)XHOFRQVXPSWLRQ - Danish emission inventories for road transport and other mobile sources

5RDGWUDQVSRUW

As shown in Figure 6.3, the energy use for road transport has generally increased from except from a small fuel consumption decline noted in 2000. The fuel consumption development is due to a slight decreasing trend in the use of gasoline fuels from 1999 onwards combined with a steady growth in the use of diesel. Within sub-sectors, passenger cars represent the most fuel-consuming vehicle category, followed by heavy-duty vehicles, light heavy-duty vehicles and 2-wheelers, in decreasing order (Figure 6.4).

As shown in Figure 6.5, fuel consumption for gasoline passenger cars dominates the overall gasoline consumption trend. The development in diesel fuel consumption in recent years (Figure 6.6) is characterised by increasing fuel consumption for diesel passenger cars and light duty hicles, while the fuel consumption for trucks and buses (heavy-duty ve-hicles), since 1999, has fluctuated. The sudden increase in fuel consump-tion for heavy-duty vehicles in 2003 is, however, significant.

0 20 40 60 80 100 120 140 160 180 200

198 5

1987 1989

1991 1993

199 5

1997 199

9 200

1 200

3 200

>3-@ ^Diesel_Gasoline

Total

)LJXUH Fuel consumption per fuel type and as totals for road transport 1985-2006

0 10 20 30 40 50 60 70 80 90 100

1985 1988 1991 1994 1997 2000 2003 2006

>3 -@

2-wheelers Heavy duty vehicles Light duty vehicles Passenger cars

)LJXUH Total fuel consumption per vehicle type for road transport 1985-2006

In 2006, fuel consumption shares for gasoline passenger cars, heavy-duty vehicles, diesel light duty vehicles, diesel passenger cars and gasoline light duty vehicles were 41, 26, 20, 10 and 2 %, respectively (Figure 6.7).

2WKHUPRELOHVRXUFHV

It must be noted that the fuel consumption figures behind the Danish in-ventory for mobile equipment in the agriculture, forestry, industry, household and gardening (residential), and inland waterways (part of navigation) sectors, are less certain than for other mobile sectors. For these types of machinery, the DEA statistical figures do not directly pro-vide fuel consumption information, and fuel consumption totals are

sub-0 10 20 30 40 50 60 70 80 90

1985 1988

1991 1994 1997 2000 200

3 2006

>3 -@

2-wheelers

Heavy duty vehicles Light duty vehicles Passenger cars

)LJXUH Gasoline fuel consumption per vehicle type for road transport 1985-2006

0 5 10 15 20 25 30 35 40 45 50

1985 1988

1991 1994

1997 2000

2003 2006

>3 -@

Heavy duty vehicles

Light duty vehicles Passenger cars

)LJXUH Diesel fuel consumption per vehicle type for road transport 1985-2006

LPG PC 0%

Diesel LDV 20%

Gasoline PC 41%

Diesel HDV 26%

Gasoline LDV 2%

2-w heelers 1%

Gasoline HDV

0% Diesel PC

10%

)LJXUH Fuel consumption share (PJ) per vehicle type for road transport in 2006

sequently estimated from activity data and fuel consumption factors. For 2006 no new stock information has been gathered for recreational craft, and thus the 2004 total stock information is repeated for this year.

As seen in Figure 6.8, classified according to CRF the most important sec-tors are Agriculture/forestry/fisheries (1A4c), Industry-other (mobile machinery part of 1A2f) and Navigation (1A3d). Minor fuel consuming sectors are Civil Aviation (1A3a), Railways (1A3c), Other (military mo-bile fuel consumption: 1A5) and Residential (1A4b).

The 1985-2006 time-series are shown per fuel type in Figures 6.9-6.12 for diesel, gasoline and jet fuel, respectively.

