1.A.2.g vii - Offroad Construction Vehicles

Last updated on 29 Aug 2019 09:29 (cf. Authors)

Short description

Under NFR 1.A.2.g vii - Mobile Combustion in Manufacturing Industries and Construction, emissions from Off-Road Construction Vehicles and Construction Machinery are reported in the German inventory.

NFR-Code	Name of Category	Method	AD	EF	Key Category 1
Mobile Combustion in Manufacturing Industries and Construction
1.A.2.g vii	Offroad Construction Vehicles	T1, T2	NS, M	CS, D, M	L & T: CO, PM2.5, PM10, | L: 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

Sector-specific consumption data is included in the primary fuel-delivery data are available from NEB line 67: 'Commercial, trade, services and other consumers' (AGEB, 2018) [1].

Table 1: Sources for primary fuel-delivery data

through 1994	AGEB - National Energy Balance, line 79: 'Haushalte und Kleinverbraucher insgesamt'
as of 1995	AGEB - National Energy Balance, line 67: 'Gewerbe, Handel, Dienstleistungen u. übrige Verbraucher'

Following the deduction of energy inputs for military vehicles as provided in (BAFA, 2018) [2], the remaining amounts of gasoline and diesel oil are apportioned onto off-road construction vehicles (NFR 1.A.2.g vii) and off-road vehicles in commercial/institutional use (1.A.4. ii) as well as agriculture and forestry (NFR 1.A.4.c ii) based upon annual shares derived from TREMOD-MM (Knörr et al. (2018b)) [3] (cf. NFR 1.A.4 - mobile).

Table 2: Percental annual contribution of 1.A.2.g vii to fuel-specific over-all delivery data provided in NEB line 67

	1990	1995	2000	2005	2006	2007	2008	2009	2010	2011	2012	2013	2014	2015	2016	2017
Diesel Fuels	42%	45%	44%	40%	41%	40%	41%	41%	39%	40%	40%	40%	40%	40%	40%	40%
Gasoline Fuels	31%	60%	55%	58%	58%	53%	62%	66%	64%	64%	66%	66%	66%	66%	68%	67%

Table 3: Annual fuel consumption in construction vehicles and mobile machinery, in terajoules

	1990	1995	2000	2005	2006	2007	2008	2009	2010	2011	2012	2013	2014	2015	2016	2017
Diesel Oil	47,301	44,401	42,286	32,895	34,084	33,035	34,467	36,363	34,891	36,026	35,607	37,202	38,972	40,334	41,814	42,649
Gasoline	1,420	4,453	4,079	4,258	4,292	3,871	4,510	2,939	2,779	2,516	784	775	825	3,288	3,366	3,878
Biodiesel	0	0	0	719	993	1,476	1,704	2,504	2,263	2,361	2,325	2,154	2,363	2,180	2,196	2,262
Bioethanol	0	0	0	29	62	52	86	84	107	103	35	33	36	143	146	168
Ʃ 1.A.2.g vii	48,721	48,854	46,364	37,903	39,431	38,434	40,767	41,890	40,040	41,007	38,752	40,164	42,197	45,946	47,523	48,958

NOTE: The remarkable increase in gasoline consumption after 2014 relates to the strongly increased inland deliveries reported in NEB line 67 that will be checked again by the compiler of the National Energy Balance for the next annual submission.

Emission factors

The emission factors used here are of rather different quality:
Basically, for all main pollutants, carbon monoxide and particulate matter, annual IEF modelled within TREMOD MM [3] are used, representing the sector's vehicle-fleet composition, the development of mitigation technologies and the effect of fuel-quality legislation.

