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sector:energy:fuel_combustion:industry:mobile_combustion_in_manufacturing_industries_construction [2022/11/09 12:10] – [Table] kotzulla | sector:energy:fuel_combustion:industry:mobile_combustion_in_manufacturing_industries_construction [2023/03/10 10:05] (current) – [Table] mielke | ||
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| 1.A.2.g vii | T1,T2 ||||| NS, M ||||| CS, D, M ||||| | | 1.A.2.g vii | T1,T2 ||||| NS, M ||||| CS, D, M ||||| | ||
^ ^ NO< | ^ ^ NO< | ||
- | | Key Category: | + | | Key Category: |
===== Methodology ===== | ===== Methodology ===== | ||
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==== Activity data ==== | ==== Activity data ==== | ||
- | Sector-specific consumption data is included in the primary fuel-delivery data are available from NEB line 67: ' | + | Sector-specific consumption data is included in the primary fuel-delivery data are available from NEB line 67: ' |
__Table 1: Sources for primary fuel-delivery data__ | __Table 1: Sources for primary fuel-delivery data__ | ||
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| as of 1995 | **AGEB** - National Energy Balance, line 67: ' | | as of 1995 | **AGEB** - National Energy Balance, line 67: ' | ||
- | Following the deduction of energy inputs for military vehicles as provided in (BAFA, | + | Following the deduction of energy inputs for military vehicles as provided in (BAFA, |
__Table 2: Percental annual contribution of 1.A.2.g vii to fuel-specific over-all delivery data provided in NEB line 67__ | __Table 2: Percental annual contribution of 1.A.2.g vii to fuel-specific over-all delivery data provided in NEB line 67__ | ||
| | | | ||
- | ^ Diesel Fuels | 43.0% | 46.4% | 47.0% | 43.7% | 43.1% | 43.4% | 43.7% | 43.2% | 43.5% | 43.1% | 43.0% | 42.9% | 42.6% | 42.4% | 42.1% | | | + | ^ Diesel Fuels | 43.0% | 46.4% | 47.1% | 43.8% | 43.2% | 43.5% | 43.8% | 43.3% | 43.6% | 43.2% | 43.1% | 43.0% | 42.6% | 42.5% | 42.2% | |
- | ^ Gasoline Fuels | 31.5% | 59.7% | 55.1% | 58.6% | 64.5% | 64.4% | 66.9% | 67.1% | 66.9% | 66.7% | 68.4% | 68.1% | 64.2% | 63.2% | 59.6% | | | + | ^ Gasoline Fuels | 31.5% | 59.7% | 55.1% | 58.6% | 64.5% | 64.4% | 66.9% | 67.1% | 66.9% | 66.7% | 68.4% | 68.1% | 64.2% | 63.2% | 59.7% | |
__Table 3: Annual fuel consumption in construction vehicles and mobile machinery, in terajoules__ | __Table 3: Annual fuel consumption in construction vehicles and mobile machinery, in terajoules__ | ||
- | | ^ 1990 | + | | ^ 1990 |
- | ^ Diesel Oil | + | ^ Diesel Oil |
- | ^ Gasoline | + | ^ Gasoline |
- | ^ Biodiesel | + | ^ Biodiesel |
- | ^ Biogasoline | + | ^ Biogasoline |
- | | **Ʃ 1.A.2.g vii** ^ 49.497 ^ 49.791 ^ 48.747 ^ 42.489 ^ 44.039 ^ 44.834 ^ 42.558 ^ 43.321 ^ 45.622 ^ 49.585 ^ 51.272 ^ 52.542 ^ | + | | **Ʃ 1.A.2.g vii** ^ 49.581 ^ 49.868 ^ 48.822 ^ 42.552 ^ 44.105 ^ 44.901 ^ 42.623 ^ 43.386 ^ 45.689 ^ 49.656 ^ 51.346 ^ 52.618 ^ |
> NOTE: The remarkable increase in gasoline consumption after 2014 relates to the strongly increased inland deliveries reported in NEB line 67. | > NOTE: The remarkable increase in gasoline consumption after 2014 relates to the strongly increased inland deliveries reported in NEB line 67. | ||
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The emission factors used here are of rather different quality: | The emission factors used here are of rather different quality: | ||
