Last updated on 09 Oct 2018 06:49 (cf. Authors)
Short description
In sub-category 1.A.3.b ii - Road Transport: Light Duty Vehicles emissions from fuel combustion in Light Duty Vehicles (LDVs) are reported.
NFR-Code | Name of Category | Method | AD | EF | Key Category 1 |
---|---|---|---|---|---|
1.A.3.b ii | Light duty vehicles | T1, T3 | NS, M | CS, M, D | L & T: NOx, PM2.5, PM10, BC |
Method
Activity data
Specific consumption data for light-duty vehicles (LDV) are generated within TREMOD [1]. - The following table provides an overview of annual amounts of fuels consumed by LDV in Germany.
Table 1: Annual fuel consumption of light duty vehicles, in terajoules1990 | 1995 | 2000 | 2005 | 2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | |
Diesel oil | 22,864 | 54,127 | 78,326 | 88,164 | 87,085 | 87,942 | 89,348 | 89,346 | 88,105 | 90,229 | 88,430 | 91,446 | 93,592 | 94,263 | 95,494 |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Gasoline | 23,875 | 14,538 | 13,392 | 9,052 | 8,253 | 7,641 | 6,511 | 6,004 | 5,510 | 5,262 | 4,797 | 4,643 | 4,571 | 4,416 | 4,284 |
LPG | 0 | 0 | 0 | 0 | 239 | 379 | 414 | 558 | 505 | 543 | 558 | 577 | 575 | 569 | 625 |
CNG | 0 | 0 | 0 | 407 | 578 | 829 | 1,042 | 1,239 | 1,314 | 1,350 | 1,367 | 1,087 | 1,102 | 1,153 | 1,136 |
Biodiesel | 0 | 84 | 868 | 5,871 | 10,476 | 11,729 | 8,864 | 7,162 | 6,705 | 6,241 | 6,192 | 5,379 | 5,702 | 5,110 | 5,020 |
Bioethanol | 0 | 0 | 0 | 62 | 119 | 103 | 124 | 172 | 213 | 216 | 213 | 199 | 199 | 192 | 186 |
Biogas | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 195 | 215 | 278 | 194 | 183 |
1.A.3.b ii TOTAL | 279,793 | 396,333 | 487,763 | 529,713 | 528,510 | 525,600 | 518,728 | 515,968 | 517,508 | 521,052 | 524,141 | 422,389 | 318,844 | 212,825 | 106,928 |
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 3.3) [2] where they are provided on a tier3 level mostly and processed within the TREMOD software used by the party [1].
As it is not possible to present these tier3 values in a comprehendible way, the following table provides a set of fuel-specific implied emission factors (ratio of total emissions per pollutant and total annual consumption.)
Table 2: Annual country-specific implied emission factors for light-duty vehicles, in kg/TJ1990 | 1995 | 2000 | 2005 | 2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | ||
Diesel fuels 1 | ||||||||||||||||
NH3 | 0.31 | 0.31 | 0.32 | 0.32 | 0.32 | 0.32 | 0.32 | 0.33 | 0.33 | 0.34 | 0.34 | 0.35 | 0.35 | 0.35 | 0.36 | |
NMVOC | 74.60 | 72.27 | 50.32 | 28.41 | 25.11 | 21.97 | 17.92 | 15.75 | 14.07 | 12.45 | 11.05 | 9.79 | 8.71 | 7.86 | 7.16 | |
NOx | 610.26 | 527.82 | 477.40 | 438.25 | 428.18 | 412.48 | 393.61 | 383.88 | 375.54 | 368.68 | 360.53 | 354.59 | 350.77 | 345.20 | 338.23 | |
SO2 | 80.85 | 60.52 | 13.97 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | |
CO | 330.46 | 337.07 | 249.18 | 148.73 | 134.63 | 118.68 | 97.86 | 86.30 | 77.47 | 69.13 | 62.10 | 55.97 | 50.79 | 46.79 | 43.45 | |
