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1.A.3.b iii - Transport: Road Transport: Heavy Duty Vehicles and Buses

Short description

In sub-category 1.A.3.b iii - Road Transport: Heavy Duty Vehicles and Buses emissions from fuel combustion in trucks, lorries, buses etc. are reported.

Category Code Method AD EF
1.A.3.b iii T1, T3 NS, M CS, M, D

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Method(s) applied
D Default
T1 Tier 1 / Simple Methodology *
T2 Tier 2*
T3 Tier 3 / Detailed Methodology *
C CORINAIR
CS Country Specific
M Model
* as described in the EMEP/EEA Emission Inventory Guidebook - 2019, in category chapters.
(source for) Activity Data
NS National Statistics
RS Regional Statistics
IS International Statistics
PS Plant Specific
As Associations, business organisations
Q specific Questionnaires (or surveys)
M Model / Modelled
C Confidential
(source for) Emission Factors
D Default (EMEP Guidebook)
CS Country Specific
PS Plant Specific
M Model / Modelled
C Confidential
NOx NMVOC SO2 NH3 PM2.5 PM10 TSP BC CO Pb Cd Hg As Cr Cu Ni Se Zn PCDD/F B(a)P B(b)F B(k)F I(x)P PAH1-4 HCB PCBs
L/T -/- -/- -/- L/T L/T -/- L/T -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- -/- NE -/-

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L/- key source by Level only
-/T key source by Trend only
L/T key source by both Level and Trend
-/- no key source for this pollutant
IE emission of specific pollutant Included Elsewhere (i.e. in another category)
NE emission of specific pollutant Not Estimated (yet)
NA specific pollutant not emitted from this source or activity = Not Applicable
* no analysis done

Methodology

Activity data

Specific consumption data for heavy-duty vehicles (trucks and lorries) and buses are generated within TREMOD 1). - The following tables provide an overview of annual amounts of fuels consumed by these vehicles in Germany.

Table 1: Annual fuel consumption of trucks and lorries, in terajoules

1990 1995 2000 2005 2010 2015 2016 2017 2018 2019 2020 2021 2022
thereof: Buses
Diesel oil 54,436 46,012 45,864 34,647 42,817 43,298 44,344 45,118 48,219 46,769 32,612 31,487 35,722
Biodiesel 72 508 2,416 3,349 2,405 2,403 2,459 2,721 2,653 2,667 2,208 2,482
Natural Gas (CNG & LNG) 1,144 2,060 952 805 497 545 338 291 248 169
Biomethane 65 257 274 303 241 339 322 234 207
Petroleum 610 414
Ʃ Buses 54,436 46,694 46,786 38,206 48,291 46,913 47,827 48,378 51,726 50,099 35,892 34,177 38,582
thereof: Trucks & Lorries
Diesel oil 382,343 507,393 590,498 419,069 494,618 495,912 500,514 530,155 578,748 548,376 566,485 525,417 496,843
Biodiesel 792 6,542 29,218 38,688 27,548 27,129 28,898 32,655 31,106 46,335 36,845 34,526
Natural Gas (CNG & LNG) 210 177 135 217 421 1,163 2,131 2,029
Biomethane 57 60 82 96 421 1,284 2,017 2,486
Ʃ Trucks & Lorries 382,343 508,185 597,040 448,287 533,306 523,727 527,879 559,270 611,717 580,324 615,267 566,410 535,884
HDVs over-all
Diesel oil 436,779 553,405 636,362 453,716 537,434 539,210 544,857 575,273 626,967 595,144 599,097 556,904 532,565
Biodiesel 863 7,050 31,633 42,037 29,953 29,532 31,357 35,376 33,759 49,002 39,053 37,009
Natural Gas (CNG & LNG) 1,144 2,060 1,162 982 632 763 760 1,454 2,379 2,198
Biomethane 65 314 334 385 337 760 1,606 2,252 2,693
Petroleum 610 414
Ʃ 1.A.3.b iii 436,779 554,878 643,825 486,493 581,597 570,639 575,706 607,647 663,443 630,423 651,159 600,587 574,465

source: TREMOD 2)

Annual consumption of diesel fuels Annual consumption of gaseous fuels

Table 2: Annual mileage of electric buses and trucks, in [km]

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
e-buses 8,487,329 9,845,760 10,876,484 12,152,006 16,751,955 22,652,366 44,265,774 73,852,059 17,202,225 18,705,389 46,436,326
e-trucks 16,622,028 17,425,009 19,612,927 26,890,851 44,461,550 70,219,861 103,916,921 132,048,817 53,621,255 53,399,717 78,383,254

Development of mileage of eletricity-powered two-wheelers

For more information on mileage and abrasion-related emisisons, 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, versions 4.1 and 4.2) 3), 4) where they are provided on a tier3 level mostly and processed within the TREMOD software used by the party 5).

