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1.A.3.b iv - Road Transport: Mopeds & Motorcycles

Short description

In sub-categories 1.A.3.b iv - Road Transport: Mopeds & Motorcycles emissions from fuel combustion in motorised two-wheelers are reported.

Category Code Method AD EF
1.A.3.b iv T1, T3 NS, M CS, M, D
NOx NMVOC SO2 NH3 PM2.5 PM10 TSP BC CO PB Cd Hg Diox PAH HCB
Key Category: -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- -

Methodology

Activity data

Specific consumption data for mopeds and motorcycles is generated within the TREMOD model (Knörr, 2022a) 1).

The following table provides an overview of annual amounts of gasoline fuels consumed by motorized two-wheelers in Germany.

Table 1: Annual fuel consumption of mopeds and motorcycles, in terajoules

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
MOPEDS
Gasoline 5.143 3.206 3.223 3.124 3.348 3.283 3.109 3.193 3.195 3.209 3.217 3.191 3.135 3.171 3.337 3.024
Biogasoline 0 0 0 21,5 129 135 138 137 139 139 140 135 141 137 152 144
Ʃ Mopeds 5.143 3.206 3.223 3.146 3.477 3.417 3.247 3.330 3.334 3.348 3.356 3.326 3.276 3.308 3.489 3.168
MOTORCYCLES
Gasoline 17.206 16.634 20.995 20.078 15.876 15.485 14.609 14.511 14.923 14.686 14.947 15.280 14.569 14.676 14.969 13.600
Biogasoline 0 0 0 138 613 635 647 622 649 637 649 644 655 633 683 647
Ʃ Motorcycles 17.206 16.634 20.995 20.216 16.490 16.120 15.257 15.133 15.572 15.323 15.597 15.924 15.224 15.309 15.653 14.247
MOTORIZED 2-WHEELERS: Mopeds & Motorcycles
Gasoline 22.350 19.840 24.218 23.202 19.224 18.768 17.719 17.705 18.118 17.895 18.164 18.471 17.704 17.847 18.306 16.625
Biogasoline 0 0 0 159 743 769 785 759 788 776 789 779 796 770 836 791
Ʃ 1.A.3.b iv 22.350 19.840 24.218 23.361 19.967 19.537 18.504 18.464 18.906 18.671 18.953 19.250 18.500 18.616 19.142 17.416

source: TREMOD 2)

For information on mileage, please refer to sub-chapters on emissions from tyre & brake wear and road abrasion.

Emission factors

The majority of emission factors for exhaust emissions from road transport are taken from the 'Handbook Emission Factors for Road Transport' (HBEFA, version 4.1) 3) where they are provided on a tier3 level mostly and processed within TREMOD 4).

However, it is not possible to present these highly specific tier3 values in a comprehendible way here.

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. 1)

For heavy-metal (other then lead from leaded gasoline) and PAH exhaust-emissions, default emission factors from the 2019 EMEP Guidebook (EMEP/EEA, 2019) 5) have been applied. Regarding PCDD/F, tier1 EF from (Rentz et al., 2008) 6) are used instead.

Table 2: Overview of applied EMEP/EEA defaults and other tier1 EF

As Cd Cr Cu Hg Ni Pb Se Zn PCDD/F B[a]P B[b]F B[k]F I[…]P PAH 1-4
[g/TJ] [µg/km] [mg/TJ]
0.007 0.005 0.145 0.103 0.200 0.053 0.037 0.005 0.758 0.0000027 192.91 215.88 156.17 234.25 799.21

NFR 1.A.3.b iv is no key category.

Since 1990, exhaust emissions of NOx, NMVOC, and CO have decreased due to technical improvements.

Annual nitrogen oxides Annual NMVOC oxides Annual cabron monoxide oxides

As for the entire road transport sector, the trends for sulphur dioxide exhaust emissions from two-wheelers shows charcteristics very different from those shown above: Here, the strong dependence on increasing fuel qualities (sulphur content) leads to an cascaded downward trend of emissions , influenced only slightly by increases in fuel consumption and mileage.