BC | 57.82 | 53.04 | 39.55 | 26.67 | 25.22 | 23.61 | 21.61 | 20.56 | 19.57 | 18.21 | 16.32 | 14.02 | 11.80 | 9.87 | 8.28 | |
PM | 105.12 | 93.54 | 60.90 | 37.29 | 34.72 | 31.89 | 28.21 | 26.35 | 24.70 | 22.71 | 20.23 | 17.37 | 14.67 | 12.35 | 10.43 | |
Gasoline fuels 1 | ||||||||||||||||
NH3 | 0.64 | 2.43 | 19.55 | 21.94 | 21.16 | 21.10 | 22.23 | 21.46 | 20.55 | 19.44 | 18.36 | 17.23 | 16.09 | 14.92 | 14.07 | |
NMVOC 2 | 1,112.24 | 599.31 | 388.23 | 295.03 | 289.16 | 269.07 | 230.04 | 208.09 | 190.59 | 176.05 | 166.33 | 158.42 | 151.35 | 147.60 | 145.26 | |
NOx | 665.19 | 584.50 | 437.68 | 338.43 | 333.83 | 307.60 | 258.83 | 228.85 | 203.62 | 182.17 | 166.69 | 153.87 | 143.61 | 137.69 | 133.53 | |
SO2 | 12.85 | 8.36 | 3.25 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | 0.37 | |
CO | 7,981.70 | 7,242.15 | 5,708.84 | 4,635.73 | 4,547.35 | 4,248.49 | 3,710.12 | 3,383.51 | 3,093.50 | 2,853.42 | 2,669.59 | 2,524.16 | 2,405.04 | 2,319.84 | 2,276.56 | |
BC | 0.10 | 0.13 | 0.58 | 0.62 | 0.60 | 0.59 | 0.61 | 0.59 | 0.55 | 0.52 | 0.48 | 0.44 | 0.41 | 0.37 | 0.35 | |
PM | 5.02 | 4.15 | 4.49 | 4.11 | 3.99 | 3.83 | 3.65 | 3.48 | 3.27 | 3.09 | 2.90 | 2.74 | 2.60 | 2.46 | 2.39 | |
TSP | 7.67 | 4.92 | 4.49 | 4.11 | 3.99 | 3.83 | 3.65 | 3.48 | 3.27 | 3.09 | 2.90 | 2.74 | 2.60 | 2.46 | 2.39 | |
LPG | ||||||||||||||||
NH3 | 7.06 | 7.13 | 7.48 | 7.87 | 7.94 | 8.05 | 8.00 | 8.01 | 8.07 | 7.93 | 8.13 | |||||
NMVOC | 3.51 | 3.55 | 3.69 | 3.84 | 3.87 | 3.90 | 3.89 | 3.90 | 3.90 | 3.88 | 3.92 | |||||
NOx | 28.11 | 28.38 | 29.31 | 30.09 | 30.22 | 30.28 | 30.39 | 29.74 | 27.96 | 26.26 | 24.68 | |||||
SO2 | 0.41 | 0.41 | 0.41 | 0.41 | 0.41 | 0.41 | 0.41 | 0.41 | 0.41 | 0.41 | 0.41 | |||||
CO | 303.96 | 307.20 | 321.32 | 337.04 | 339.85 | 343.78 | 342.30 | 341.09 | 337.65 | 329.15 | 329.24 | |||||
BC | 0.07 | 0.07 | 0.07 | 0.08 | 0.08 | 0.08 | 0.08 | 0.08 | 0.08 | 0.08 | 0.08 | |||||
PM | 0.47 | 0.48 | 0.50 | 0.52 | 0.53 | 0.53 | 0.53 | 0.53 | 0.54 | 0.54 | 0.56 | |||||
CNG & Biogas 1 | ||||||||||||||||
NH3 | 7.70 | 7.70 | 7.92 | 8.15 | 8.41 | 8.45 | 8.55 | 8.54 | 8.65 | 8.49 | 8.11 | 8.34 | ||||
NMVOC | 0.32 | 0.32 | 0.32 | 0.33 | 0.34 | 0.34 | 0.35 | 0.35 | 0.35 | 0.36 | 0.37 | 0.37 | ||||
NOx | 15.53 | 15.53 | 15.56 | 15.63 | 15.66 | 15.49 | 15.06 | 14.60 | 13.92 | 12.97 | 12.35 | 11.78 | ||||
SO2 | 0.15 | 0.15 | 0.15 | 0.15 | 0.15 | 0.15 | 0.15 | 0.15 | 0.15 | 0.15 | 0.15 | 0.15 | ||||
CO | 507.85 | 507.83 | 506.13 | 516.26 | 534.39 | 543.46 | 553.53 | 552.07 | 555.06 | 572.53 | 578.46 | 589.33 | ||||
BC | 0.17 | 0.17 | 0.17 | 0.17 | 0.18 | 0.18 | 0.18 | 0.18 | 0.18 | 0.19 | 0.19 | 0.19 | ||||
PM | 1.12 | 1.12 | 1.12 | 1.14 | 1.17 | 1.19 | 1.21 | 1.21 | 1.21 | 1.25 | 1.26 | 1.28 |
1 due to lack of better information: similar EF are applied for fossil and biofuels
2 not including NMVOC from gasoline evaporation!
