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1.A.4.c ii (a) - Off-road Vehicles and other Machinery: Agriculture
Short description
Under sub-category 1.A.4.c ii (a) fuel combustion activities and resulting emissions from agricultural off-road vehicles and mobile machinery are reported.
NFR-Code | Source category | Method | AD | EF | Key Category Analysis |
---|---|---|---|---|---|
1.A.4.c ii (a) | Off-road Vehicles and Other Machinery: Agriculture | T1, T2 | NS, M | CS, D, M | see superordinate chapter |
Methodology
Activity data
Subsector-specific consumption data is included in the primary fuel-delivery data are available from NEB line 67: 'Commercial, trade, services and other consumers' (AGEB, 2021) 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, 2021) 2), the remaining amounts of gasoline and diesel oil are apportioned onto off-road construction vehicles (NFR 1.A.2.g vii) and off-road vehicles in commercial/institutional use (1.A.4. ii) as well as agriculture and forestry (NFR 1.A.4.c ii) based upon annual shares derived from TREMOD-MM (Knörr et al. (2021b) 3) (cf. NFR 1.A.4 - mobile).
Table 2: Annual contribution of agricultural vehicles and mobile machinery to the primary diesel1 fuels delivery data provided in NEB line 67
1990 | 1995 | 2000 | 2005 | 2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
47.6% | 45.6% | 43.9% | 46.2% | 45.1% | 45.9% | 46.4% | 47.2% | 47.5% | 47.2% | 47.3% | 48.0% | 47.8% | 48.3% | 48.5% | 48.5% | 48.4% | 48.4% | 48.3% |
1 no gasoline used in agricultural vehicles and mobile machinery
Table 3: Annual mobile fuel consumption in agriculture, in terajoules
1990 | 1995 | 2000 | 2005 | 2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Diesel Oil | 53,263 | 44,622 | 41,696 | 37,942 | 37,462 | 38,245 | 39,332 | 42,296 | 42,024 | 42,864 | 42,137 | 44,531 | 46,259 | 48,905 | 51,027 | 52,561 | 49,006 | 49,679 | 50,450 |
Biodiesel | 0 | 0 | 0 | 2,424 | 4,141 | 4,707 | 3,737 | 3,379 | 3,222 | 2,991 | 2,974 | 2,641 | 2,843 | 2,675 | 2,705 | 2,806 | 2,849 | 2,830 | 4,191 |
Ʃ 1.A.4.c ii (i) | 53,263 | 44,622 | 41,696 | 40,366 | 41,602 | 42,952 | 43,069 | 45,675 | 45,246 | 45,855 | 45,111 | 47,172 | 49,102 | 51,580 | 53,732 | 55,367 | 51,855 | 52,509 | 54,641 |
Emission factors
The emission factors applied here are of rather different quality: 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.
Table 3: Annual country-specific emission factors1, in kg/TJ
1990 | 1995 | 2000 | 2005 | 2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
NH3 | 0,15 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 | 0,16 |
NMVOC | 258 | 232 | 205 | 165 | 157 | 150 | 144 | 131 | 124 | 118 | 112 | 106 | 99,7 | 93,8 | 88,6 | 83,8 | 79,1 | 74,8 | 70,6 |
NOx | 874 | 886 | 916 | 832 | 808 | 784 | 760 | 713 | 682 | 655 | 629 | 605 | 581 | 560 | 541 | 523 | 506 | 489 | 471 |
SOx | 79,6 | 60,5 | 14,0 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 | 0,37 |
PM2 | 125 | 109 | 93,1 | 74,7 | 71,0 | 67,8 | 65,2 | 60,1 | 57,4 | 54,8 | 52,4 | 50,1 | 47,4 | 44,8 | 42,2 | 39,8 | 37,5 | 35,4 | 33,2 |
BC3 | 229 | 201 | 171 | 134 | 126 | 119 | 114 | 103 | 97,1 | 91,5 | 86,2 | 81,5 | 76,3 | 71,4 | 66,9 | 62,7 | 58,6 | 54,9 | 51,3 |
CO | 882 | 834 | 779 | 674 | 653 | 633 | 616 | 575 | 555 | 536 | 518 | 502 | 484 | 468 | 453 | 441 | 428 | 416 | 403 |
1 due to lack of better information: similar EF are applied for fossil and biofuels
2 EF(PM2.5) also applied for PM10 and TSP (assumption: > 99% of TSP consists of PM2.5)
3 estimated via a f-BCs as provided in 4), Chapter 1.A.2.g vii, 1.A.4.a ii, b ii, c ii, 1.A.5.b i - Non-road, note to Table 3-1: Tier 1 emission factors for off-road machinery
NOTE: With respect to the country-specific emission factors applied for particulate matter, given the circumstances during test-bench measurements, condensables are most likely included at least partly. During test-bench measurements, temperatures are likely to be significantly higher than under real-world conditions, thus reducing condensation. On the contrary, smaller dillution (higher number of primary particles acting as condensation germs) together with higher pressures increase the likeliness of condensation. So over-all condensables are very likely to occur but different to real-world conditions.
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.
Recalculations
With emissions factors unrevised, recalculated emission estimates result solely from the implementation of the now finalized NEB 2019.
Table 4: Revised diesel-oil consumption 2019, in [TJ]
2019 | |
---|---|
current submission | 52,509 |
previous submission | 52,415 |
absolute change | 94.2 |
relative change | 0.18% |
For pollutant-specific information on recalculated emission estimates reported for Base Year and 2019, please see the recalculation tables following chapter 8.1 - Recalculations.
Planned improvements
Besides a routine revision of the underlying model, no specific improvements are planned.