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

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.

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

source: TREMOD ²⁾

Table 2: Annual mileage of electric buses and trucks, as of 2012, in [km]

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.

For heavy-metal (other then lead from leaded gasoline) and PAH exhaust-emissions, default emission factors from the 2023 EMEP/EEA Guidebook (EMEP/EEA, 2023), Table 3-86 have been applied ⁶⁾ (see super-ordinate chapter here ).

Regarding PCDD/F, tier1 EF from (Rentz et al., 2008) ⁷⁾ are used instead.

The following table provides an overview of the EF. Please note, that the values for heavy-metal (in [g/TJ]) and PAH (in [mg/TJ]) exhaust-emissions have been estimated from the EMEP/EEA defaults provided in [ppm/wt].

Table 3: Overview of tier1 EF applied for heavy metals and POPs exhaust-emissions

Table 4: Outcome of Key Category Analysis

Until 2005, NO_x 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 5: EURO norms and their effect on limit values of NO_x emissions from diesel heavy-duty vehicles, in [g/kWh]

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

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.

As for all reported exhaust PM emissions from mobile diesel vehicles the Party assumes that nearly all particles emitted are within the PM_2.5 range, resulting in similar emission values for PM_2.5, PM₁₀, and TSP.

Compared to submission 2024, recalculations in activity data result mainly from a revision of the underlying National Energy Balance (NEB) for 2022 as well as the underlying model for 2022 and 2023.

Table 7: Revised fuel consumption data, in terajoules

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.

Besides a routine revision of the underlying model, no specific improvements are planned.