3 EF(PM2.5) also applied for PM10 and TSP (assumption: > 99% of TSP consists of PM2.5)
4 1990-1997: including additional TSP from combustion of leaded gasoline
For heavy-metal (other then lead from leaded gasoline) and PAH exhaust-emissions, default emission factors from the July 2017 version of (EMEP/EEA, 2016) [3] have been applied.
Regarding PCDD/F, a tier1 EF from (Rentz et al., 2008) [4] is used instead.
As | Cd | Cr | Cu | Hg | Ni | Pb | Se | Zn | B[a]P | B[b]F | B[k]F | I[…]P | PAHs 1-4 | PCDD/F | |
[g/TJ] | [mg/TJ] | [µg/km] | |||||||||||||
Diesel fuels | 0.002 | 0.001 | 0.198 | 0.133 | 0.123 | 0.005 | 0.012 | 0.002 | 0.419 | 368 | 386 | 203 | 368 | 1.324 | |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Gasoline fuels | 0.007 | 0.005 | 0.145 | 0.103 | 0.200 | 0.053 | 0.037 | 0.005 | 0.758 | 96 | 140 | 69 | 158 | 464 | |
CNGa | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | |
LPGb | NE | NE | NE | NE | NE | NE | NE | NE | NE | 4.348 | 0.000 | 4.348 | 4.348 | 13.043 | |
Biogasc | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | |
all fuels | 0.0000056 |
a: no specific default available from [3]; value derived from LPG powered passenger cars
b: no specific default available from [3]; value derived from CNG powered busses
c: no specific default available from [3]; value derived from CNG powered busses
Here, the tier1 values for heavy-metal and PAH exhaust emissions have been derived from the following tier1 default values provided in the July 2017 version of the 2016 EMEP/EEA Guidebook:
Discussion of emission trends
NFR 1.A.3.b ii is key category for NOx, PM2.5, PM10 and BC.
Nitrogen oxides (NOx)
NOx emissions increased steadily until 2002 following the shift to diesel engines. During the last ten years, emissions decline steadily due to catalytic-converter use and engine improvements resulting from ongoing tightening of emissions laws and improved fuel quality.
Particulate matter (BC, PM2.5, PM10, and TSP)
Starting in the middle of the 1990s, a so-called "diesel boom" began, leading to a switch from gasoline to diesel powered passenger cars. As the newly registered diesel cars had to meet the EURO2 standard (in force since 1996/'97) with a PM limit value less than half the EURO1 value, the growing diesel consumption was overcompensated qickly by the mitigation technologies implemented due to the new EURO norm. During the following years, new EURO norms came into force. With the still ongoing "diesel boom" those norms led to a stabilisation (EURO3, 2000/'01) of emissions and to another strong decrease of PM emissions (EURO4, 2005/'06), respectively. Over-all, the increased consumption of diesel in passenger cars was overastimated by the implemented mitigation technologies.
Recalculations
Compared to submission 2017, 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 due to the provision of the final NEB 2015. In addtion, some re-allocations of consumption shares between the different vehicle types and classes were conducted, with the 1.A.3.b fuel totals remaining unaltered.
