Fuel efficiency and emissions of trucks in Germany An overview
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ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
© U. Steinbrich, pixelio.de
Fuel efficiency and emissions
of trucks in Germany
An overview
Authors: Commissioned by
Frank Dünnebeil & Udo Lambrecht
IFEU-Institute Heidelberg
Authors: Frank Dünnebeil
24.01.12 1
Udo Lambrecht
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
1 Background and Scope
2 Road Transport in Germany
3 Emission Regulation Heavy Duty Vehicles in Europe
4 Development of Fuel Quality – Europe/Germany
5 Emissions from heavy-duty trucks – Measurements and Modelling
6 Fuel efficiency and GHG emissions from heavy-duty trucks
7 Development of Transport, Emissions and Fuel Efficiency
8 Summary
Authors: Frank Dünnebeil
24.01.12 2
Udo Lambrecht
1 Background and Scope ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Background & Scope
§ The large increase of road freight transport in recent decades has made heavy-duty
trucks a major source of greenhouse gas emissions as well as NOx and PM air pollutant
emissions. As a consequence, air pollution emission standards have been tightened
constantly during recent years, esp. in the European Union and the USA. Furthermore,
efforts are made to optimize fuel efficiency of heavy-duty engines and vehicles.
§ IFEU was commissioned by GIZ to carry out an analysis and discussion of the road freight
transport situation with heavy-duty trucks in Germany. This was done while considering
transport developments and related emissions and energy consumption.
§ The objective of this analysis is to illustrate the efforts made in Germany and Europe to
reduce air pollution and greenhouse gas emissions from road freight transport, to
highlight German experiences and to outline conditions for successful reductions of air
pollution and greenhouse gas (GHG) emissions from increasing road freight transport.
§ The study focuses on long-haul trailer trucks with a maximum vehicle weight of 40
metric tons as the by far most important size class in road-freight transport in Germany.
Authors: Frank Dünnebeil
24.01.12 3
Udo Lambrecht
1 Background and Scope ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Background
§ Goods transport increasing worldwide
§ Heavy Duty Vehicles (HDV) with relevant contribution
to air pollutants and greenhouse gases
§ Fuel quality and emissions standards help to reduce
environmental impacts
Scope
§ Lessons from experiences with increasing goods
transports in Germany
§ Describe the situation of heavy-duty trucks in Germany
considering transport and emissions
§ Give an outlook of the future
Authors: Frank Dünnebeil
24.01.12 4
Udo Lambrecht
2 Road Transport in Germany ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Road transport in Germany I
§ Road transport has been greatly increasing in recent decades. In Germany road transport
mileages today are more than 5 times higher compared to 1960. Concurrently, energy
consumption and related (GHG) emissions have increased significantly.
§ The highest contribution to energy consumption in road transport comes from passenger cars
(68% in 2010). In recent years though their energy consumption declined slightly despite
ongoing mileage increases due to considerable efficiency gains.
§ In contrast, heavy-duty trucks contributed about 23% to energy consumption while having
only 8% mileage share and their energy consumption is still on the rise. Hence road freight
transport by heavy-duty trucks carries an increasing importance for fuel consumption and
GHG emissions from road transport.
§ Air pollutant emissions also increased strongly with increasing road mileages over several
years. However, the implementation and continuous tightening of emission regulations
for all road vehicles have led to a strong decrease of important pollutants during the last
20 years, despite ongoing transport growth.
§ Especially the introduction of three-way catalytic converters has led to high reductions of
NOx emissions from gasoline-fuelled light-duty vehicles.
§ Diesel-fuelled heavy-duty trucks have high NOx and diesel particle emissions. In the past,
they contributed up to 46% to NOx emissions and 61% to particle emissions from road
transport in Germany. Since the mid-nineties, their emissions were strongly reduced as a
result of European emission legislation. Despite that they still contributed 39% to NOx and
23% to exhaust particle emissions in 2010.
Authors: Frank Dünnebeil
24.01.12 5
Udo Lambrecht
2 Road Transport in Germany ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Road transport in Germany II
§ In the last 15 years, transport performance (transport volumes x transport distances)
with heavy-duty trucks (>3.5 – 40 metric tons gross vehicle weight) increased by 55%.