0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0

1985 1987

1989 1991

199 3

1995 1997

1999 2001

2003 200

Military (1A5) Navigation (1A3d) Agr./for. (1A4c) Fisheries (1A4c) Civil Aviation (1A3a) Industry-Other (1A2f)

)LJXUH Total fuel consumption in CRF sectors for other mobile sources 1985-2006

0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0

1985 1987 1989 1991 1993 1995 1997 1999 2001 2003 2005

>3 -@

Military (1A5) Railways (1A3c) Navigation (1A3d) Agr./for. (1A4c) Fisheries (1A4c) Industry-Other (1A2f)

)LJXUH Diesel fuel consumption in CRF sectors for other mobile sources 1985-2006

In terms of diesel, the fuel consumption decreases for agricultural ma-chines until 2000, due to fewer numbers of tractors and harvesters. After that, the increase in the engine sizes of new sold machines has more than outbalanced the trend towards smaller total stock numbers. The fuel consumption for industry has increased from the beginning of the 1990’s, due to an increase in the activities for construction machinery. The fuel consumption increase has been very pronounced in 2005 and 2006. For

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

1985 1987

198 9

1991 199

3 1995

1997 1999

2001 2003 2005

Military (1A5) Navigation (1A3d) Agr./for. (1A4c) Fisheries (1A4c) Industry-Other (1A2f) Residential (1A4b)

)LJXUH Gasoline fuel consumption in CRF sectors for other mobile source 1985-2006

0.0 1.0 2.0 3.0 4.0 5.0

198 5

198 7

198 9

199 1

199 3

1995 1997

199 9

2001 2003

2005

>3 -@

Navigation (1A3d)

)LJXUH Residual oil fuel consumption in CRF sectors for other mobile sources 1985-2006

0 1 2 3 4 5

1985 1987

1989 1991

1993 1995

1997 1999

2001 2003

2005

>3 -@

Military (1A5) Civil Aviation (1A3a)

)LJXUH Jet fuel consumption in CRF sectors for other mobile sources 1985-2006

fisheries, the development in fuel consumption reflects the activities in this sector.

The Navigation sector comprises national sea transport (fuel consump-tion between two Danish ports) and recreaconsump-tional craft. For the latter cate-gory, fuel consumption has increased significantly from 1990 to 2004 due to the rising number diesel-fuelled private boats. For national sea trans-port, the diesel fuel consumption curve reflects the combination of traffic and ferries in use for regional ferries. From 1998 to 2000, a significant de-cline in fuel consumption is apparent. The most important explanation here is the closing of ferry service routes in connection with the opening of the Great Belt Bridge in 1997. For railways, the gradual shift towards electrification explains the lowering trend in diesel fuel consumption and the emissions for this transport sector. The fuel consumed (and associ-ated emissions) to produce electricity is accounted for in the stationary source part of the Danish inventories.

The largest gasoline fuel use is found for household and gardening ma-chinery in the Residential (1A4b) sector. Especially from 2001-2006, a significant fuel consumption increase is apparent due to considerable growth in the machinery stock. The decline in gasoline fuel consumption for Agriculture/forestry/fisheries (1A4c) is due to the gradual phasing out of gasoline-fuelled agricultural tractors.

In terms of residual oil there has been a substantial decrease in the fuel consumption for regional ferries. The fuel consumption decline is most significant from 1990-1992 and from 1997-1999.

The considerable variations from one year to another in military jet fuel consumption are due to planning and budgetary reasons, and the pass-ing demand for flypass-ing activities. Consequently, for some years, a certain amount of jet fuel stock-building might disturb the real picture of aircraft fuel consumption. Civil aviation has decreased since the building of the Great Belt Bridge, both in terms of number of flights and total jet fuel consumption.

%XQNHUV

The residual oil and diesel oil fuel use fluctuations reflect the quantity of

fuel sold in Denmark to international ferries, international warships,

other ships with foreign destinations, transport to Greenland and the

Faroe Islands, tank vessels and foreign fishing boats. For jet petrol, the

sudden fuel use drop in 2002 is explained by the recession in the air

traf-fic sector due to the events of September 11, 2001 and structural changes

in the aviation business.

(PLVVLRQVRI&2 &+ DQG1 2

In Table 6.12 the CO

, CH

and N

O emissions for road transport and other mobile sources are shown for 2006 in CRF sectors. The emission figures in time-series 1990-2006 are given in Annex 13 (CRF format) and are shown for 1990 and 2006 in Annex 14 (CollectER format).

