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

Last updated on 19 Mar 2020 10:35 (cf. Authors)

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.

NFR-Code	Name of Category	Method	AD	EF	Key Category 1
1.A.3.b iii	Heavy Duty Vehicles (incl. Buses)	T1, T2, T3	NS, M	CS, M, D	L & T: NOx, PM2.5, PM10, BC

+ Show Legend

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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 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	2011	2012	2013	2014	2015	2016	2017	2018
HDVs: Buses
Diesel oil	55,150	47,931	47,854	38,966	42,435	41,389	43,823	45,779	45,332	48,707	49,184	47,804	45,803
Biodiesel	0	75	530	2,595	3,229	2,863	3,068	2,693	2,762	2,640	2,588	2,535	2,644
CNG	0	0	0	1,178	2,188	1,999	2,142	1,708	1,655	1,569	1,194	1,005	1,091
Biogas	0	0	0	0	0	0	306	338	417	265	281	312	255
Petroleum	0	610	414	0	0	0	0	0	0	0	0	0	0
Ʃ Buses	55,150	48,006	48,385	42,739	47,852	46,250	49,340	50,517	50,166	53,181	53,247	51,657	49,792
HDVs: Trucks & Lorries
Diesel oil	385,726	521,830	618,687	477,169	524,126	525,901	550,904	566,338	542,865	579,961	587,801	592,974	577,135
Biodiesel	0	814	6,854	31,774	39,884	36,375	38,574	33,312	33,076	31,439	30,935	31,449	33,312
CNG	0	0	0	0	0	0	397	340	317	273	194	166	201
Biogas	0	0	0	0	0	0	57	67	80	46	46	52	47
Ʃ Trucks & Lorries	385,726	522,644	625,541	508,943	564,010	562,276	589,932	600,057	576,338	611,719	618,975	624,641	610,695
HDVs over all
Diesel oil	440,876	569,761	666,542	516,135	566,561	567,290	594,728	612,117	588,197	628,668	636,985	640,779	622,937
Biodiesel	0	889	7,384	34,369	43,114	39,238	41,642	36,005	35,838	34,079	33,524	33,985	35,955
CNG	0	0	0	1,178	2,188	1,999	2,539	2,047	1,972	1,842	1,388	1,170	1,292
Biogas	0	0	0	0	0	0	363	405	497	311	326	364	302
Petroleum	0	610	414	0	0	0	0	0	0	0	0	0	0
Ʃ 1.A.3.b iii	440,876	570,650	673,926	551,681	611,862	608,527	639,272	650,574	626,504	664,900	672,222	676,297	660,487

source: TREMOD 6.02 [1]

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 tier3 values in a comprehendible way here.

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, tier1 EF from (Rentz et al., 2008) [4] 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

Discussion of emission trends

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

Nitrogen oxides (NO_x)

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.

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

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

Ammonia (NH₃) and sulphur dioxide (SO₂)

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.

Particulate matter (BC, PM_2.5, PM₁₀, and TSP)

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.

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, significant re-allocations of consumption shares between the different vehicle types and classes were conducted, effecting the entire time series but with the 1.A.3.b consumptipon totals remaining unaltered.

Table 4: Revised fuel consumption data, in terajoules

	1990	1995	2000	2005	2010	2011	2012	2013	2014	2015	2016	2017
Diesel oil
Submission 2020	440,876	569,761	666,542	516,135	566,561	567,290	594,728	612,117	588,197	628,668	636,985	640,779
Submission 2019	475,063	636,119	738,963	566,855	585,024	585,313	611,440	629,822	606,692	653,426	670,541	686,830
absolute change	-34,188	-66,358	-72,422	-50,720	-18,463	-18,023	-16,713	-17,705	-18,495	-24,758	-33,556	-46,051
relative change	-7.20%	-10.4%	-9.80%	-8.95%	-3.16%	-3.08%	-2.73%	-2.81%	-3.05%	-3.79%	-5.00%	-6.70%
Biodiesel
Submission 2020	0	889	7,384	34,369	43,114	39,238	41,642	36,005	35,838	34,079	33,524	33,985
Submission 2019	0	992	8,187	37,746	44,519	40,484	42,812	37,046	36,965	35,421	35,290	36,428
absolute change	0	-104	-802	-3,377	-1,405	-1,247	-1,170	-1,041	-1,127	-1,342	-1,766	-2,444
relative change	0.00	-10.4%	-9.8%	-8.95%	-3.16%	-3.08%	-2.73%	-2.81%	-3.05%	-3.79%	-5.00%	-6.71%
CNG
Submission 2020	0	0	0	1,177,93	2,188,41	1,998,88	2,539,26	2,047,14	1,972,15	1,842,02	1,387,53	1,170,38
Submission 2019	0	0	0	781,66	1,304,03	1,201,74	1,167,26	1,024,98	1,047,30	943,01	698,03	592,36
absolute change	0,00	0,00	0,00	396	884	797	1,372	1,022	925	899	689	578
relative change	0.00	0.00	0.00	50,7%	67,8%	66,3%	117,5%	99,7%	88,3%	95,3%	98,8%	97,6%
Biogas
Submission 2020	0	0	0	0	0	0	363	405	497	311	326	364
Submission 2019	0	0	0	0	0	0	167	203	264	159	164	141
absolute change	0.00	0.00	0.00	0.00	0.00	0.00	196	202	233	152	162	223
relative change	0.00	0.00	0.00	0.00	0.00	0.00	118%	100%	88%	95%	99%	159%
over-all fuel consumption of heavy-duty vehicles
Submission 2020	440,876	571,260	674,340	551,681	611,862	608,527	639,375	650,687	626,627	665,034	672,375	676,496
Submission 2019	475,063	637,721	747,564	605,383	630,846	626,999	655,587	668,097	644,968	689,950	706,693	723,991
absolute change	-34,188	-66,461	-73,224	-53,701	-18,984	-18,472	-16,211	-17,409	-18,340	-24,916	-34,318	-47,496
relative change	-7.20%	-10.4%	-9.79%	-8.87%	-3.01%	-2.95%	-2.47%	-2.61%	-2.84%	-3.61%	-4.86%	-6.56%

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 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, 2017.

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.