§ This increase was mainly caused by increasing transport performances of long-haul
trailer trucks with a maximum vehicle weight (empty truck + load) up to 40 tons. With a
share of 88% on transport performance in 2010, they are the dominating size class in
Germany.
§ As the increasing freight volumes were mostly transported by 40-ton trucks, which have
considerably higher payloads than smaller heavy-duty trucks, total road mileages of
heavy-duty trucks increased by only 16% from 1995 to 2010.
§ In 2010 40-ton trucks had a 63% mileage share and, thus, where the dominating size
class in road transport.
Authors: Frank Dünnebeil
24.01.12 6
Udo Lambrecht
2 Road Transport in Germany ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
High increase of truck transport leads to increasing
energy consumption and greenhouse gas emissions…
Annual mileage of road GHG emissions from road
transport in Germany transport in Germany
900 300 (well-to-wheel, inland values)
others others
800 heavy-‐duty
trucks heavy-‐duty
trucks
light
goods
vehicles light
goods
vehicles
billion
vehicle
kilometres
per
year
250
700 buses buses
million
tons
CO2 equivalents
cars cars
600 two-‐wheelers 200 two-‐wheelers
500
150
400
300 100
200
50
100
IFEU/TREMOD 2011 IFEU/TREMOD 2011
0 0
1960 1970 1980 1990 2000 2010 1960 1970 1980 1990 2000 2010
Authors: Frank Dünnebeil
24.01.12 7
Udo Lambrecht
2 Road Transport in Germany ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
…contribution from heavy-duty trucks on NOx and PM
emissions from road transport on a high level
NOx emissions from road Exhaust particle emissions
transport in Germany from road transport in Germany
1'300 50
others
1'200 45 heavy-‐duty
trucks
1'100 light
goods
vehicles
40
thousand
tons
PM
1'000 buses
900 35 cars
thousand
tons
NOx
800 30
700
25
600
500 20
400 others 15
heavy-‐duty
trucks
300 light
goods
vehicles 10
200 buses
100 cars 5
two-‐wheelers IFEU/TREMOD 2011 IFEU/TREMOD 2011
0 0
1960 1970 1980 1990 2000 2010 1960 1970 1980 1990 2000 2010
Authors: Frank Dünnebeil
24.01.12 8
Udo Lambrecht
2 Road Transport in Germany ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Trailer Trucks > 34 tons gross vehicle weight (mostly 40 t)
have a high and increasing share on ton-km and mileage
Transport
performance
of
heavy-‐duty
trucks
in
Germany ton-‐km
share
2010
500
+55% 3%
400
5% 4%
billion
ton-‐km
300
trailer
truck
>34-‐40tons
200 trailer
truck
12tons
100 rigid
truck
34-‐40tons
30 trailer
truck
12tons 63%
20
rigid
truck
2 Road Transport in Germany ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
How can specific emissions and fuel consumption of road-
freight-transport with heavy-duty trucks be reduced?
Exhaust emission treatment and energy-saving technologies
source: Emitec
© E. Kaliwoda, pixelio.de
Increase of vehicle load factors
source: EcotransIT source: EcotransIT
empty
Larger vehicles with higher payloads
© M. Hirschka, pixelio.de © T. Siepmann, pixelio.de
Authors: Frank Dünnebeil
24.01.12 10
Udo Lambrecht3 Emission Regulation in Europe ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Emission regulation in Europe
§ Harmonized exhaust emission regulation for heavy-duty vehicles in European Union started
with Euro I (valid from 1992 for new engine types and 1993 for all new sales). The so far most
ambitious emission standard Euro VI will become mandatory in 2013/2014. From Euro I to
Euro VI, emission limit values for NOx were reduced by 95% and by 97% for diesel particles.
§ In addition, the test cycles for type approval procedures have been refined.
§ Up to the Euro II emission standard, a 13-mode steady-state diesel engine test cycle intro-duced
by ECE Regulation No.49 (1988) and then adopted by the EEC [EEC Directive 88/77] had been used
for type approval emission testing of heavy-duty highway engines.