From 1990 to 2006 the road transport emissions of CO

and N

O have in-creased by 36 and 29 %, respectively, whereas the emissions of CH

have decreased by 51 % (from Figures 6.14-6.16). From 1990 to 2006 the other mobile CO

emissions have decreased by 10 %, (from Figures 6.18-6.20).

7DEOH Emissions of CO2, CH4 and N2O in 2006 for road transport and other mobile sources

CRF Sector CH4 CO2 N2O

[tons] [ktons] [tons]

Industry-Other (1A2f) 44 1021 43 Civil Aviation (1A3a) 6 141 8 Railways (1A3c) 9 227 6 Navigation (1A3d) 32 455 26 Residential (1A4b) 233 233 4 Ag./for./fish. (1A4c) 94 1599 77 Military (1A5) 6 126 4 Total other mobile 425 3802 168 Road (1A3b) 1290 12594 402 Total mobile 1715 16397 570

5RDGWUDQVSRUW

CO

emissions directly rely on fuel consumption, and in this way, the development in the emission reflects the trend in fuel consumption. As shown in Figure 6.14, the most important emission source for road transport is passenger cars, followed by heavy-duty vehicles, light-duty vehicles and 2-wheelers in decreasing order. In 2006, the respective emis-sion shares were 51, 26, 22 and 1 %, respectively (Figure 6.17).

The majority of CH

emissions from road transport come from gasoline passenger cars (Figure 6.15). The emission drop from 1992 onwards is

0 5 10 15 20 25 30 35 40 45

1985 1987

1989 1991 1993 1995 1997 1999 2001 2003

200 5

>3-@

Jet fuel Diesel Residual oil

)LJXUH Bunker fuel use 1985-2006

explained by the penetration of catalyst cars into the Danish fleet. The 2006 emission shares for CH

were 52, 27, 14 and 7 % for passenger cars, heavy-duty vehicles, 2-wheelers and light-duty vehicles, respectively (Figure 6.17).

An undesirable environmental side effect of the introduction of catalyst cars is the increase in the emissions of N

O from the first generation of catalyst cars (Euro 1) compared to conventional cars. The emission fac-tors for later catalytic converter technologies are considerably lower than the ones for Euro 1, thus causing the emissions to decrease from 1998 onwards (Figure 6.16). In 2006, emission shares for passenger cars, light and heavy-duty vehicles were 48, 34 and 18 %, of the total road transport N

O, respectively (Figure 6.17).

Referring to the third IPCC assessment report, 1 g CH

and 1 g N

O has the greenhouse effect of 21 and 310 g CO

, respectively. In spite of the relatively large CH

and N

O global warming potentials, the largest con-tribution to the total CO

emission equivalents for road transport comes from CO

, and the CO

emission equivalent shares per vehicle category are almost the same as the CO

shares.

0 1000 2000 3000 4000 5000 6000 7000

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

>N WRQV

2-wheelers Heavy duty vehicles Light duty vehicles Passenger cars

)LJXUH CO2 emissions (k-tonnes) per vehicle type for road transport 1990-2006

0 500 1000 1500 2000 2500

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

>WR QV@

2-wheelers Heavy duty vehicles Light duty vehicles Passenger cars )LJXUH CH4 emissions (tonnes) per vehicle type for road transport 1990-2006

&2

Heavy duty vehicles

26%

2-wheelers 1%

Passenger cars 51%

Light duty vehicles

22%

Light duty vehicles

Passenger cars 52%

2-wheelers 14%

Heavy duty vehicles

27%

1 2

Light duty vehicles

18%

Passenger cars 48%

2-wheelers 0%

Heavy duty vehicles

34%

&2HTXLYDOHQWV

Light duty vehicles

22%

Passenger cars 50%

2-wheelers 1%

Heavy duty vehicles

27%

)LJXUH CO2, CH4 and N2O emission shares and GHG equivalent emission distribution for road transport in 2006

