOC) emissions were lowered especially sharply (-40%) via the introduction of the EURO3 standard in 2000. Since EURO3 vehicles were very quick to reach the market as of 2000, the emission factor for hydrocarbon emissions from diesel fuel - and the relevant emissions themselves – decreased considerably after 2000. | ||
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===== Methodology ===== | ===== Methodology ===== | ||
- | Emissions are calculated with the aid of the TREMOD model (" | + | Emissions are calculated with the aid of the TREMOD model (" |
This model adopts a " | This model adopts a " | ||
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For calculation with TREMOD, extensive basic data from generally accessible statistics and special surveys were used, co-ordinated, | For calculation with TREMOD, extensive basic data from generally accessible statistics and special surveys were used, co-ordinated, | ||
- | === Activity Data === | + | ==== Activity Data ==== |
- | The basis for CSE data collection for the road-transport sector consists of fuel consumption data provided by the Working Group on Energy Balances (AGEB). For each year, the sum of the activity rates for the various individual structural elements must correspond to the Energy Balance data, in terajoule. The relevant basic Energy Balance data is shown in the table below. | + | The basis for CSE data collection for the road-transport sector consists of fuel consumption data provided by the Working Group on Energy Balances (AGEB) |
- | __Table 1: Fuel consumption in German road transport, in terajoule__ | + | __Table 1: Fuel consumption in German road transport, in terajoules__ |
- | || ||= **Diesel oil** ||= **Gasoline** ||= **Biodiesel** ||= **Biogasoline** ||= **Biogas** ||= **Liquefied | + | | |
- | ||~ 1990 ||> 735, | + | ^ |
- | ||~ 1991 ||> 785, | + | ^ |
- | ||~ 1992 ||> 853, | + | ^ |
- | ||~ 1993 ||> 907, | + | ^ |
- | ||~ 1994 ||> 932, | + | ^ |
- | ||~ 1995 ||> 964, | + | ^ |
- | ||~ 1996 ||> 964, | + | ^ |
- | ||~ 1997 ||> 979, | + | ^ |
- | ||~ 1998 ||> 1,022,794 ||> 1,300,463 ||> 4,081 ||> 0 ||> 0 ||> 106 ||> 0 ||> 0 ||> 637 ||> 204 ||> | + | ^ |
- | ||~ 1999 ||> 1,097,036 ||> 1,300,602 ||> 5,370 ||> 0 ||> 0 ||> 100 ||> 0 ||> 0 ||> 637 ||> 110 ||> | + | ^ |
- | ||~ 2000 ||> 1,108,105 ||> 1,237,055 ||> 12,276 ||> 0 ||> 0 ||> 94 ||> 0 ||> 0 ||> 414 ||> 77 ||> | + | ^ |
- | ||~ 2001 ||> 1,097,416 ||> 1,199,318 ||> 16,740 ||> 0 ||> 0 ||> 98 ||> 0 ||> 0 ||> 471 ||> 70 ||> | + | ^ |
- | ||~ 2002 ||> 1,105,842 ||> 1,166,381 ||> 20,460 ||> 0 ||> 0 ||> 607 ||> 0 ||> 0 ||> 472 ||> 73 ||> | + | ^ |
- | ||~ 2003 ||> 1,078,352 ||> 1,108,989 ||> 29,948 ||> 0 ||> 0 ||> 694 ||> 0 ||> 0 ||> 0 ||> 69 ||> | + | ^ |
- | ||~ 2004 ||> 1,110,931 ||> 1,072,720 ||> 38,806 ||> 1, | + | ^ |
- | ||~ 2005 ||> 1,078,620 ||> 992,377 ||> 71,824 ||> 6, | + | ^ |
- | ||~ 2006 ||> 1,082,042 ||> 930,834 ||> 130,165 ||> 13, | + | ^ |
- | ||~ 2007 ||> 1,073,987 ||> 892,982 ||> 143,235 ||> 12, | + | ^ |
- | ||~ 2008 ||> 1, | + | ^ |
- | ||~ 2009 ||> 1,114,939 ||> 829,227 ||> 89,375 ||> 23, | + | ^ |
- | ||~ 2010 ||> 1,168,063 ||> 791,416 ||> 88,886 ||> 30,577 ||> 0 ||> 21, | + | ^ |
- | ||~ 2011 ||> 1,197,252 ||> 787,803 ||> 82,810 ||> 32,292 ||> 0 ||> 23, | + | ^ |
- | ||~ 2012 ||> 1,223,718 ||> 742,000 ||> 85, | + | ^ |
- | ||~ 2013 ||> 1,283,637 ||> 741,150 ||> 75,504 ||> 31, | + | ^ |
- | ||~ 2014 ||> 1,296,828 ||> 744,661 ||> 79,014 ||> 32, | + | ^ |
- | ||~ 2015 ||> 1,348,789 ||> 708,672 ||> 73,116 ||> 30, | + | ^ |
