1.A.3.b.i-iv Emissions From Fuel Combustion in RT

Last updated on 10 Dec 2013 11:53 (cf. Authors)

Short description

In sub-categories 1.A.3.b i - iv the emissions from fuel combustion activities in road transport are reported.

NFR-Code Name of Category Method AR EF Key Source for (by3)
1.A.3.b i Passenger Cars T12, T3 NS CS NOx (L/T), NMVOC (L/T), CO (L/T), PM2.5 & PM10 (L/T)
1.A.3.b ii Light Duty Vehicles T3 NS CS NOx (L), PM2.5 (L/T), PM10 (T)
1.A.3.b iii Heavy Duty Vehicles T23, T3 NS CS NOx (L/T), PM2.5 (L/T), PM10 (T)
1.A.3.b iv Mopeds & Motorcycles T3 NS CS no key source

1 T1: only for natural gas, and lubricants where activity data exist only on tier1 level
2 T2: only for petroleum where activity data exist only on tier2 level
3 T = key source by Trend / L = key source by Level


Activity data

Table: Fuel consumption 2010 by vehicle type ([TJ])

Liquid Fuels Gaseous Fuels Biomass
Gasoline Diesel Oil LPG Natural Gas Bioethanol Biodiesel
Passenger cars 773,408 469,085 21,836 9,742 29,680 36,471
Light duty vehicles 6,557 84,332 - - 240 6,261
Heavy duty vehicles - 612,807 - - - 47,645
Trucks & Lorries - 565,938 - - - 44,001
Buses - 46,869 - - - 3,644
Two-Wheelers 12,587 - - - 483 -
Mopeds 2,798 - - - 107 -
Motorcycles 9,789 - - - 376 -
1.A.3.b TOTAL 792,257 1,166,224 21,836 9,742 30,403 90,673

For further details see main chapter 1.A.3.b - Road Transport as wells as the different sub-category chapters linked above.

Trends of exhaust emissions from road transport vehicles

Trend of NOx emissions represent the changes in legislatory emission limits and the regarding implementation of mitigation technologies.

Trends for sulphur dioxide (SO2) and ammonia (NH3) exhaust emissions show 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. 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.

Trends of NMVOC and CO emissions are influenced by the implementation of mitigation technologies.

As for all reported exhaust PM emissions from mobile diesel vehicles the party assumes that nearly all particles emitted are within the PM2.5 range, resulting in similar emission values for PM2.5, PM10, and TSP.

For further details and information about recalculations, uncertainty assessment etc. see main chapter 1.A.3.b - Road Transport as wells as the different sub-category chapters linked above.

Planned improvements

At the moment, due to lack of information consumtions of LPG and CNG and resulting emissions are assigned to passenger cars (1.A.3.b.i) only. Here, a more realistic breakdown will be implemented as soon as data is available.

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