2WKHUPRELOHVRXUFHV

For other mobile sources, the highest CO

emissions in 2006 come from Agriculture/forestry/fisheries (1A4c), Industry-other (1A2f), Navigation (1A3d), with shares of 42, 27 and 12 %, respectively (Figure 6.21). The 1990-2006 emission trend is directly related to the fuel-use development in the same time-period. Minor CO

emission contributors are sectors such as Residential (1A4b), Railways (1A3c), Civil Aviation (1A3a) and

0 50 100 150 200 250 300 350

1990 199

1 1992

1993 1994

1995 1996 1997 1998 199 9

2000 200 1

2002 200 3

2004 2005 2006

>WR QV@

2-wheelers Heavy duty vehicles Light duty vehicles Passenger cars )LJXUH N2O emissions (tonnes) per vehicle type for road transport 1990-2006

Military (1A5). In 2006, the CO

emission shares for these sectors were 6, 6, 4 and 3 %, respectively (Figure 6.21).

For CH

, far the most important sector is Residential (1A4b), see Figure 6.21. The emission share of 56 % in 2006 is due to a relatively large gaso-line fuel consumption for gardening machinery. The 2006 emission shares for Agriculture/forestry/fisheries (1A4c), Industry (1A2f) and Navigation (1A3d) are 22, 10 and 8 %, respectively, whereas the remain-ing sectors have emission shares of 2 % or less.

For N

O, the emission trend in sub-sectors is the same as for fuel con-sumption and CO

emissions (Figure 6.20).

As for road transport, CO

alone contributes with by far the most CO

emission equivalents in the case of other mobile sources, and per sector the CO

emission equivalent shares are almost the same as those for CO

, itself (Figure 6.21).

0 200 400 600 800 1000 1200 1400

1990 1992

1994 1996

1998 2000

2002 2004

2006

>WR QV@

Agr./for. (1A4c) Civil Aviation (1A3a) Fisheries (1A4c) Industry-Other (1A2f) Military (1A5) Navigation (1A3d) Railways (1A3c) Residential (1A4b)

)LJXUH CO2 emissions (k-tonnes) in CRF sectors for other mobile sources 1990-2006

0 50 100 150 200 250

1990 199

2 199

4 199

6 1998

200 0

200 2

2004 200

>WR QV@

Agr./for. (1A4c) Civil Aviation (1A3a) Fisheries (1A4c) Industry-Other (1A2f) Military (1A5) Navigation (1A3d) Railways (1A3c) Residential (1A4b)

)LJXUH CH4 emissions (tonnes) in CRF sectors for other mobile sources 1990-2006

(PLVVLRQVRI62 12

;

1092&&21+ 76330 DQG30

In Table 6.3 the SO

, NO

, NMVOC, CO NH

, TSP, PM

and PM

2.5

emis-sions for road transport and other mobile sources are shown for 2006 in NFR sectors. For particulate matter (PM; TSP, PM

and PM

2.5

), only the exhaust emission contributions are included in Table 6.3. Non-exhaust TSP, PM

and PM

2.5

emissions are treated in a separate section below.

The emission figures in the time-series 1985-2006 are given in Annex 15 (NFR format) and are shown for 2006 in Annex 14 (CollectER format).

0 10 20 30 40 50 60

1990

1992 1994 199 6

1998 2000 200 2

2004 2006

>WR QV@

Agr./for. (1A4c) Civil Aviation (1A3a) Fisheries (1A4c) Industry-Other (1A2f) Military (1A5) Navigation (1A3d) Railways (1A3c) Residential (1A4b)

)LJXUH N2O emissions (tonnes) in CRF sectors for other mobile sources 1990-2006

Residential (1A4b)

Fisheries (1A4c)

12%

Navigation (1A3d)

12%

Industry-Other (1A2f)

27%

Agr./for.

(1A4c) 30%

Civil Aviation (1A3a)

Military (1A5) 3%

Railways (1A3c)

Residential (1A4b)

56%

Fisheries (1A4c)

Navigation (1A3d)

Industry-Other (1A2f)

10%

Agr./for.

(1A4c) 19%

Civil Aviation (1A3a)

Military (1A5) Railways 1%

(1A3c) 2%

Residential (1A4b)

Fisheries (1A4c)

18%

Navigation (1A3d)

15%

Industry-Other (1A2f)

26%

Agr./for.