§ Since the Euro III stage (2000), the ECE R-49 has been replaced by the European Stationary Cycle
(ESC), a 13-mode, steady-state procedure, plus the European Transient Cycle (ETC), based on real
road cycle measurements of heavy duty vehicles (source: www.dieselnet.com).
§ With Euro VI, newly developed world harmonized stationary and transient test cycles (WHSC,
WHTC) become mandatory.
§ European emission standards up to Euro III were achieved with internal engine
optimization measures. With Euro IV and V, two different exhaust after treatment systems
are applied to meet the NOx and PM emission limits:
§ Exhaust gas recirculation (EGR) + diesel particulate filter (DPF).
§ Selective catalytic reduction (SCR) without DPF
§ Both technologies require the use of diesel fuel with low sulphur content.
§ With the coming Euro VI emission standard which demands further strong reductions of
NOx and PM emissions, the application of SCR systems and DPF is expected.
Authors: Frank Dünnebeil
24.01.12 11
Udo Lambrecht3 Emission Regulation in Europe ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Exhaust gas emission legislation since 1992/93:
High reduction of NOx and PM emissions
EU
eemission
EU
mission
limit
values
standards
for
fhor
heavy-‐duty
eavy-‐duty
vehicles
vehicles
0.40
0.35 Euro
I
90/91
0.30
PM
in
g /kWh
0.25
0.20
0.15 Euro
II
95/96
0.10 Euro
III
00/01
0.05 Euro
VI
(13/14)
Euro
V(08/09)
Euro
IV
(05/06)
0.00
0 1 2 3 4 5 6 7 8 9
NOx in
g /kWh
Authors: Frank Dünnebeil
24.01.12 12
Udo Lambrecht3 Emission Regulation in Europe ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Exhaust gas emission legislation since 1992/93:
High reduction of NOx and PM emissions
NOx emission
standards
for
Particle
emission
standards
for
heavy-‐duty
vehicles
in
EU heavy-‐duty
vehicles
in
EU
10 0.40
-‐95% -‐97%
9 0.35
8
0.30
7
NOx
in
g/kWh
PM
in
g/kWh
6 0.25
5 0.20
4 0.15
3
0.10
2
1 0.05
0 0.00
Euro
I Euro
II Euro
III Euro
IV Euro
V Euro
VI Euro
I Euro
II Euro
III Euro
IV Euro
V Euro
VI
(90/91) (95/96) (00/01) (05/06) (08/09) (13/14) (90/91) (95/96) (00/01) (05/06) (08/09) (13/14)
Authors: Frank Dünnebeil
24.01.12 13
Udo Lambrecht3 Emission Regulation in Europe ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Test Cycles for type approval have been refined
from stationary tests to transient cycles
Euro
0-‐II
Euro
III-‐V
Euro
VI
ECE
R49
ESC
WHSC
WHTC
ETC
Source:
dieselnet.com
Source:
dieselnet.com
Source:
Emitec
Authors: Frank Dünnebeil
24.01.12 14
Udo Lambrecht3 Emission Regulation in Europe ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Aftertreatment: From exhaust silencer to chemical plant….
from
2 009
EGR
EGR
++
SSCR
CR
++
aactive
ctive
pparticle
article
ffilter
ilter
(for
(for
EEuro
uro
VVI,
I,
EEPA10
PA10
aand
nd
JJ09)
09)
exhaust
g as
aftertreatment
s ystems
2007
EGR
EGR
++
aactive
ctive
pparticle
article
ffilter
ilter
(for
E PA07)
(for
EPA07)
SCRT
SCRT
(for
(for
EEEV)
EV)
2005
SCR
SCR
(for
(for
EEuro
uro
IIV+V,
V+V,
JJP05)
P05)
EGR
EGR
++
aactive
ctive
pparticle
article
ffilter
ilter
1995 (for
(for
JJP05)
P05)
CRT
CRT 2004
Passive
Passive
pparticle
article
ffilter,
ilter,
Euro
EGR
EGR
Euro
22+3
+3
((sporadic
sporadic
1984 application)
application) (for
(for
EEPA04)
PA04)
Soot
Soot
ffilter
ilter
Active
Active
pparticle
article
ffilter
ilter
(sporadic
(sporadic
aapplication)
pplication)
engine-‐
natural
aspirated
engines
types
es turbocharged
inter-‐c ooled
engines
ar g ed
eng in
tu rboc h
1975 1985 1995 2005 2015
1970 1980 1990 2000 2010
Source: Holloh Daimler, 2008
Authors: Frank Dünnebeil
24.01.12 15
Udo Lambrecht3 Emission Regulation in Europe ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
EGR, Particle Filters and SCR are
advanced technologies for reducing exhaust emissions
EGR+DPF
SCR
Source:
CLAAS
POWER
SYSTEMS
Euro IV/V: two alternative exhaust aftertreatment systems.