Table 3: Revised consumption data, in terajoules2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | |
Diesel oil | ||||||||||
Submission 2018 | 87,085 | 87,942 | 89,348 | 89,346 | 88,105 | 90,229 | 88,430 | 91,446 | 93,592 | 94,263 |
---|---|---|---|---|---|---|---|---|---|---|
Submission 2017 | 86,974 | 87,828 | 89,228 | 89,222 | 87,980 | 90,101 | 88,294 | 91,309 | 93,451 | 94,644 |
absolute change | 111.5 | 114.5 | 120.6 | 123.9 | 125.2 | 127.9 | 136.1 | 136.1 | 141.3 | -380.7 |
relative change | 0.13% | 0.13% | 0.14% | 0.14% | 0.14% | 0.14% | 0.15% | 0.15% | 0.15% | -0.40% |
Biodiesel | ||||||||||
Submission 2018 | 10,476 | 11,729 | 8,864 | 7,162 | 6,705 | 6,241 | 6,192 | 5,379 | 5,702 | 5,110 |
Submission 2017 | 10,463 | 11,713 | 8,852 | 7,152 | 6,695 | 6,232 | 6,182 | 5,371 | 5,694 | 5,161 |
absolute change | 13.4 | 15.3 | 12.0 | 9.9 | 9.5 | 8.8 | 9.5 | 8.0 | 8.6 | -51.5 |
relative change | 0.13% | 0.13% | 0.14% | 0.14% | 0.14% | 0.14% | 0.15% | 0.15% | 0.15% | -1.00% |
Gasoline | ||||||||||
Submission 2018 | 8,253 | 7,641 | 6,511 | 6,004 | 5,510 | 5,262 | 4,797 | 4,643 | 4,571 | 4,416 |
Submission 2017 | 8,242 | 7,631 | 6,503 | 5,996 | 5,503 | 5,254 | 4,789 | 4,636 | 4,564 | 4,435 |
absolute change | 10.6 | 9.9 | 8.8 | 8.3 | 7.8 | 7.5 | 7.4 | 6.9 | 6.9 | -19.2 |
relative change | 0.13% | 0.13% | 0.14% | 0.14% | 0.14% | 0.14% | 0.15% | 0.15% | 0.15% | -0.43% |
Bioethanol | ||||||||||
Submission 2018 | 119 | 103 | 124 | 172 | 213 | 216 | 213 | 199 | 199 | 192 |
Submission 2017 | 119 | 103 | 124 | 171 | 213 | 215 | 212 | 199 | 198 | 192 |
absolute change | 0.1 | 0.1 | 0.2 | 0.2 | 0.3 | 0.3 | 0.3 | 0.3 | 0.3 | -0.8 |
relative change | 0.13% | 0.14% | 0.13% | 0.14% | 0.14% | 0.14% | 0.16% | 0.15% | 0.16% | -0.43% |
Liquefied Petroleum Gas - LPG | ||||||||||
Submission 2018 | 239 | 379 | 414 | 558 | 505 | 543 | 558 | 577 | 575 | 569 |
Submission 2017 | 239 | 379 | 414 | 558 | 505 | 543 | 558 | 577 | 575 | 596 |
absolute change | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | -27.4 |
relative change | 0.00% | 0.00% | 0.00% | 0.00% | 0.00% | 0.00% | 0.00% | 0.00% | 0.00% | -4.60% |
Compressed Natural Gas - CNG | ||||||||||
Submission 2018 | 578 | 829 | 1,042 | 1,239 | 1,314 | 1,350 | 1,367 | 1,087 | 1,102 | 1,153 |
Submission 2017 | 578 | 829 | 1,042 | 1,239 | 1,314 | 1,350 | 1,366 | 1,086 | 1,101 | 1,152 |
absolute change | 0.01 | 0.01 | 0.00 | 0.01 | 0.00 | 0.00 | 1.08 | 0.90 | 0.84 | 0.86 |
relative change | 0.00% | 0.00% | 0.00% | 0.00% | 0.00% | 0.00% | 0.08% | 0.08% | 0.08% | 0.07% |
Furthermore, the use of biogas is reported for the first time with consumption data being available from 2012 onwards.
Emission factors
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.
In addition, the tier1 EMEP/EEA defaults for heavy-metal exhaust emissions have been revised widely based on the information provided in the July 2017 version of the relevant Guidebook chapter, where separate emission factors are provided for emissions from fuel combustion and engine wear on one hand and the co-incineration of lubricants on the other hand:
Although the EMEP Guidebook gives no clear instruction, with this submission, heavy-metal emissions from the unintended co-incineration of lubricants in vehicles and machinery are allocated under NFR 2.G - Other product use.