- | Basically, for all **main pollutants**, | + | Basically, for all **main pollutants**, |
__Table 4: Annual country-specific emission factors< | __Table 4: Annual country-specific emission factors< | ||
- | | | + | | |
- | | **Gasoline fuels** | + | | **Gasoline fuels** |
- | ^ NH< | + | ^ NH< |
- | ^ NMVOC< | + | ^ NMVOC< |
- | ^ NMVOC< | + | ^ NMVOC< |
- | ^ NO< | + | ^ NO< |
- | ^ SO< | + | ^ SO< |
- | ^ BC< | + | ^ BC< |
- | ^ PM< | + | ^ PM< |
- | ^ TSP< | + | ^ TSP< |
- | ^ CO | 38,459 | 35,290 | 32,423 | 32,108 | 34,681 | 35,250 | 35,791 | 36,289 | 36,661 | 36,840 | 36,918 | 36,973 | | + | ^ CO | 38,510 | 35,310 | 32,415 | 32,095 | 34,666 | 35,236 | 35,776 | 36,274 | 36,646 | 36,825 | 36,903 | 36,958 | |
- | ^ Pb | 1.47 | 0.52 | leaded gasoline out of use since 1997 ||||||||||||| | + | ^ Pb | 1.47 | 0.52 | leaded gasoline out of use since 1997 |||||||||||||| |
- | | **Diesel fuels** | + | | **Diesel fuels** |
- | ^ NH< | + | ^ NH< |
- | ^ NMVOC | + | ^ NMVOC |
- | ^ NO< | + | ^ NO< |
- | ^ SO< | + | ^ SO< |
- | ^ BC< | + | ^ BC< |
- | ^ PM< | + | ^ PM< |
- | ^ CO | 584 | 576 | 545 | 414 | 318 | 307 | 299 | 292 | 286 | 281 | 277 | 273 | 269 | 265 | 258 | | + | ^ CO | 584 | 576 | 545 | 414 | 319 | 307 | 297 | 286 | 273 | 260 | 248 | 236 | |
< | < | ||
< | < | ||
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</ | </ | ||
- | For lead (Pb) from leaded gasoline and corresponding TSP emissions, additional emissions are are calculated from 1990 to 1997 based upon contry-specific emission factors from [(KNOERR2021b)]. | + | For lead (Pb) from leaded gasoline and corresponding TSP emissions, additional emissions are are calculated from 1990 to 1997 based upon contry-specific emission factors from [(KNOERR2022b)]. |
<WRAP center round info 100%> | <WRAP center round info 100%> | ||
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__Table: Outcome of Key Category Analysis__ | __Table: Outcome of Key Category Analysis__ | ||
- | | for: ^ CO | + | | for: | NOx |
- | | by: | Level | L | + | | |
For all unregulated pollutants, emission trends directly follow the trend in fuel consumption. | For all unregulated pollutants, emission trends directly follow the trend in fuel consumption. | ||
- | In contrast, for all regulated pollutants (such as NOx, SOx, NMVOC and particles), emission trends follow not only the trend in fuel consumption but also reflect the impact of fuel-quality and exhaust-emission legislation. | + | In contrast, for all regulated pollutants (such as NO< |
{{ : | {{ : | ||
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===== Recalculations ===== | ===== Recalculations ===== | ||
- | Revisions in **activity data** result from slightly adapted EBZ 67 shares as well as the implementation of primary activity data from the now finalised NEB 2019. | + | Revisions in **activity data** result from slightly |
Furthermore, | Furthermore, | ||
- | __Table 6: Revised | + | |
- | ^ | + | __Table 6: Revised |
- | | DIESEL FUELS | + | | |
- | ^ Submission 2022 | | + | | DIESEL FUELS |
- | ^ Submission | + | ^ Submission 2023 |
- | ^ absolute change | + | ^ Submission 2022 | |
- | ^ relative | + | ^ absolute change |
- | | GASOLINE FUELS ||||||||||||||||||| | + | ^ relative change |
- | ^ Submission 2022 | 1,420 | 4,453 | 4,079 | 4,312 | 4,393 | 3,959 | 4,645 | | + | | GASOLINE FUELS |