(1A4c) 28%

Civil Aviation (1A3a)

Military (1A5)

Railways (1A3c)

&2HTXLYDOHQWV

Fisheries (1A4c)

13%

Navigation (1A3d)

13%

Industry-Other (1A2f)

29%

Agr./for.

(1A4c) 31%

Civil Aviation (1A3a)

Military (1A5)

Railways (1A3c)

)LJXUH CO2, CH4 and N2O emission shares and GHG equivalent emission distribu-tion for other mobile sources in 2006

From 1985 to 2006, the road transport emissions of SO

, NO

, NMVOC, CO and PM (all size fractions) have decreased by 99, 28, 71, 69 and 30 %, respectively (Figures 6.22-6.26), whereas the NH

emissions have in-creased by 3065 % during the same time period (Figure 6.27).

For other mobile sources, the emission changes for SO

, NO

, NMVOC, CO and PM (all size fractions) are -88, -14, -12, -9 and -56 %, respectively (Figures 6.29-6.33). The NH

emissions have increased by 8 % during the same time period (Figure 6.34).

5RDGWUDQVSRUW

The step-wise lowering of the sulphur content in diesel fuel has given rise to a substantial decrease in the road transport emissions of SO

(Fig-ure 6.22). In 1999, the sulphur content was reduced from 500 ppm to 50 ppm (reaching gasoline levels), and for both gasoline and diesel the sul-phur content was reduced to 10 ppm in 2005. Since Danish diesel and gasoline fuels have the same sulphur percentages, at present, the 2006 shares for SO

emissions and fuel use for passenger cars, heavy-duty ve-hicles, light-duty vehicles and 2-wheelers are the same in each case: 50, 27, 22 and 1 %, respectively (Figure 6.28).

Historically, the emission totals of NMVOC and CO have been very dominated by the contributions coming from private cars, as shown in Figures 6.24-6.25. However, the NMVOC and CO (and NO

) emissions from this vehicle type have shown a steady decreasing tendency since

7DEOH Emissions of SO2, NOX, NMVOC, CO NH3, TSP, PM10 and PM2.5 in 2006 for road transport and other mobile sources

NFR ID SO2 NOX NMVOC CO NH3 TSP PM10 PM2.5

[tons] [tons] [tons] [tons] [tons] [tons] [tons] [tons]

Industry-Other (1A2f) 30 10807 1583 7515 2 991 991 991 Civil Aviation (1A3a) 45 596 155 838 0 3 3 3 Railways (1A3c) 1 3542 230 626 1 120 120 120 Navigation (1A3d) 1089 7436 1195 7192 0 291 289 288 Residential (1A4b) 1 275 8037 87744 0 79 79 79 Ag./for./fish. (1A4c) 632 20199 2541 16976 3 1086 1084 1084 Military (1A5) 26 619 56 391 0 21 21 21 Total other mobile 1824 43475 13796 121282 7 2590 2587 2585 Road (1A3b) 79 66993 23171 171521 1951 3101 3101 3101 Total mobile 1904 110468 36967 292803 1958 5691 5688 5687

0 1000 2000 3000 4000 5000 6000 7000 8000

1985 198

7 1989

199 1

199 3

1995 199

7 1999

200 1

2003 200

>WR QV@

2-wheelers Heavy duty vehicles Light duty vehicles Passenger cars )LJXUH SO2 emissions (tonnes) per vehicle type for road transport 1985-2006

the introduction of private catalyst cars in 1990 (EURO I) and the intro-duction of even more emission-efficient EURO II and III private cars (in-troduced in 1997 and 2001, respectively).

In the case of NO

the real traffic emissions for heavy duty vehicles do not follow the reductions as intended by the EU emission legislation.

This is due to the so-called engine cycle-beating effect. Outside the legis-lative test cycle stationary measurement points, the electronic engine control for heavy duty Euro II and III engines switches to a fuel efficient engine running mode, thus leading to increasing NO

emissions (Figure 6.23).