• Exhaust gas recirculation (EGR) + diesel particulate filter (DPF).
• Selective catalytic reduction (SCR), no DPF
Euro VI: DPF and SCR expected
Authors: Frank Dünnebeil
24.01.12 16
Udo Lambrecht3 Emission Regulation in Europe ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
EGR more simple – SCR additional efficiency benefits
EGR SCR
Pros - No additional equipment (extra tank) - Simplicity of the system and possibilities for
- No loss of payload and fuel capacity subsequent development (future standards)
- No handling changes for haulier and - No impact on maintenance and oil change
drivers intervals
- Engine optimization can be focused on fuel
efficiency
Contras - Decreases power density, fuel - Additional urea tank reduces vehicle’s
efficiency payload and can lead to complications
- Potential engine durability and oil with bodywork assembly
degradation issues (= shortened oil - Urea supply infrastructure needed
change intervals) - Urea has a tendency to harden at low
- Engines are larger and possibly heavier, temperatures (- 11°C)
depending on power rating - Least effective in situations with low
- Increases heat rejection, creating need exhaust temperature (e.g. urban
for greater cooling capacity operations, stop+go)
- Limited additional efforts for the driver
Sources: Vialtis 2005, FleetOwner 2008
Authors: Frank Dünnebeil
24.01.12 17
Udo Lambrecht4 Fuel Quality in Europe ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Fuel quality in Europe
§ One important condition for the introduction of emission-reducing after treatment
technologies with Euro IV and V was the regulation of diesel fuel quality – primary the
reduction of the sulphur content.
§ In the European Union, standards for fuel quality were first developed by the European
Standards Organization (CEN) and adopted by European legislation. The first fuel standard
for the sulphur content of diesel fuels was defined with council directive 93/12/EEC,
setting limits of 2,000 ppm (from 1994) and 500 ppm (from 1996). These standards have
been tightened with EU directives 98/70/EC and 2003/17/EC up to “sulphur-free” diesel
with a maximum sulphur content of 10 ppm, obligatory as of 2009.
§ Developments of fuel quality in Europe reflect the success of these fuel quality
regulations. Sulphur content in diesel fuels was considerably reduced in recent years.
§ In Germany, diesel fuels were “sulphur-free” by 2003.
§ In the European Union, about half of all 27 EU countries had “sulphur-free” diesel in 2008. All
other EU countries had average sulphur contents in diesel fuels of no more than 30 ppm.
Authors: Frank Dünnebeil
24.01.12 18
Udo Lambrecht4 Fuel Quality in Europe ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
EU regulation on sulphur content in diesel fuels – important
condition for environmentally friendly vehicle technologies
EU
regulaOon
on
sulphur
content
in
diesel
fuels
2'000
1'800
legal
sulphur
content
in
fuel
in
ppm
1'600
1'400
1'200
2000
ppm 500
ppm 350
ppm 50
ppm 10
ppm
1'000
(93/12/EEC) (93/12/EEC) (98/70/EC) (98/70/EC) (2003/17/EC)
800
600
400
200
0
1994 1996 1998 2000 2002 2004 2006 2008 2010 ...
Authors: Frank Dünnebeil
24.01.12 19
Udo Lambrecht4 Fuel Quality in Europe ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Diesel fuel in Germany is “sulphur-free” since 2003...
