1.A.3.b ii - Road Transport: Light Duty Vehicles

Last updated on 31 Mar 2020 09:42 (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

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¹ T = key source by Trend / L = key source by Level

Methods
D	Default
RA	Reference Approach
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/CORINAIR Emission Inventory Guidebook - 2007, in the group specific chapters.

AD - Data Source for Activity Data
NS	National Statistics
RS	Regional Statistics
IS	International Statistics
PS	Plant Specific data
AS	Associations, business organisations
Q	specific questionnaires, surveys

EF - Emission Factors
D	Default (EMEP Guidebook)
C	Confidential
CS	Country Specific
PS	Plant Specific data

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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 terajoules

	1990	1995	2000	2005	2006	2007	2008	2009	2010	2011	2012	2013	2014	2015	2016	2017	2018
Diesel oil	41,153	89,124	116,634	121,822	105,582	105,122	108,097	109,289	108,711	111,764	110,034	115,424	118,957	126,159	134,558	143,170	143,928
Gasoline	31,432	19,932	16,561	10,726	9,665	8,888	7,792	7,367	6,899	6,646	6,117	6,022	5,989	6,042	6,145	6,354	6,442
CNG	0	0	0	341	485	707	928	1,128	1,218	1,267	1,179	953	981	1,073	858	771	900
Biodiesel	0	139	1,292	8,112	12,701	14,020	10,724	8,761	8,273	7,730	7,704	6,789	7,248	6,839	7,082	7,593	8,307
Biogasoline	0	0	0	74	139	120	149	210	267	272	271	258	260	262	267	268	290
Biogas	0	0	0	0	0	0	0	0	0	0	168	189	247	181	202	240	210
Ʃ 1.A.3.b ii	72,585	109,194	134,487	141,075	128,572	128,857	127,690	126,756	125,368	127,680	125,473	129,636	133,683	140,556	149,111	158,395	160,078

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) [2] where they are provided on a tier3 level mostly and processed within the TREMOD software used by the party [1].

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

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.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) [3] have been applied.
Regarding PCDD/F, a tier1 EF from (Rentz et al., 2008) [4] is used instead.

Table 3: tier1 emission factors

	Pb	Cd	Hg	As	Cr	Cu	Ni	Se	Zn	B[a]P	B[b]F	B[k]F	I[1,2,3-c,d]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
Biodiesel1	0.013	0.001	0.142	0.003	0.228	0.153	0.005	0.003	0.483	575	601	317	569	2.062
Gasoline fuels	0.037	0.005	0.200	0.007	0.145	0.103	0.053	0.005	0.758	96	140	69	158	464
CNG2 & biogas3	NE	NE	NE	NE	NE	NE	NE	NE	NE	NE	NE	NE	NE	NE
LPG4	NE	NE	NE	NE	NE	NE	NE	NE	NE	4.35	0.00	4.35	4.35	13.0
all fuels	0.000006

¹ values differ from EFs applied for fossil diesel oil to take into account the specific NCV of biodiesel
² no specific default available from [3]; value derived from CNG powered busses
³ no specific default available from [3]; values available for CNG also applied for biogas
⁴ no specific default available from [3]; value derived from LPG powered passenger cars

Discussion of emission trends

NFR 1.A.3.b ii is key category for NO_x, PM_2.5, PM₁₀ and BC.

Nitrogen oxides (NO_x)

NO_x 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, PM_2.5, 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 2019, 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 2017.