Exhaust particulate emissions from road transportation vehicles are well below PM

2.5

. The emissions from light- and heavy-duty vehicles have significantly decreased since the mid-1990s due to gradually stricter EURO emission standards. The environmental benefit of introducing diesel private cars with lower particulate emissions since 1990 is more or less outbalanced by an increase in sales of new vehicles in recent years (Figure 6.26).

An undesirable environmental side effect of the introduction of catalyst cars is the increase in the emissions of NH

from the first two generations of catalyst cars (Euro 1 and 2) compared to conventional cars. The emis-sion factors for later catalytic converter technologies are considerably lower than the ones for Euro 1 and 2, thus causing the emissions to de-crease from 2001 onwards (Figure 6.24).

The 2006 emission shares for heavy-duty vehicles, passenger cars, light-duty vehicles and 2-wheelers for NO

(54, 29, 17 and 0 %), NMVOC (7, 63, 13 and 17 %), CO (5, 76, 8, 11 %), PM (32, 45, 21 and 2 %) and NH

(1, 95, 4 and 0 %), are also shown in Figure 6.28.

0 10000 20000 30000 40000 50000 60000 70000

1985 1987 1989 1991 1993 1995 1997 1999 2001 2003 2005

>WR QV@

2-wheelers Heavy duty vehicles Light duty vehicles Passenger cars )LJXUH NOX emissions (tonnes) per vehicle type for road transport 1985-2006

0 5000 10000 15000 20000 25000 30000 35000 40000 45000 50000

1985 1987 1989 1991 1993 199 5

1997 1999 2001 2003 2005

>WR QV@

2-wheelers Heavy duty vehicles Light duty vehicles Passenger cars

)LJXUH NMVOC emissions (tonnes) per vehicle type for road transport 1985-2006

0 100000 200000 300000 400000 500000 600000

1985 1987

1989 1991

1993 1995

1997 1999

2001 2003

2005

>WR QV@

2-wheelers Heavy duty vehicles Light duty vehicles Passenger cars

)LJXUH CO emissions (tonnes) per vehicle type for road transport 1985-2006

0 500 1000 1500 2000 2500

1985

1987 1989 199 1

1993 1995 199 7

1999

2001 2003 200 5

>WR QV@

2-wheelers Heavy duty vehicles Light duty vehicles Passenger cars )LJXUH PM emissions (tonnes) per vehicle type for road transport 1985-2006

0 500 1000 1500 2000 2500 3000

1985 1987 1989

1991 1993 1995 1997 1999 2001 2003 2005

>WR QV@

2-wheelers Heavy duty vehicles Light duty vehicles Passenger cars )LJXUH NH3 emissions (tonnes) per vehicle type for road transport 1985-2006

Heavy duty vehicles

27%

2-wheelers 1%

Passenger cars

50% Light duty

vehicles 22%

12[

Light duty vehicles

17%

Passenger cars 29%

2-wheelers 0%

Heavy duty vehicles

54%

1092&

Passenger Cars 63%

Heavy Duty Vehicles

Light Duty Vehicles

13%

wheelers-2 17%

Light duty vehicles

Passenger cars 76%

2-wheelers 11%

Heavy duty vehicles

Light duty vehicles

Passenger cars 95%

2-wheelers 0%

Heavy duty vehicles

763

Heavy duty vehicles

32%

2-wheelers Passenger 2%

cars 21%

Light duty vehicles

45%

)LJXUH SO2, NOX, NMVOC, CO, NH3 and PM emission shares per vehicle type for road transport in 2006

2WKHUPRELOHVRXUFHV

For SO

the trends in the Navigation (1A3d) emissions shown in Figure 6.29 mainly follow the development of the heavy fuel consumption (Fig-ure 6.11). Though, from 1993 to 1995 relatively higher contents of sul-phur in the fuel (estimated from sales) cause a significant increase in the emissions of SO

. The SO

emissions for Fisheries (1A4c) correspond with the development in the consumption of marine gas oil. The main explanation for the development of the SO

emission curves for Railways (1A3c) and non-road machinery in Agriculture/forestry (1A4c) and In-dustry (1A2f), are the stepwise sulphur content reductions for diesel used by machinery in these sectors.