- | ||~ 2016 ||> 1,393,481 ||> 709,179 ||> 73,337 ||> 30, | + | ^ |
- | ||~ 2017 ||> 1, | + | ^ |
- | ||~ 2018 ||> | + | ^ 2018 |
- | Source: Evaluation tables of the Energy Balances, " | + | ^ 2019 |
+ | ^ 2020 | ||
- | > For more information on the derivation | + | Source: Evaluation tables |
- | [!-- | + | For more information |
- | + | ||
- | + __Emission trends in road transport__ | + | |
- | + | ||
- | Whereas emission trends for **nitrogen oxides** (NO,,x,,), **NMVOC**, and **carbon monoxide** (CO) depend | + | |
- | + | ||
- | [[gallery size=" | + | |
- | : 1A3b_EM_NH3.png | + | |
- | : 1A3b_EM_NMVOC.png | + | |
- | : 1A3b_EM_NOx.png | + | |
- | : 1A3b_EM_SO2.png | + | |
- | : 1A3b_EM_CO.png | + | |
- | [[/ | + | |
- | + | ||
- | Emissions of **particulate matter** in road transport result from (i) fuel combustion and (ii) tyre and brake wear and road abrasion. | + | |
- | With implemetation of particle filter systems and the ongoing increase of annual mileage, today | + | |
- | + | ||
- | [[gallery size=" | + | |
- | : 1A3b_EM_PM.png | + | |
- | : 1A3b_EM_BC.png | + | |
- | : 1A3b_EM_PM2.5.png | + | |
- | : 1A3b_EM_PM10.png | + | |
- | : 1A3b_EM_TSP.png | + | |
- | [[/ | + | |
- | + | ||
- | --] | + | |
===== Uncertainties ===== | ===== Uncertainties ===== | ||
- | Uncertainty estimates for **activity data** of mobile sources derive from research project FKZ 360 16 023: " | + | Uncertainty estimates for **activity data** of mobile sources derive from research project FKZ 360 16 023: " |
Uncertainty estimates for **emission factors** for all 1.A.3.b sub-categories were compiled during the PAREST research project. Here, the final report has not yet been published. | Uncertainty estimates for **emission factors** for all 1.A.3.b sub-categories were compiled during the PAREST research project. Here, the final report has not yet been published. | ||
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===== Recalculations ===== | ===== Recalculations ===== | ||
- | Due to the revision of the underlying TREMOD model adapting the new version of the Handbook Emission Factors for Road Transport (HBEFA) now available in version 4.1, all country-specific emission factors have been revised fundamentally for the entire time series as of 1990. For more details please refer to chapter | + | <WRAP center round info 60%> |
+ | Basically, recalculations result from a) the revision | ||
+ | For more details please refer to chapter 1.A.3.b i-iv - Emissions from Fuel Combustion in Road Vehicles. | ||
- | + | </WRAP> | |
- | In addition, for emissions from tyre and brake wear and road abrasion, the emission factors applied for heavy metals and POPs have been adapted to the 2019 version of the EMEP/EEA Guidebook. For more details please refer to chapter [[[1-a-3-b-vi-vii-emissions-from-wear-and-abrasion | 1.A.3.b vi-vii - Road Transport: Automobile Tyre and Brake Wear and Road Abrasion]]] of this report. | + | |
===== Planned improvements ===== | ===== Planned improvements ===== | ||
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Besides the routine revision of the TREMOD model, no specific improvements are planned. | Besides the routine revision of the TREMOD model, no specific improvements are planned. | ||
- | ------ | + | [(KNOERR2021a> |
- | + | [(AGEB2021> | |
- | [[bibliography]] | + | [(MWV2021> |
- | : 1: Knörr et al. (2019a): Knörr, W., Heidt, C., Gores, S., & Bergk, F.: Fortschreibung des Daten- und Rechenmodells: | + | [(KNOERR2009> |
- | : 2 : 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; | + | |
- | [[/ | + |