Particle emissions result from the comusbtion of gasoline and bioethanol. Here, due to the assumption that nearly all TSP emitted is formed by particles in the PM2.5 range, similar estimates are provided for all three fractions. (Exception: Until 1997, additional TSP emissions from use of leaded gasoline are included.)

Recalculations

Compared to submission 2022, recalculations were carried out due to a routine revision of the TREMOD software and the revision of several National Energy Balances (NEB).

Here, activity data were revised within TREMOD.

Table 4: Revised fuel consumption data, in terajoules

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
GASOLINE
current submission 22,350 19,840 24,218 23,202 19,224 18,768 17,719 17,705 18,118 17,895 18,164 18,471 17,704 17,847 18,306
previous submission 21,700 19,308 23,648 22,796 18,978 18,530 17,493 17,478 17,887 17,675 17,972 18,333 17,601 17,777 18,104
absolute change 649 532 570 406 246 238 226 227 231 220 192 138 102 69.3 202
relative change 2.99% 2.76% 2.41% 1.78% 1.30% 1.29% 1.29% 1.30% 1.29% 1.24% 1.07% 0.75% 0.58% 0.39% 1.11%
BIOGASOLINE
current submission 159 743 769 785 759 788 776 789 779 796 770 836
previous submission 157 733 760 775 749 778 767 781 773 791 767 827
absolute change 2.79 9.51 9.76 10.02 9.72 10.1 9.54 8.33 5.83 4.59 2.99 9.20
relative change 1.78% 1.30% 1.29% 1.29% 1.30% 1.29% 1.24% 1.07% 0.75% 0.58% 0.39% 1.11%
TOTAL FUEL CONSUMPTION
current submission 22,350 19,840 24,218 23,361 19,967 19,537 18,507 18,468 18,911 18,676 18,959 19,257 18,507 18,625 19,152
previous submission 21,700 19,308 23,648 22,953 19,712 19,289 18,271 18,231 18,669 18,447 18,759 19,113 18,401 18,553 18,941
absolute change 649 532 570 409 256 248 236 236 241 230 200 144 107 72,3 211
relative change 2.99% 2.76% 2.41% 1.78% 1.30% 1.29% 1.29% 1.30% 1.29% 1.24% 1.07% 0.75% 0.58% 0.39% 1.11%

Due to the variety of tier3 emission factors applied, it is not possible to display any changes in these data sets in a comprehendible way.

For pollutant-specific information on recalculated emission estimates 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.

1), 2), 4) Knörr et al. (2022a): Knörr, W., Heidt, C., Gores, S., & Bergk, F.: ifeu Institute for Energy and Environmental Research (Institut für Energie- und Umweltforschung Heidelberg gGmbH, ifeu): Fortschreibung des Daten- und Rechenmodells: Energieverbrauch und Schadstoffemissionen des motorisierten Verkehrs in Deutschland 1960-2035, sowie TREMOD, im Auftrag des Umweltbundesamtes, Heidelberg & Berlin, 2022.
3) Keller et al. (2017): Keller, M., Hausberger, S., Matzer, C., Wüthrich, P., & Notter, B.: Handbook Emission Factors for Road Transport, version 4.1 (Handbuch Emissionsfaktoren des Straßenverkehrs 4.1) URL: http://www.hbefa.net/e/index.html - Dokumentation, Bern, 2017.
5) EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook 2019; https://www.eea.europa.eu/publications/emep-eea-guidebook-2019/part-b-sectoral-guidance-chapters/1-energy/1-a-combustion/1-a-3-b-i/view; Copenhagen, 2019.
6) Rentz et al., 2008: Nationaler Durchführungsplan unter dem Stockholmer Abkommen zu persistenten organischen Schadstoffen (POPs), im Auftrag des Umweltbundesamtes, FKZ 205 67 444, UBA Texte | 01/2008, January 2008 - URL: http://www.umweltbundesamt.de/en/publikationen/nationaler-durchfuehrungsplan-unter-stockholmer
1)
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.