1.A.4.c ii - Agriculture/Forestry/Fishing: Off-Road Vehicles and Other Machinery

Short description

Under sub-category 1.A.4.c ii - Agriculture/Forestry/Fishing: Off-road Vehicles and other Machinery fuel combustion activities and resulting emissions from off-road vehicles and machinery used in agriculture and forestry are reported seperately.

NFR Code Source category Method AD EF Key Category Analysis
1.A.4.c ii Agriculture/Forestry/Fishing: Off-Road Vehicles and Other Machinery T1, T2 NS, M CS, D, M L & T: BC, PM2.5, PM10 / L: NOx,
including mobile sources sub-categories
1.A.4.c ii (a) Off-road Vehicles and Other Machinery: Agriculture T1, T2 NS, M CS, D, M -
1.A.4.c ii (b) Off-road Vehicles and Other Machinery: Forestry T1, T2 NS, M CS, D, M -

Methodology

Activity data

Sector-specific consumption data is included in the primary fuel-delivery data are available from NEB line 67: 'Commercial, trade, services and other consumers' (AGEB, 2022) 1).

Table 1: Sources for primary fuel-delivery data

through 1994 AGEB - National Energy Balance, line 79: 'Haushalte und Kleinverbraucher insgesamt'
as of 1995 AGEB - National Energy Balance, line 67: 'Gewerbe, Handel, Dienstleistungen u. übrige Verbraucher'

Following the deduction of energy inputs for military vehicles as provided in (BAFA, 2022) 2), the remaining amounts of gasoline and diesel oil are apportioned onto off-road construction vehicles (NFR 1.A.2.g vii) and commercial/institutional used off-road vehicles (1.A.4.a ii) as well as agriculture and forestry (NFR 1.A.4.c ii) based upon annual shares derived from TREMOD MM (Knörr et al. (2022b)) 3) (cf. superordinate chapter).

To provide more specific information on mobile sources in agriculture and forestry, the inventory compiler further devides NFR sector 1.A.4.c ii into 1.A.4.c ii (i) - NRMM in agriculture in and 1.A.4.c ii (ii) - NRMM in forestry.

Table 2: Annual percentual contribution of NFR 1.A.4.c ii to the primary fuel delivery data provided in NEB line 67

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
DIESEL FUELS
1.A.4.c ii (i) 47.5% 45.6% 43.8% 46.2% 47.4% 47.2% 47.2% 48.0% 47.8% 48.2% 48.4% 48.5% 48.4% 48.4% 48.2% 48.6%
1.A.4.c ii (ii) 2.41% 1.36% 2.15% 2.88% 2.91% 2.99% 2.77% 2.76% 2.81% 2.89% 2.72% 2.79% 3.35% 3.54% 4.15% 4.25%
GASOLINE FUELS1
1.A.4.c ii (ii) 68.5% 40.3% 44.9% 41.4% 35.5% 35.6% 33.1% 32.9% 33.1% 33.3% 31.6% 31.9% 35.8% 36.8% 40.3% 40.8%

source: own estimations based on Knörr et al. (2022b) 4) 1 no gasoline used in agriculatural vehicles and mobile machinery

Table 3: Annual mobile fuel consumption in agriculture and forestry, in terajoules

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Diesel oil 55,882 45,884 43,681 40,258 44,553 45,522 44,555 47,035 48,921 51,776 53,829 55,520 52,338 53,249 55,280 56,140
Biodiesel 3,093 3,005 3,324 3,029 1,568 1,430 414 404 432 1,678 1,591 1,600 1,794 1,707 2,679 2,761
Gasoline 2,573 3,416 3,176 3,145 2,789 3,006 2,832 2,854 2,964 3,043 3,033 4,592 3,900
Biogasoline 20.8 60.6 58.6 18.4 17.3 18.8 72.8 69.1 67.5 80.7 73.6 122 131
Ʃ 1.A.4.c ii 58,974 48,888 47,005 45,880 49,597 50,186 48,133 50,246 52,378 56,359 58,342 60,152 57,256 58,062 62,674 62,933

Annual energy input

Emission factors

The emission factors applied here are of rather different quality:

Basically, for all main pollutants, carbon monoxide and particulate matter, annual IEF modelled within TREMOD MM are used, representing the sector's vehicle-fleet composition, the development of mitigation technologies and the effect of fuel-quality legislation.