- | ^ Submission 2021 | 1,420 | 4,453 | 4,079 | 4,302 | 4,373 | 3,946 | 4,622 | | + | ^ Submission |
- | ^ absolute change | + | ^ Submission 2022 | 0,315 | |
- | ^ relative change | + | ^ absolute change |
- | | OVER-ALL FUEL CONSUMPTION | + | ^ relative change |
- | ^ Submission 2022 | 49,497 | 49,791 | 48,747 | 42,489 | 45, | + | |
- | ^ Submission 2021 | 49,497 | 49,791 | 48,747 | 42,478 | 45, | + | __Table 7: Revised activity data, in terajoules__ |
- | ^ absolute change | + | ^ ^ 1990 |
- | ^ relative change | + | | DIESEL FUELS |||||||||||||||| |
+ | ^ Submission 2022 | 48.161 | 45.414 | 44.743 | 38.239 | 41.151 | 42.211 | 41.748 | 42.525 | 44.777 | 46.146 | 47.756 | 49.053 | 45.663 | 46.059 | 48.170 | ||
+ | ^ Submission 2021 | 48.078 | 45.337 | 44.668 | 38.177 | 41.085 | 42.145 | 41.684 | 42.460 | 44.710 | 46.075 | 47.682 | 48.977 | 45.591 | 45.987 | 47.614 | | ||
+ | ^ absolute | ||
+ | ^ relative change | ||
+ | | GASOLINE FUELS |||||||||||||||| | ||
+ | ^ Submission 2022 | 1.420 | 4.453 | 4.079 | 4.313 | 2.954 | 2.690 | 874 | 861 | 912 | 3.510 | 3.590 | 3.565 | 3.365 | 3.064 | | ||
+ | ^ Submission 2021 | 1.420 | 4.453 | 4.079 | 4.312 | 2.954 | 2.689 | 874 | 861 | 912 | 3.509 | 3.590 | 3.565 | 3.365 | 3.063 | | ||
+ | ^ absolute change | ||
+ | ^ relative change | ||
+ | | OVER-ALL FUEL CONSUMPTION | ||
+ | ^ Submission 2022 | 49.581 | 49.868 | 48.822 | 42.552 | 44.105 | 44.901 | 42.623 | 43.386 | 45.689 | 49.656 | 51.346 | 52.618 | | ||
+ | ^ Submission 2021 | 49.497 | 49.791 | 48.747 | 42.489 | 44.039 | 44.834 | 42.558 | 43.321 | 45.622 | 49.585 | 51.272 | 52.542 | 48.956 | 49.050 | 50.907 | ||
+ | ^ absolute change | ||
+ | ^ relative change | ||
As in contrast, all **emission factors** remain unrevised compared to last year's susbmission, | As in contrast, all **emission factors** remain unrevised compared to last year's susbmission, | ||
<WRAP center round info 60%> | <WRAP center round info 60%> | ||
- | For **pollutant-specific information on recalculated emission estimates for Base Year and 2019**, please see the pollutant specific recalculation tables following [[general: | + | For **pollutant-specific information on recalculated emission estimates for Base Year and 2020**, please see the pollutant specific recalculation tables following [[general: |
</ | </ | ||
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The EF provided in [(EMEPEEA2019)] represent summatory values for (i) the fuel's and (ii) the lubricant' | The EF provided in [(EMEPEEA2019)] represent summatory values for (i) the fuel's and (ii) the lubricant' | ||
- | [(AGEB2021> | + | [(AGEB2022> |
- | [(BAFA2021> | + | [(BAFA2022> |
- | URL: https:// | + | https:// |
- | [(KNOERR2021b>Knörr et al. (2021b): Knörr, W., Heidt, C., Gores, S., & Bergk, F.: ifeu Institute for Energy and Environmental Research (Institut für Energie- und Umweltforschung Heidelberg gGmbH, ifeu): Aktualisierung des Modells TREMOD-Mobile Machinery (TREMOD MM) 2021, Heidelberg, | + | [(KNOERR2022b>Knörr et al. (2022b): Knörr, W., Heidt, C., Gores, S., & Bergk, F.: ifeu Institute for Energy and Environmental Research (Institut für Energie- und Umweltforschung Heidelberg gGmbH, ifeu): Aktualisierung des Modells TREMOD-Mobile Machinery (TREMOD MM) 2022, Heidelberg, |
[(EMEPEEA2019> | [(EMEPEEA2019> | ||
[(RENTZ2008> | [(RENTZ2008> | ||
[(KNOERR2009> | [(KNOERR2009> |