In general, the emissions of NO

, NMVOC and CO from diesel-fuelled working equipment and machinery in agriculture, forestry and industry have decreased slightly since the end of the 1990s due to gradually strengthened emission standards given by the EU emission legislation directives.

NO

emissions mainly come from diesel machinery, and the most impor-tant sources are Agriculture/forestry/fisheries (1A4c), Industry (1A2f), Navigation (1A3d) and Railways (1A3c), as shown in Figure 6.28. The 2005 emission shares are 47, 25, 17 and 8 %, respectively (Figure 6.31).

Minor emissions come from the sectors, Civil Aviation (1A3a), Military (1A5) and Residential (1A4b).

The NO

emission trend for Navigation, Fisheries and Agriculture is de-termined by fuel use fluctuations for these sectors, and the development of emission factors. For ship engines the emission factors tend to increase for new engines until mid 1990’s. After that, the emission factors gradu-ally reduce until 2000, bringing them to a level comparable with the emission limits for new engines in this year. For agricultural machines, there have been somewhat higher NO

emission factors for 1991-stage I machinery, and an improved emission performance for stage I and II machinery since the late 1990s.

The emission development for industry NO

is the product of a slight fuel-use increase from 1985 to 2006 and a development in emission fac-tors as explained for agricultural machinery. For railways, the gradual shift towards electrification explains the declining trend in diesel fuel use and NO

emissions for this transport sector until 2001.

0 1000 2000 3000 4000 5000 6000 7000

1985 198 7

1989 1991 1993

1995 1997 1999

2001 2003 200 5

>WR QV@

Agr./for. (1A4c) Civil Aviation (1A3a) Fisheries (1A4c) Industry-Other (1A2f) Military (1A5) Navigation (1A3d) Railways (1A3c) Residential (1A4b)

)LJXUH SO2 emissions (k-tonnes) in NFR sectors for other mobile sources 1985-2006

The 1985-2006 time-series of NMVOC and CO emissions are shown in the Figures 6.29 and 6.30 for other mobile sources. The 2006 sector emis-sion shares are shown in Figure 6.35. For NMVOC, the most important sectors are Residential (1A4b), Agriculture/forestry/fisheries (1A4c), In-dustry (1A2f) and Navigation (1A3d), with 2006 emission shares of 58, 19, 11 and 9 %, respectively. The same four sectors also contribute with most of the CO emissions in the same consecutive order; the emission shares are 72, 14, 6 and 6 %, respectively. Minor NMVOC and CO emis-sions come from Railways (1A3c), Civil Aviation (1A3a) and Military (1A5).

For NMVOC and CO, the significant emission increases for the residen-tial sector after 2000 are due to the increased number of gasoline working machines. Improved NMVOC emission factors for diesel machinery in agriculture and gasoline equipment in forestry (chain saws) are the most important explanations for the NMVOC emission decline in the Agricul-ture/forestry/fisheries sector. This explanation also applies for the in-dustrial sector, which is dominated by diesel-fuelled machinery. From 1997 onwards, the NMVOC emissions from Navigation decrease due to the gradually phase-out of the 2-stroke engine technology for recrea-tional craft. The main reason for the significant 1985-2005 CO emission decrease for Agriculture/forestry/fisheries is the phasing out of gasoline tractors.

As shown in Figure 6.35, for other mobile sources the largest TSP con-tributors in 2006 are Agriculture/forestry/fisheries (1A4c), Industry (1A2f) and Navigation (1A3d), with emission shares of 42, 38 and 11 %, respectively. The remaining sectors: Railways (1A3c), Civil aviation (1A3a), Military (1A5) and Residential (1A4b) represent only minor emission sources.

The 1985-2006 TSP emissions for navigation and fisheries are determined by the fuel use fluctuations in these years, and the development of the emission factors, which to a major extent is a function of the fuel sulphur content. The emission development for Agriculture/forestry is deter-mined by the generally decreasing total diesel fuel use and gradually re-ducing emission factors over the time period.