However, it is not possible to present these 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) 6) have been applied. Regarding PCDD/F, tier1 EF from (Rentz et al., 2008) 7) are used instead.

Table 2: tier1 EF derived from default values

Pb Cd Hg As Cr Cu Ni Se Zn B[a]P B[b]F B[k]F I[…]P PAH 1-4 PCDD/F
[g/TJ] [mg/TJ] [µg/km]
Diesel oil 0.012 0.001 0.123 0.002 0.198 0.133 0.005 0.002 0.419 498 521 275 493 1,788
Biodiesel 0.013 0.001 0.142 0.003 0.228 0.153 0.005 0.003 0.483 575 601 317 569 2,062
CNG & Biogas NE NE NE NE NE NE NE NE NE NE NE NE NE NE
Petroleum NE NE NE NE NE NE NE NE NE NE NE NE NE NE
all fuels: buses 0.000019
all fuels: trucks & lorries 0.000016

Table 3: Outcome of Key Category Analysis

for: NOx BC PM10 PM2.5
by: L/T L/T L/T L/T

Nitrogen oxides

Until 2005, NOx emissions followed mileage and fuel consumption. Since 2006, in contrast to nearly unchanged fuel consumption, emissions have decreased due to controlled catalytic-converter use and engine improvements resulting from continual tightening of emissions laws.

Table 4: EURO norms and their effect on limit values of NOx emissions from diesel heavy-duty vehicles, in [g/kWh]

pre-Euro Euro I Euro II Euro III Euro IV Euro V Euro VI8)
14,4 8/9 7 5 3,5 2 0,4 / 0,46

Annual nitrogen oxides emissions

Non-methane volatile organic compounds (NMVOC) and carbon monoxide

Since 1990, exhaust emissions of NMVOC and carbon monoxide have decreased sharply due to catalytic-converter use and engine improvements resulting from ongoing tightening of emissions laws and improved fuel quality.

Table 4: EURO norms and their effect on limit values of CO emissions from diesel heavy-duty vehicles, in [g/kWh]

pre-Euro Euro I Euro II Euro III Euro IV Euro V Euro VI9)
11,2 4,5 / 4,9 4 2,1 1,5 1,5 1,5

Annual NMVOC emissions Annual carbon monoxide emissions

Ammonia and sulphur dioxide

As for the entire road transport sector, the trends for sulphur dioxide (SO2) and ammonia (NH3) exhaust emissions from heavy duty vehicles show charcteristics different from those shown above: Here, the strong dependence on increasing fuel qualities (sulphur content) leads to an cascaded downward trend of SO2 emissions , influenced only slightly by increases in fuel consumption and mileage. For ammonia emissions the increasing use of catalytic converters in gasoline driven cars in the 1990s lead to a steep increase whereas both the technical development of the converters and the ongoing shift from gasoline to diesel cars resulted in decreasing emissions in the following years.

Annual sulphur oxides emissions

Particulate matter & Black carbon

As for all reported exhaust PM emissions from mobile diesel vehicles the Party assumes that nearly all particles emitted are within the PM2.5 range, resulting in similar emission values for PM2.5, PM10, and TSP.

Annual particulate matter emissions from heavy-duty vehicles and buses.

Recalculations

Compared to submission 2023, recalculations result mainly from a revision of the underlying National Energy Balances (NEB) for all years as of 2003.

Here, activity data were revised accordingly within TREMOD.