Table 4: Annual country-specific emission factors¹, in kg/TJ

	1990	1995	2000	2005	2006	2007	2008	2009	2010	2011	2012	2013	2014	2015	2016	2017
Gasoline fuels
NH3	0.09	0.09	0.09	0.09	0.09	0.09	0.09	0.09	0.09	0.09	0.09	0.09	0.09	0.09	0.09	0.09
NMVOC2	678	623	571	563	562	562	562	562	561	561	561	561	561	561	561	561
NMVOC3	77.8	74.8	82.3	100.8	96.3	102.5	101.1	103.3	105.8	105.8	105.8	105.8	105.8	105.8	105.8	105.8
NOx	54.03	68.31	75.89	76.85	76.88	76.91	76.92	76.93	76.94	76.95	76.96	76.96	76.97	76.97	76.97	76.97
SOx	10.10	8.27	3.22	0.37	0.37	0.37	0.37	0.37	0.37	0.37	0.37	0.37	0.37	0.37	0.37	0.37
BC5	0.30	0.27	0.24	0.24	0.24	0.24	0.24	0.24	0.24	0.24	0.24	0.24	0.24	0.24	0.24	0.24
PM4	6.03	5.43	4.83	4.72	4.72	4.72	4.71	4.71	4.71	4.71	4.71	4.71	4.71	4.71	4.71	4.71
TSP6	2.35	0.82
CO	38,459	35,290	32,423	32,108	32,488	32,973	33,520	34,097	34,681	35,250	35,791	36,289	36,661	36,840	36,918	36,973
Pb	1.47	0.52
Diesel fuels
NH3	0.16	0.16	0.17	0.17	0.17	0.17	0.17	0.17	0.17	0.17	0.17	0.17	0.17	0.17	0.17	0.17
NMVOC2	185.2	156.8	134.0	90.2	82.6	75.6	69.2	63.6	59.3	55.2	51.6	47.9	44.1	40.8	37.6	34.7
NOx	1,047	1,012	970	757	708	659	610	563	523	484	449	417	386	357	325	292
SOx	79.62	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	0.37
BC5	78.46	64.05	51.12	36.43	34.09	32.02	30.20	28.64	27.64	26.46	25.29	23.84	22.13	20.47	18.80	17.19
PM4	149.0	121.2	94.5	60.3	54.9	50.0	45.6	41.8	39.1	36.4	34.1	31.7	29.2	26.9	24.6	22.5
CO	585	579	552	421	397	375	355	337	324	313	304	296	289	283	278	272

¹ due to lack of better information: similar EF are applied for fossil and biofuels
² from fuel combustion
³ from gasoline evaporation
⁴ EF(PM_2.5) also applied for PM₁₀ and TSP (assumption: > 99% of TSP consists of PM_2.5)
⁵ estimated via a f-BCs as provided in [3], Chapter 1.A.2.g vii, 1.A.4.a ii, b ii, c ii, 1.A.5.b i - Non-road, note to Table 3-1: Tier 1 emission factors for off-road machinery
⁶ from leaded gasoline (until 1997)

NOTE: With respect to the emission factors applied for particulate matter, given the circumstances during test-bench measurements, condensables are most likely included at least partly.¹

For lead (Pb) from leaded gasoline and corresponding TSP emissions, additional emissions are are calculated from 1990 to 1997 based upon contry-specific emission factors from [3].

For information on the emission factors for heavy-metal and POP exhaust emissions, please refer to Appendix 2.3 - Heavy Metal (HM) exhaust emissions from mobile sources and Appendix 2.4 - Persistent Organic Pollutant (POP) exhaust emissions from mobile sources.

Discussion of emission trends

NFR 1.A.2.g vii is key source for emissions of PM_2.5, PM₁₀ and BC.

Unregulated pollutants (NH₃, HMs, POPs, …)

For all unregulated pollutants, emission trends directly follow the trend in fuel consumption.

Regulated pollutants

Nitrogen oxides (NO_x), Sulphur dioxide (SO₂)

For all regulated pollutants, emission trends follow not only the trend in fuel consumption but also reflect the impact of fuel-quality and exhaust-emission legislation.

Here, as NMVOC emissions are dominated by gasoline fuels, the trend shows the same strong decline after 2011 as the underlying activity data (see above and NFR 1.A.4 - mobile, Table 1.)
The remarkable increase after 2014 relates to the strongly increased gasoline inland deliveries reported in NEB line 67. (see table 3 above). This noticeable increase will be checked by the compiler of the National Energy Balance.

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

Over-all PM emissions are by far dominated by emissions from diesel oil combustion with the falling trend basically following the decline in fuel consumption between 2000 and 2005.
Nonetheless, the decrease of the over-all emission trend was and still is amplified by the expanding use of particle filters especially to eliminate soot emissions.

Additional contributors such as the impact of TSP emissions from the use of leaded gasoline (until 1997) have no significant effect onto over-all emission estimates.

Recalculations

Activity data

For all years as of 2010, the revised fuel shares resulted in respectively revised activity data. For 2016, activity data was additionally affected by changes in the underlying NEB data.

Table 5: Revised annual fuel shares 2010-2016

	2010	2011	2012	2013	2014	2015	2016
diesel fuels
Submission 2019	0.394	0.397	0.400	0.401	0.403	0.398	0.397
Submission 2018	0.394	0.397	0.400	0.401	0.403	0.398	0.397
absolute change	0.000	0.000	0.000	0.000	0.000	0.000	0.000
relative change	0.0000%	0.0016%	0.0016%	0.0016%	0.0016%	0.0016%	0.0016%
gasoline fuels
Submission 2019	0.640	0.638	0.663	0.665	0.662	0.659	0.676
Submission 2018	0.640	0.638	0.663	0.665	0.662	0.659	0.676
absolute change	0.000	0.000	0.000	0.000	0.000	0.000	0.000
relative change	0.0000%	0.0011%	0.0010%	0.0010%	0.0010%	0.0010%	0.0009%

source: own estimates based on Knörr et al. (2018b) [3]