The TSP emission development for industrial non-road machinery is the product of a slight fuel use increase from 1985 to 2006 and a develop-ment in emission factors, as explained for agricultural machinery. The TSP emission explanations for railways are the same as for NO

(Figure 6.30).

0 2000 4000 6000 8000 10000 12000 14000 16000

198 5

198 7

198 9

199 1

199 3

199 5

199 7

199 9

2001 200

3 200

>WR QV@

Agr./for. (1A4c) Civil Aviation (1A3a) Fisheries (1A4c) Industry-Other (1A2f) Military (1A5) Navigation (1A3d) Railways (1A3c) Residential (1A4b)

)LJXUH NOX emissions (tonnes) in NFR sectors for other mobile sources 1985-2006

The amounts of NH

emissions calculated for other mobile sources are very small. The largest emission sources are Agriculture/forestry-/fisheries (1A4c), Industry (1A2f) and Railways (1A3c), with emission shares of 44, 34 and 8 %, respectively.

0 1000 2000 3000 4000 5000 6000 7000 8000 9000

1985 1987

198 9

1991 1993

199 5

199 7

1999 2001

200 3

200 5

>WR QV@

Agr./for. (1A4c) Civil Aviation (1A3a) Fisheries (1A4c) Industry-Other (1A2f) Military (1A5) Navigation (1A3d) Railways (1A3c) Residential (1A4b)

)LJXUH NMVOC emissions (tonnes) in NFR sectors for other mobile sources 1985-2006

0 10000 20000 30000 40000 50000 60000 70000 80000 90000 100000

1985 1987

1989 1991

1993 1995

1997 1999

2001 2003

2005

>WR QV@

Agr./for. (1A4c) Civil Aviation (1A3a) Fisheries (1A4c) Industry-Other (1A2f) Military (1A5) Navigation (1A3d) Railways (1A3c) Residential (1A4b)

)LJXUH CO emissions (tonnes) in NFR sectors for other mobile sources 1985-2006

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

1985 198 8

1991 1994

1997 2000 200 3

2006

>WR QV@

Agr./for. (1A4c) Civil Aviation (1A3a) Fisheries (1A4c) Industry-Other (1A2f) Military (1A5) Navigation (1A3d) Railways (1A3c) Residential (1A4b)

)LJXUH NH3 emissions (tonnes) in NFR sectors for other mobile sources 1985-2006

62 Residential

(1A4b) 0%

Railways (1A3c)

Military (1A5) 1%

Civil Aviation (1A3a)

Agr./for.

(1A4c) 2%

Industry-Other (1A2f)

Navigation (1A3d)

60%

Fisheries (1A4c)

33%

12[

Residential (1A4b)

Fisheries (1A4c)

20%

Navigation (1A3d)

17%

Industry-Other (1A2f)

25%

Agr./for.

(1A4c) 27%

Civil Aviation (1A3a) Military (1A5) 1%

Railways (1A3c)

1092&

Residential (1A4b)

58%

Fisheries (1A4c)

Navigation (1A3d)

Industry-Other (1A2f

11%

Agr./for.

(1A4c) 16%

Civil Aviation (1A3a)

Military (1A5) Railways 0%

(1A3c) 2%

Residential (1A4b)

72%

Fisheries (1A4c)

Navigation (1A3d)

Industry-Other (1A2f)

Agr./for.

(1A4c) 13%

Civil Aviation (1A3a)

Military (1A5) 0%

Railways (1A3c)

Residential (1A4b)

Railways (1A3c)

Military (1A5) 5%

Civil Aviation (1A3a)

Agr./for.

(1A4c) 44%

Industry-Other (1A2f)

34%

Navigation (1A3d)

Fisheries (1A4c)

763

Fisheries (1A4c)

Navigation (1A3d)

11%

Industry-Other (1A2f)

38%

Agr./for.

(1A4c) 36%

Civil Aviation (1A3a)

Military (1A5) 1%

Railways (1A3c)

Residential (1A4b)

)LJXUH SO2, NOX, NMVOC, CO, NH3 and PM emission shares per vehicle type for other mobile sources in 2006

In document Danish emission inventories for road transport and other mobile sources (Sider 63-81)