For CNG and LPG, this revision based on the information provided in the July 2017 Guidebook version results in the replacement of emission estimates for Cd, Cr, Cu and Zn with the notation key 'NE'.
Table 4: Revised tier1 heavy-metal emission factors, in g/TJPb | Cd | Hg | As | Cr | Cu | Ni | Se | Zn | |||||||
[g/TJ] | |||||||||||||||
Diesel oil | |||||||||||||||
Submission 2018 | 0.012 | 0.001 | 0.123 | 0.002 | 0.198 | 0.133 | 0.005 | 0.002 | 0.419 | ||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Submission 2017 | 1.213 | 0.233 | 0.123 | 0.002 | 1.164 | 39.572 | 1.629 | 0.233 | 23.277 | ||||||
absolute change | -1.201 | -0.232 | 0.000 | 0.000 | -0.966 | -39.439 | -1.625 | -0.230 | -22.858 | ||||||
relative change | -99.04% | -99.50% | 0.00% | 0.00% | -83.00% | -99.66% | -99.71% | -99% | -98% | ||||||
Biodiesel 1 | |||||||||||||||
Submission 2018 | 0.013 | 0.001 | 0.142 | 0.003 | 0.228 | 0.153 | 0.005 | 0.003 | 0.483 | ||||||
Submission 2017 | 1.213 | 0.233 | 0.123 | 0.002 | 1.164 | 39.572 | 1.629 | 0.233 | 23.277 | ||||||
absolute change | -1.199 | -0.231 | 0.019 | 0.000 | -0.936 | -39.419 | -1.624 | -0.230 | -22.794 | ||||||
relative change | -98.89% | -99.42% | 15.35% | 15.35% | -80.39% | -99.61% | -99.67% | -98.85% | -97.92% | ||||||
Gasoline fuels | |||||||||||||||
Submission 2018 | 0.051 | 2.099 | 0.200 | 0.007 | 0.145 | 0.103 | 0.053 | 0.005 | 0.758 | ||||||
Submission 2017 | 0.762 | 0.230 | 0.200 | 0.007 | 1.148 | 39.042 | 1.608 | 0.230 | 22.966 | ||||||
absolute change | -0.712 | 1.869 | 0.000 | 0.000 | -1.004 | -38.939 | -1.555 | -0.225 | -22.208 | ||||||
relative change | -93.34% | 813.96% | 0.00% | 0.00% | -87.40% | -99.74% | -96.71% | -98.00% | -96.70% | ||||||
CNG & Biogas | |||||||||||||||
Submission 2018 | NE | NE | NE | NE | NE | NE | NE | NE | NE | ||||||
Submission 2017 | NE | 0.290 | NE | NE | 0.202 | 1.019 | 0.292 | NE | 58.197 | ||||||
absolute change | -0.290 | -0.202 | -1.019 | -0.292 | -58.197 | ||||||||||
relative change | -100% | -100% | -100% | -100% | -100% | ||||||||||
LPG | |||||||||||||||
Submission 2018 | NE | NE | NE | NE | NE | NE | NE | NE | NE | ||||||
Submission 2017 | NE | 0.230 | NE | NE | 0.202 | 0.811 | 0.233 | NE | 46.304 | ||||||
absolute change | -0.230 | -0.202 | -0.811 | -46.304 | |||||||||||
relative change | -100% | -100% | -100% | -100% |
1 values differ from EFs applied for fossil diesel oil to take into account the specific NCV of biodiesel
Futhermore, the tier1 EF for PAH exhaust emissions from biodiesel combustion were re-estimated to take into account the specific NCV of biodiesel which is 15 per cent below the NCV of fossil diesel oil:
Table 5: Re-estimated tier1 PAH exhaust-emission factors, in mg/TJB[a]P | B[b]F | B[k]F | I[…]P | PAH 1-4 | |
Submission 2018 | 806 | 1,343 | 924 | 212 | 3,284 |
---|---|---|---|---|---|
Submission 2017 | 698 | 1,164 | 801 | 184 | 2,847 |
absolute change | 107 | 179 | 123 | 28 | 437 |
relative change | 15% | 15% | 15% | 15% | 15% |
Emission estimates
For specific information on recalculated emssion estimates reported for Base Year and 2015, please see the pollutant specific recalculation tables following chapter 8.1 - Recalculations.