Furthermore, several 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 terajoules

	1990	1995	2000	2005	2010	2011	2012	2013	2014	2015	2016	2017
Diesel oil
Submission 2020	41,153	89,124	116,634	121,822	108,711	111,764	110,034	115,424	118,957	126,159	134,558	143,170
Submission 2019	22,864	54,127	78,326	88,164	88,105	90,229	88,430	91,446	93,592	94,263	94,945	96,467
absolute change	18,289	34,996	38,308	33,659	20,606	21,535	21,604	23,978	25,365	31,896	39,613	46,702
relative change	80.0%	64.7%	48.9%	38.2%	23.4%	23.9%	24.4%	26.2%	27.1%	33.8%	41.7%	48.4%
Biodiesel
Submission 2020	0.00	139	1,292	8,112	8,273	7,730	7,704	6,789	7,248	6,839	7,082	7,593
Submission 2019	0.00	84	868	5,871	6,705	6,241	6,192	5,379	5,702	5,110	4,997	5,116
absolute change	0.00	55	424	2,241	1,568	1,490	1,513	1,410	1,545	1,729	2,085	2,477
relative change	0.00	64.7%	48.9%	38.2%	23.4%	23.9%	24.4%	26.2%	27.1%	33.8%	41.7%	48.4%
Gasoline
Submission 2020	31,432	19,932	16,561	10,726	6,899	6,646	6,117	6,022	5,989	6,042	6,145	6,354
Submission 2019	23,875	14,538	13,392	9,052	5,510	5,262	4,797	4,643	4,571	4,416	4,260	4,264
absolute change	7,557	5,394	3,168	1,674	1,389	1,384	1,320	1,379	1,418	1,626	1,885	2,090
relative change	31.7%	37.1%	23.7%	18.5%	25.2%	26.3%	27.5%	29.7%	31.0%	36.8%	44.2%	49.0%
Biogasoline
Submission 2020	0.00	0.00	0.00	74	267	272	271	258	260	262	267	268
Submission 2019	0.00	0.00	0.00	62	213	216	213	199	199	192	185	182
absolute change	0.00	0.00	0.00	11.5	53.7	56.7	58.5	59.1	61.7	70.5	81.9	86.4
relative change	0.00	0.00	0.00	18.5%	25.2%	26.3%	27.5%	29.7%	31.0%	36.8%	44.2%	47.6%
LPG
Submission 2020	0.00	0.00	0.00	0.00	0.00	0.00	0.00	0.00	0.00	0.00	0.00	0.00
Submission 2019	0.00	0.00	0.00	0.00	505	543	558	577	575	569	536	469
absolute change	0.00	0.00	0.00	0.00	-505	-543	-558	-577	-575	-569	-536	-469
relative change					-100%	-100%	-100%	-100%	-100%	-100%	-100%	-100%
CNG
Submission 2020	0.00	0.00	0.00	341	1,218	1,267	1,179	953	981	1,073	858	771
Submission 2019	0.00	0.00	0.00	407	1,314	1,350	1,366	1,087	1,101	1,151	883	770
absolute change	0.00	0.00	0.00	-65.7	-95.8	-82.4	-188	-133	-120	-78.2	-25.2	0.72
relative change	0.00	0.00	0.00	-16.1%	-7.29%	-6.11%	-13.7%	-12.3%	-10.9%	-6.79%	-2.85%	0.09%
Biogas
Submission 2020	0.00	0.00	0.00	0.00	0.00	0.00	168	189	247	181	202	240
Submission 2019	0.00	0.00	0.00	0.00	0.00	0.00	195	215	277	194	208	183
absolute change	0.00	0.00	0.00	0.00	0.00	0.00	-26.8	-26.4	-30.2	-13.2	-5.92	56.7
relative change	0.00	0.00	0.00	0.00	0.00	0.00	-13.7%	-12.3%	-10.9%	-6.79%	-2.85%	31.0%

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 more information on recalculated emission estimates reported for Base Year and 2017, please see the pollutant-specific recalculation tables following chapter 8.1 - Recalculations.

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Bibliography

1. Knörr et al. (2019a): 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 1960-2030, sowie TREMOD, im Auftrag des Umweltbundesamtes, Heidelberg & Berlin, 2019.

2. Keller et al., (2007): 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, 2019.

3. 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.

4. 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

Footnotes

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.