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

Last updated on 29 Aug 2019 09:29 (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, | 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

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
Diesel oil	22,864	54,127	78,326	88,164	87,087	87,942	89,348	89,346	88,105	90,229	88,430	91,446	93,592	94,263	94,945	96,467
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	4,260	4,264
LPG	0	0	0	0	239	379	414	558	505	543	558	577	575	569	536	469
CNG	0	0	0	407	578	829	1,042	1,239	1,314	1,350	1,366	1,087	1,101	1,151	883	770
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	4,997	5,116
Bioethanol	0	0	0	62	119	103	124	172	213	216	213	199	199	192	185	182
Biogas	0	0	0	0	0	0	0	0	0	0	195	215	277	194	208	183
Ʃ 1.A.3.b ii	46,739	68,749	92,586	103,555	106,752	108,623	106,305	104,480	102,352	103,840	101,750	103,544	106,018	105,894	106,014	107,452

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 tier3 emission factors for light-duty vehicles, in kg/TJ

	1990	1995	2000	2005	2006	2007	2008	2009	2010	2011	2012	2013	2014	2015	2016	2017
Diesel fuels1
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	0.36
NMVOC	74.6	72.3	50.3	28.4	25.1	22.0	17.9	15.7	14.1	12.5	11.1	9.79	8.71	7.86	7.16	6.61
NOx	610	528	477	438	428	412	394	384	376	369	361	355	351	345	338	316
SO2	80.9	60.5	14.0	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
CO	330	337	249	149	135	119	97.9	86.3	77.5	69.1	62.1	56.0	50.8	46.8	43.4	40.8
BC5	57.8	53.0	39.6	26.7	25.2	23.6	21.6	20.6	19.6	18.2	16.3	14.0	11.8	9.87	8.28	6.94
PM3	105	93.5	60.9	37.3	34.7	31.9	28.2	26.4	24.7	22.7	20.2	17.4	14.7	12.3	10.4	8.82
Gasoline fuels1
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	13.19
NMVOC2	1,112	599	388	295	289	269	230	208	191	176	166	158	151	148	145	141
NOx	665	584	438	338	334	308	259	229	204	182	167	154	144	138	134	127
SO2	12.8	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	0.37
CO	7,982	7,242	5,709	4,636	4,547	4,248	3,710	3,384	3,093	2,853	2,670	2,524	2,405	2,320	2,277	2,198
BC5	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	0.32
PM3	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	2.28
TSP4	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	2.28
Liquefied Petroleum Gas - LPG
NH3					7.06	7.13	7.48	7.87	7.94	8.05	8.00	8.01	8.07	7.93	8.13	8.19
NMVOC					3.51	3.55	3.69	3.84	3.87	3.90	3.89	3.90	3.90	3.88	3.92	3.95
NOx					28.1	28.4	29.3	30.1	30.2	30.3	30.4	29.7	28.0	26.3	24.7	23.2
SO2					0.41	0.41	0.41	0.41	0.41	0.41	0.41	0.41	0.41	0.41	0.41	0.41
CO					304	307	321	337	340	344	342	341	338	329	329	326
BC5					0.07	0.07	0.07	0.08	0.08	0.08	0.08	0.08	0.08	0.08	0.08	0.08
PM3					0.47	0.48	0.50	0.52	0.53	0.53	0.53	0.53	0.54	0.54	0.56	0.57
Compressed Natural Gas (CNG) & Biogas6
NH3				7.7	7.7	7.9	8.1	8.4	8.4	8.6	8.5	8.7	8.5	8.1	8.4	8.4
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	0.38
NOx				15.5	15.5	15.6	15.6	15.7	15.5	15.1	14.6	13.9	12.9	12.2	11.6	11.2
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	0.15
CO				508	508	506	516	534	543	554	552	555	573	579	590	594
BC5				0.17	0.17	0.17	0.17	0.18	0.18	0.18	0.18	0.18	0.19	0.19	0.19	0.19
PM3				1.12	1.12	1.12	1.14	1.17	1.19	1.21	1.21	1.21	1.25	1.26	1.28	1.29

¹ due to lack of better information: similar EF are applied for fossil and biofuels
² not including NMVOC from gasoline evaporation!
³ EF(PM_2.5) also applied for PM₁₀ and TSP (assumption: > 99% of TSP consists of PM_2.5)
⁴ 1990-1997: including additional TSP from combustion of leaded gasoline
⁵ EF(BC) estimated via f(BC)
⁶ due to lack of better information: similar EF are applied for CNG and biogas

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 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.

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

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 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 2018, 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 2016. 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 as of 2012, in terajoules

	2012	2013	2014	2015	2016
Diesel oil
Submission 2019	88,430	91,446	93,592	94,263	94,945
Submission 2018	88,430	91,446	93,592	94,263	95,494
absolute change	0.00	-0.03	-0.06	-0.01	-548.49
relative change	0.00000%	-0.00003%	-0.0001%	-0.00001%	-0.57%
Biodiesel
Submission 2019	6.192	5.379	5.702	5.110	4.997
Submission 2018	6.192	5.379	5.702	5.110	5.020
absolute change	0.00	0.00	-0.01	0.00	-23.30
relative change	0.00%	0.00%	-0.0002%	0.00%	-0.46%
Gasoline
Submission 2019	4,797	4,643	4,571	4,416	4,260
Submission 2018	4,797	4,643	4,571	4,416	4,284
absolute change	-0.01	0.00	0.00	0.00	-24.39
relative change	-0.0002%	0.00%	0.00%	0.00%	-0.57%
Biogasoline
Submission 2019	213	199	199	192	185
Submission 2018	213	199	199	192	186
absolute change	0.00	0.00	0.00	0.00	-1.05
relative change	0.00%	0.00%	0.00%	0.00%	-0.56%
Liquefied Petroleum Gas - LPG
Submission 2019	558	577	575	569	536
Submission 2018	558	577	575	569	625
absolute change	0.00	0.00	-0.01	0.00	-88.96
relative change	0.00%	0.00%	-0.002%	0.00%	-14.24%
Compressed Natural Gas - CNG
Submission 2019	1.366	1.087	1.101	1.151	883
Submission 2018	1.367	1.087	1.102	1.153	1.136
absolute change	-0.62	-0.44	-1.12	-1.72	-253.35
relative change	-0.05%	-0.04%	-0.10%	-0.15%	-22.29%
Biogas
Submission 2019	195	215	277	194	208
Submission 2018	195	215	278	194	183
absolute change	-0.09	-0.09	-0.28	-0.28	24.82
relative change	-0.05%	-0.04%	-0.10%	-0.15%	13.58%

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 2016, please see the pollutant specific recalculation tables following chapter 8.1 - Recalculations.

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Bibliography

1. Knörr et al. (2018a): 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 5.81, im Auftrag des Umweltbundesamtes, Heidelberg & Berlin, 2018.

2. Keller et al., (2007): Keller, M., Hausberger, S., Matzer, C., Wüthrich, P., & Notter, B.: Handbook Emission Factors for Road Transport, version 3.3 (Handbuch Emissionsfaktoren des Straßenverkehrs 3.3) URL: http://www.hbefa.net/e/index.html - Dokumentation, Bern, 2017.

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

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.