Table 4: Revised fuel consumption data, in terajoules

2003 2004 2005 2010 2015 2016 2017 2018 2019 2020 2021
DIESEL OIL
current Submission 489,987 469,978 453,716 537,434 539,210 544,857 575,273 626,967 595,144 599,097 556,904
previous Submission 533,902 523,808 492,626 553,922 591,195 598,967 602,876 587,927 600,602 567,318 553,414
absolute change -43,915 -53,830 -38,910 -16,488 -51,985 -54,110 -27,603 39,039 -5,458 31,779 3,490
relative change -8.23% -10.3% -7.90% -2.98% -8.79% -9.03% -4.58% 6.64% -0.91% 5.60% 0.63%
BIODIESEL
current Submission 14,175 17,624 31,633 42,037 29,953 29,532 31,357 35,376 33,759 49,002 39,053
previous Submission 14,828 18,340 32,920 42,467 32,339 31,754 32,184 34,175 34,209 47,125 38,446
absolute change -653 -716 -1,287 -430 -2,386 -2,222 -827 1,201 -450 1,878 606
relative change -4.40% -3.91% -3.91% -1.01% -7.38% -7.00% -2.57% 3.51% -1.32% 3.98% 1.58%
NATURAL GAS (CNG & LNG)
current Submission 910 1,014 1,144 2,060 1,162 982 632 763 760 1,454 2,379
previous Submission 0 0 1,147 2,141 1,900 1,466 1,441 1,312 2,041 3,769 6,473
absolute change 910 1,014 -3,81 -80,8 -738 -484 -808 -549 -1,281 -2,315 -4,094
relative change -0.33% -3.77% -38.8% -33.0% -56.1% -41.9% -62.8% -61.4% -63.2%
BIOMETHANE
current Submission 65.4 314 334 385 337 760 1.606 2.252
previous Submission 0 312 330 369 301 492 677 682
absolute change 65.4 2.61 4.25 15.7 35.8 268 928 1,569
relative change 0.84% 1.29% 4.25% 11.9% 54.4% 137% 230%
NFR 1.A.3.b iii TOTAL
current Submission 505,072 488,616 486,493 581,597 570,639 575,706 607,647 663,443 630,423 651,159 600,587
previous Submission 548,729 542,148 526,693 598,531 625,745 632,517 636,870 623,716 637,344 618,890 599,016
absolute change -43,658 -53,532 -40,201 -16,934 -55,105 -56,812 -29,223 39,727 -6,921 32,269 1,572
relative change -7.96% -9.87% -7.63% -2.83% -8.81% -8.98% -4.59% 6.37% -1.09% 5.21% 0.26%

Due to the variety of highly specific 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 2021, 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), 5) Knörr et al. (2023a): Knörr, W., Heidt, C., Gores, S., & Bergk, F.: Fortschreibung des Daten- und Rechenmodells: Energieverbrauch und Schadstoffemissionen des motorisierten Verkehrs in Deutschland 1960-2035, sowie TREMOD, im Auftrag des Umweltbundesamtes, Heidelberg [u.a.]: Ifeu Institut für Energie- und Umweltforschung Heidelberg GmbH, Heidelberg & Berlin, 2023.
3) Keller et al. (2019): 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: https://assets-global.website-files.com/6207922a2acc01004530a67e/625e8c74c30e26e022b319c8_HBEFA41_Development_Report.pdf - Dokumentation, Bern, 2019.
4) Notter et al. (2022): Notter, B., Cox, B., Hausberger, S., Matzer, S., Weller, K., Dippold, M., Politschnig, N., Lipp, S. (IVT TU Graz), Allekotte, M., Knörr, W. (ifeu), André, M. (IFSTTAR), Gagnepain, L. (ADEME), Hult, C., Jerksjö, M. (IVL): Handbook Emission Factors for Road Transport, version 4.2 (Handbuch Emissionsfaktoren des Straßenverkehrs 4.2) URL: https://assets-global.website-files.com/6207922a2acc01004530a67e/6217584903e9f9b63093c8c0_HBEFA42_Update_Documentation.pdf - Dokumentation, Bern, 2022.
6) 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.
7) 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 - https://www.umweltbundesamt.de/en/publikationen/nationaler-durchfuehrungsplan-unter-stockholmer
8), 9) EUR-Lex, 2009: REGULATION (EC) No 595/2009 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 18 June 2009 on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC - https://data.europa.eu/eli/reg/2009/595/oj
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.