Table 6: Resulting revision of activity data 2010-2016, in terajoules

	2010	2011	2012	2013	2014	2015	2016
diesel fuels
Submission 2019	37,154	38,387	37,932	39,357	41,335	42,515	44,010
Submission 2018	37,167	38,398	37,941	39,366	41,347	42,514	42,842
absolute change	-14	-11	-9	-9	-12	1	1,169
relative change	-0,04%	-0,03%	-0,02%	-0,02%	-0,03%	0,00%	2,73%
gasoline fuels
Submission 2019	2,886	2,620	819	808	861	3,431	3,512
Submission 2018	2,886	2,620	819	808	861	3,431	3,811
absolute change	0	0	0	0	0	0	-298
relative change	0.00%	0.00%	0.00%	0.00%	0.00%	0.00%	-7.83%
over-all fuel consumption
Submission 2019	40,040	41,007	38,752	40,164	42,197	45,946	47,523
Submission 2018	40,053	41,017	38,760	40,173	42,209	45,945	46,652
absolute change	-14	-11	-9	-9	-12	1	870
relative change	-0.03%	-0.03%	-0.02%	-0.02%	-0.03%	0.00%	1.87%

source: own estimates based on [1] and [3]

Emission Factors

The following country-specific annual EF applied for diesel fuels were revised for 2015 and 2016:

Table 7: Revised country-specific emission factors for diesel fuels, in kg/TJ

	NMVOC		PM		BC		CO
	2015	2016	2015	2016	2015	2016	2015	2016
Submission 2019	40.76	37.61	26.9	24.6	20.5	18.8	283	278
Submission 2018	40.76	37.61	26.9	24.6	20.5	18.8	283	278
absolute change	-0.001	-0.003	-0.002	-0.008	-0.001	-0.006	-0.05	-0.24
relative change	-0.002%	-0.007%	-0.007%	-0.032%	-0.006%	-0.031%	-0.02%	-0.09%

source: Knörr et al. (2018b): TREMOD MM [3]

Furthermore, the tier1 EF for dioxin exhaust emissions from biodiesel has been revised to take into account the this fuel's specific NCV:

Table 8: Revised tier1 emission factors for PCDD/F exhaust emissions from biodiesel

Submission 2019	1.87
Submission 2018	1.62
absolute change	0.25
relative change	15.4%

For specific information on recalculated emission estimates for Base Year and 2016, please see the pollutant specific recalculation tables following chapter 8.1 - Recalculations.

Uncertainties

Uncertainty estimates for activity data of mobile sources derive from research project FKZ 360 16 023: "Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland" by (Knörr et al. (2009)) [6].

Uncertainty estimates for emission factors were compiled during the PAREST research project. Here, the final report has not yet been published.

Planned improvements

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

FAQs

Why are similar EF applied for estimating exhaust heavy metal emissions from both fossil and biofuels?

The EF provided in [4] and [5] represent summatory values for (i) the fuel's and (ii) the lubricant's heavy-metal content as well as (iii) engine wear. Here, there might be no heavy metal contained in the biofuels. But since the specific shares of (i), (ii) and (iii) cannot be separated, and since the contributions of lubricant and engine wear might be dominant, the same emission factors are applied to diesel and biodiesel.

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Bibliography

1. AGEB, 2018: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; URL: http://www.ag-energiebilanzen.de/7-0-Bilanzen-1990-2016.html, Köln & Berlin, 2018.

2. BAFA, 2018: Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, BAFA): Amtliche Mineralöldaten für die Bundesrepublik Deutschland;

URL: http://www.bafa.de/bafa/de/energie/mineraloel_rohoel/amtliche_mineraloeldaten/index.html, Eschborn, 2018.

3. Knörr et al. (2018b): Knörr, W., Heidt, C., Gores, S., & Bergk, F. (2018b): ifeu Institute for Energy and Environmental Research (Institut für Energie- und Umweltforschung Heidelberg gGmbH, ifeu): Aktualisierung des Modells TREMOD-Mobile Machinery (TREMOD MM) 2018, Heidelberg, 2018.

4. EMEP/EEA, 2016: EMEP/EEA air pollutant emission inventory guidebook 2016; Copenhagen, 2016.

5. 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

6. Knörr et al. (2009): Knörr, W., Heldstab, J., & Kasser, F.: Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland; final report; URL: https://www.umweltbundesamt.de/sites/default/files/medien/461/publikationen/3937.pdf, FKZ 360 16 023, Heidelberg & Zürich, 2009.

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.