For Information on the country-specific implied emission factors applied to mobile machinery in agriculture and forestry, please refer to the respective sub-chapters linked above.

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.

Table: Outcome of Key Catgegory Analysis

for: NOx PM2.5 PM10 BC
by: Level L L Level & Trend
NFR 1.A.4.c ii is key source for emissions of NOx, BC, PM2.5 and PM10.

Unregulated pollutants (Ammonia, HMs, POPs, ...)

For all unregulated pollutants, emission trends directly follow the trend in fuel consumption.

Annual ammonia emissions

Here, exemplary for cadmium, the extreme steps in emission estimates result from two effects:

(i) the annual amounts of gasoline fuels allocated to NFR 1.A.4.c ii depend on the amounts delivered to the military also covered in NEB line 67. (see superordinate chapter for further information). This approach results in strong declines in gasoline consumption after 2007 and 2011 followed by an increase after 2014. In addition, in contrast to the main pollutants, all heavy-metal and POP emissions are calculated based on default EF from 5).

 Annual NMVOVC emissions

Table 4: Development of gasoline consumption in NFR 1.A.4.c ii, in terajoules

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Gasoline 1.543 1.404 392 383 412 1.660 1.575 1.588 1.741 1.739
Biogasoline 60 58 17 16 18 72 68 67 78 75

(ii) All gasoline fuels allocated to NFR 1.A.4.c ii are used in 2-stroke-engines in forestry equipment. As the 2-stroke fuel also includes lubricant oil, the fuel's heavy metal content is significantly higher than that of 4-stroke gasoline (or diesel fuels). (see Appendix 2.3 for more information on the reporting of HM emissions.)

Table 5: Tier1 default emission factors applied to NRMM, in g/TJ

Pb Cd Hg As Cr Cu Ni Se Zn
Diesel oil 0.012 0.001 0.123 0.002 0.198 0.133 0.005 0.002 0.419
Biodiesel1 0.013 0.001 0.142 0.003 0.228 0.153 0.005 0.003 0.483
Gasoline fuels - 4-stroke 0.037 0.005 0.200 0.007 0.145 0.103 0.053 0.005 0.758
Gasoline fuels - 2-stroke2 0.051 2.10 0.196 0.007 8.96 357 14.7 2.09 208
LPG (1.A.4.a ii only) NE

1 values differ from EFs applied for fossil diesel oil to take into account the specific NCV of biodiesel 2 including the HM of 1:50 lube oil mixed to the gasoline Hence, emission estimates reported for cadmium are significantly higher for years with higher gasoline use (in 2-stroke enignes).

Regulated pollutants

For all regulated pollutants, emission trends follow not only the trend in fuel consumption but also reflect the impact of fuel-quality and exhaust-emission legislation.

 Annual nitrogen oxides emissions

Here, emissions of sulphur oxides follow the step-by-step reduction of sulphur contents in liquid fuels, resulting in a reduction of over 99% since 1990:

 Annual sulphur oxides emissions

Particulate matter & Black carbon

Over-all PM emissions are by far dominated by emissions from diesel oil combustion with the falling trend basically following the decline in fuel consumption between 2000 and 2005. Nonetheless, the decrease of the over-all emission trend was and still is amplified by the expanding use of particle filters especially to eliminate soot emissions.

Additional contributors such as the impact of TSP emissions from the use of leaded gasoline (until 1997) have no significant effect onto over-all emission estimates.

 Annual particulate matter emissions

Recalculations

Revisions in activity data result from revised activity data for gasoline used in military vehicles (entire timeseries; see NFR 1.A.5.b) as well as the implementation of primary activity data from the now finalised NEB 2020.

