1.A.3.b iv - Road Transport: Mopeds & Motorcycles

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

Short description

In sub-categories 1.A.3.b iv - Road Transport: Mopeds & Motorcycles emissions from fuel combustion in motorised two-wheelers are reported.

NFR-Code	Name of Category	Method	AD	EF	Key Category 1
1.A.3.b iv	Mopeds & Motorcycles	T1, T3	NS, M	CS, M, D	L: NMVOC, CO, PM10

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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 mopeds and motorcycles is generated within the TREMOD model (ifeu, 2018a) [1].
The following table provides an overview of annual amounts of gasoline fuels consumed by motorized two-wheelers in Germany.

Table 1: Annual fuel consumption of mopeds and motorcycles, in terajoules

	1990	1995	2000	2005	2006	2007	2008	2009	2010	2011	2012	2013	2014	2015	2016	2017
MOPEDS
Gasoline	4,940	3,433	3,142	3,162	3,323	3,307	3,393	3,438	3,267	3,384	3,276	3,291	3,357	3,241	3,287	3,318
Biogasoline	0	0	0	22	48	45	65	98	126	139	145	141	146	141	143	141
Ʃ Mopeds	4,940	3,433	3,142	3,183	3,371	3,351	3,458	3,536	3,393	3,522	3,421	3,432	3,503	3,382	3,429	3,459
MOTORCYCLES
Gasoline	17,110	13,195	16,042	16,990	16,983	13,861	14,099	14,220	14,117	14,650	14,564	15,249	15,932	15,400	15,322	15,491
Biogasoline	0	0	0	117	245	187	270	406	545	600	645	654	693	668	666	659
Ʃ Motorcycles	17,110	13,195	16,042	17,107	17,227	14,048	14,369	14,626	14,663	15,250	15,209	15,903	16,625	16,068	15,987	16,150
MOTORIZED 2-WHEELERS: Mopeds & Motorcycles
Gasoline	22,049	16,628	19,184	20,151	20,306	17,167	17,492	17,657	17,384	18,033	17,840	18,540	19,289	18,641	18,609	18,809
Biogasoline	0	0	0	138	293	232	334	504	672	739	791	795	839	808	808	801
Ʃ 1.A.3.b iv	22,049	16,628	19,184	20,290	20,598	17,399	17,827	18,162	18,056	18,773	18,631	19,335	20,128	19,449	19,417	19,609

source: TREMOD 5.81 [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 3.3) [2] where they are provided on a tier3 level mostly and processed within TREMOD [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 factors¹, in kg/TJ

	1990	1995	2000	2005	2006	2007	2008	2009	2010	2011	2012	2013	2014	2015	2016	2017
NH3	1.21	1.25	1.30	1.33	1.34	1.33	1.34	1.34	1.34	1.34	1.34	1.34	1.34	1.34	1.34	1.34
NMVOC2	2,415	1,636	1,456	1,322	1,303	1,315	1,287	1,252	1,200	1,163	1,134	1,086	1,045	1,003	983	954
NOx	183	198	186	175	171	179	173	167	163	159	155	151	148	146	143	140
SO2	15.11	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	12,126	12,427	11,872	10,595	10,045	9,817	9,436	9,036	8,693	8,352	8,028	7,695	7,369	7,066	6,766	6,488
PM2.5	NA	63.7	42.7	39.9	38.8	40.0	38.1	36.3	34.2	33.0	32.3	30.7	29.3	27.8	27.0	25.4
PM10	NA	63.7	42.7	39.9	38.8	40.0	38.1	36.3	34.2	33.0	32.3	30.7	29.3	27.8	27.0	25.4
TSP3	71.0	64.5	42.7	39.9	38.8	40.0	38.1	36.3	34.2	33.0	32.3	30.7	29.3	27.8	27.0	25.4
BC	NA	NA	4.98	4.75	4.60	4.71	4.54	4.36	4.16	4.05	3.96	3.81	3.67	3.53	3.45	3.30

¹ due to lack of better information: similar EF are applied for fossil and biofuels
² from fuel combustion only!
³ from 1990 to 1997: also including additional dust from leaded gasoline

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

Table 2: Overview of applied EMEP/EEA defaults and other tier1 EF

As	Cd	Cr	Cu	Hg	Ni	Pb	Se	Zn	PCDD/F	B[a]P	B[b]F	B[k]F	I[…]P	PAH 1-4
[g/TJ]									[µg/km]	[mg/TJ]
0.007	0.005	0.145	0.103	0.200	0.053	0.037	0.005	0.758	0.0000027	192.91	215.88	156.17	234.25	799.21

Discussion of emission trends

NFR 1.A.3.b iv is key category for CO and Black Carbon.

Carbon monoxide (CO)

Non-methane volatile organic compounds (NMVOC)

Since 1990, exhaust emissions of NMVOC have decreased due to technical improvements.

Nitrogen oxides (NO_x)

Sulphur dioxide (SO₂)

As for the entire road transport sector, the trends for sulphur dioxide (SO₂) exhaust emissions from two-wheelers shows charcteristics very 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.

Particulate Matter (PM)

Particle emissions result from the comusbtion of gasoline and bioethanol. Here, due to the assumption that nearly all TSP emitted is formed by particles in the PM_2.5 range, similar estimates are provided for all three fractions. (Exception: Until 1997, additional TSP emissions from use of leaded gasoline are included.)

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.

Table 3: Revised 2016 fuel consumption data, in terajoules

	Mopeds		Motorcycles		Motorized Two-Wheelers
	Gasoline	Biogasoline	Gasoline	Biogasoline	Gasoline	Biogasoline
Submission 2019	3,287	143	15,322	666	18,609	808
Submission 2018	3,306	144	15,410	669	18,715	813
absolute change	-19	-0.820	-87.6	-3.82	-106	-4.64
relative change	-0.57%	-0.57%	-0.57%	-0.57%	-0.57%	-0.57%

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.

The tier1 default EF for HMs, PAHs and PCDD/F remain unchanged instead.

For more information on recalculated emission estimates 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.