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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, 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 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. (2022b) 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 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
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 no gasoline used in agricultural vehicles and mobile machinery
Table 3: Annual mobile fuel consumption in agriculture, in terajoules
1990 | 1995 | 2000 | 2005 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Diesel Oil | 53,188 | 44,553 | 41,633 | 37,893 | 41,973 | 42,813 | 42,087 | 44,479 | 46,205 | 48,848 | 50,968 | 52,500 | 48,950 | 49,622 | 50,901 | 51,619 |
Biodiesel | 0 | 0 | 0 | 2,421 | 3,218 | 2,987 | 2,970 | 2,638 | 2,839 | 2,672 | 2,702 | 2,803 | 2,846 | 2,826 | 4,228 | 3,586 |
Ʃ 1.A.4.c ii (i) | 53,188 | 44,553 | 41,633 | 40,315 | 45,191 | 45,800 | 45,057 | 47,117 | 49,045 | 51,520 | 53,670 | 55,302 | 51,795 | 52,448 | 55,129 | 55,205 |
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 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
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 |
NMVOC | 258 | 231 | 205 | 165 | 124 | 118 | 112 | 106 | 99.7 | 93.8 | 88.6 | 83.8 | 79.1 | 74.8 | 70.6 | 66.4 |
NOx | 873 | 886 | 916 | 832 | 682 | 655 | 629 | 605 | 581 | 560 | 541 | 522 | 505 | 489 | 471 | 451 |
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 |
PM2 | 125 | 109 | 93.1 | 74.7 | 57.4 | 54.8 | 52.4 | 50.1 | 47.5 | 44.8 | 42.3 | 39.8 | 37.5 | 35.4 | 33.2 | 30.9 |
BC3 | 229 | 201 | 171 | 134 | 97.1 | 91.5 | 86.3 | 81.5 | 76.4 | 71.5 | 66.9 | 62.7 | 58.6 | 54.9 | 51.3 | 47.6 |
CO | 882 | 834 | 779 | 674 | 555 | 536 | 518 | 500 | 479 | 459 | 441 | 424 | 407 | 391 | 375 | 359 |
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
Revisions in activity data result from slightly revised annual shares adapted EBZ 67 shares as well as the implementation of primary activity data from the now finalised NEB 2020.
Table 6: Revised annual shares of NEB line 67, in %
1990 | 1995 | 2000 | 2005 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
current submission | 0,475 | 0,456 | 0,438 | 0,462 | 0,474 | 0,472 | 0,472 | 0,480 | 0,478 | 0,482 | 0,484 | 0,485 | 0,484 | 0,484 | 0,482 |
previous submission | 0,476 | 0,456 | 0,439 | 0,462 | 0,475 | 0,472 | 0,473 | 0,480 | 0,478 | 0,483 | 0,485 | 0,485 | 0,484 | 0,484 | 0,483 |
absolute change | -0,001 | -0,001 | -0,001 | -0,001 | -0,001 | -0,001 | -0,001 | -0,001 | -0,001 | -0,001 | -0,001 | -0,001 | -0,001 | -0,001 | -0,001 |
relative change | -0,14% | -0,15% | -0,15% | -0,13% | -0,12% | -0,12% | -0,12% | -0,12% | -0,12% | -0,12% | -0,12% | -0,12% | -0,1% | -0,12% | -0,1% |
Table 5: Revised activity data, in terajoules
1990 | 1995 | 2000 | 2005 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
current submission | 53,188 | 44,553 | 41,633 | 40,315 | 45,191 | 45,800 | 45,057 | 47,117 | 49,045 | 51,520 | 53,670 | 55,302 | 51,795 | 52,448 | 55,129 |
previous submission | 53,263 | 44,622 | 41,696 | 40,366 | 45,246 | 45,855 | 45,111 | 47,172 | 49,102 | 51,580 | 53,732 | 55,367 | 51,855 | 52,509 | 54,641 |
absolute change | -75.7 | -68.7 | -63.4 | -51.4 | -54.6 | -54.8 | -53.6 | -54.7 | -56.7 | -59.9 | -62.4 | -64.3 | -59.9 | -60.6 | 488 |
relative change | -0.14% | -0.15% | -0.15% | -0.1% | -0.1% | -0.12% | -0.12% | -0.12% | -0.12% | -0.12% | -0.12% | -0.12% | -0.12% | -0.12% | 0.89% |
For pollutant-specific information on recalculated emission estimates reported for Base Year and 2020, 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.