Table 6: Revision of annual activity data, in terajoules

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
DIESEL FUELS
current submission 55,882 45,884 43,681 42,831 47,968 48,698 47,700 49,824 51,927 54,608 56,683 58,484 55,381 56,282 59,872
previous submission 55,958 45,954 43,747 42,885 48,026 48,756 47,757 49,883 51,987 54,671 56,749 58,552 55,445 56,347 59,342
absolute change -76.63 -69.87 -66.11 -54.60 -58.06 -58.42 -56.86 -58.01 -60.17 -63.57 -66.01 -68.11 -64.12 -65.11 530
relative change -0.14% -0.15% -0.15% -0.13% -0.12% -0.12% -0.12% -0.12% -0.12% -0.116% -0.116% -0.12% -0.12% -0.12% 0.89%
GASOLINE FUELS
current submission 3,093 3,005 3,324 3,050 1,628 1,488 433 422 451 1,751 1,660 1,668 1,875 1,781 2,802
previous submission 3,093 3,004 3,325 3,050 1,629 1,488 433 422 451 1,752 1,660 1,668 1,875 1,781 2,229
absolute change -0.15 0.09 -0.63 -0.72 -0.4 -0.4 -0.1 -0.1 -0.1 -0.5 -0.5 -0.5 -0.5 -0.5 573
relative change 0.00% 0.00% -0.02% -0.02% -0.03% -0.03% -0.03% -0.03% -0.03% -0.03% -0.03% -0.03% -0.03% -0.03% 25.72%
OVER-ALL FUEL CONSUMPTION
current submission 58,974 48,888 47,005 45,880 49,597 50,186 48,133 50,246 52,378 56,359 58,342 60,152 57,256 58,062 62,674
previous submission 59,051 48,958 47,071 45,936 49,655 50,245 48,190 50,304 52,438 56,423 58,409 60,220 57,320 58,128 61,571
absolute change -76.78 -69.78 -66.74 -55.32 -58.5 -58.8 -57.0 -58.1 -60.3 -64.1 -66.5 -68.6 -64.6 -65.6 1,103
relative change -0.13% -0.14% -0.14% -0.12% -0.12% -0.12% -0.12% -0.12% -0.11% -0.114% -0.114% -0.11% -0.11% -0.11% 1.79%

In contrast, all emission factors remain unrevised compared to last year's susbmission.

For pollutant-specific information on recalculated emission estimates for Base Year and 2020, please see the recalculation tables following chapter 8.1 - Recalculations.

Uncertainties

Uncertainty estimates for activity data of mobile sources derive from research project FKZ 360 16 023: “Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland” by (Knörr et al. (2009)) 6).

Uncertainty estimates for emission factors were compiled during the PAREST research project. Here, the final report has not yet been published.

Planned improvements

Besides a routine revision of TREMOD MM, no specific improvements are planned.

FAQs

Why are similar EF applied for estimating exhaust heavy metal emissions from both fossil and biofuels?

The EF provided in 7) represent summatory values for (i) the fuel's and (ii) the lubricant's heavy-metal content as well as (iii) engine wear. Here, there might be no heavy metal contained the biofuels. But since the specific shares of (i), (ii) and (iii) cannot be separated, and since the contributions of lubricant and engine wear might be dominant, the same emission factors are applied to biodiesel and bioethanol.


1) AGEB, 2022: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; https://ag-energiebilanzen.de/daten-und-fakten/bilanzen-1990-bis-2020/?wpv-jahresbereich-bilanz=2011-2020, (Aufruf: 23.11.2021), Köln & Berlin, 2022
2) BAFA, 2022: Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, BAFA): Amtliche Mineralöldaten für die Bundesrepublik Deutschland; https://www.bafa.de/SharedDocs/Downloads/DE/Energie/Mineraloel/moel_amtliche_daten_2021_12.xlsx;jsessionid=80E1FD32B36918F682608C03FDE79257.1_cid381?__blob=publicationFile&v=5, Eschborn, 2022.
3), 4) 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, 2022.
5), 7) EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook – 2019, Copenhagen, 2019.
6) 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.