Sulphur
content
of
diesel
fuels
in
Germany
2'000
1'800
sulphur
content
in
fuel
in
ppm
1'600
1'400
1'200
1'000
800
600
400
200
0
1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010
Source:
IFEU/TREMOD
2011
Authors: Frank Dünnebeil
24.01.12 20
Udo Lambrecht4 Fuel Quality in Europe ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
... and Europe is on the way to “sulphur-free” diesel fuel
NaOonal
sales
of
low
sulphur
diesel
grades
across
the
EU
(%)
in
2001
&
2008
2001
(EU
15) 2008
(EU
27)
100% 100%
80% 80%
60% 60%
Diesel
(5 Emissions: Measurements and Modelling ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Emissions from heavy-duty trucks I
§ As a result of exhaust emission and fuel quality regulations in Europe, specific NOx and
PM emissions of trucks have improved in the last years. New heavy-duty trucks (Euro V,
Euro VI) emit only a fraction of the emissions caused by older trucks.
§ Although the development of real emissions from new trucks is quite similar to the
decrease of limit values, new emission standards did not always bring the expected
emission improvements. E.g. from Euro I to Euro II, real world NOx emissions of heavy-
duty trucks increased slightly instead of expected reductions. This underlies the
importance of resilient, real-world suitable test cycles.
Further information can be found in Dieselnet 2003: “German UBA finds increased NOx
emissions in Euro 2 trucks” http://www.dieselnet.com/news/2003/02uba.php).
§ Emission measurements on heavy-duty trucks show a high impact of usage patterns on
real-world emissions.
§ Vehicle use under unsteady, dynamic conditions with low speeds, e.g. in urban areas, leads
to higher emissions than motorway travel at higher and mostly constant speeds.
§ This is of special concern for SCR systems that are least effective in situations with low
exhaust temperature. Specific NOx emissions of 40-ton trucks in urban operations can be
more than three times higher than on motorways.
§ Hence, for reducing truck-related air pollution in cities, defining additional requirements for
inner-urban emission reductions could be helpful.
Authors: Frank Dünnebeil
24.01.12 22
Udo Lambrecht5 Emissions: Measurements and Modelling ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Emissions from heavy-duty trucks II
§ Furthermore, the utilization of vehicle’s payload affects specific emissions. Higher load
factors usually increase emissions per vehicle-km due to increased pollutant levels in the
engine exhaust.
§ Certainly, for NOx from SCR-equipped trucks this correlation is not that clear. On one hand,
engine-out emissions increase with the higher engine loads. On the other hand, however,
the effectiveness of the downstream SCR system increases as well due to higher exhaust
temperatures.
In the end, real emissions related to the transported goods (ton-km), decrease for all
emission standards with increasing load factors.
§ The enhanced use of large 40-ton trailer trucks and their increasing share of road freight
transport has also supported the reduction of air pollutant emissions per transported
good (ton-km) in Germany. Trailer trucks with a maximum vehicle weight of 40 tons and
about 26 tons of payload have considerably lower emissions per ton-km than smaller
trucks with less payload.
Authors: Frank Dünnebeil
24.01.12 23
Udo Lambrecht5 Emissions: Measurements and Modelling ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
NOx and PM real world emissions improved significantly
Average
NOx emission
factors
Average
PM
emission
factors
of
40-‐ton
trucks
in
g /km of
40-‐ton
trucks
in
g /km
14 0.4
IFEU/TREMOD
2011 IFEU/TREMOD
2011
12 0.4
10 0.3
0.3
8
0.2
6
0.2
4
0.1
2 0.1
0 0.0
EGR SCR EGR SCR EGR SCR EGR SCR
+DPF +DPF +DPF +DPF
<
Euro Euro Euro
Euro
Euro
IV Euro
V Euro
<
Euro Euro Euro
Euro
Euro
IV Euro
V Euro
I I II III VI I I II III VI
Authors: Frank Dünnebeil
24.01.12 24
Udo Lambrecht5 Emissions: Measurements and Modelling ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
NOx and PM real world emissions improved significantly
- though decreasing more slowly than emission legislation
NOx real
emissions
PM
real
emissions
compared
to
standards compared
to
standards
120% 100%
IFEU/TREMOD
2011 IFEU/TREMOD
2011
90%
100%
average
emission
factors 80%
70% average
emission
factors
80% limit
values
60% limit
values
60% 50%
40%
40%
30%
20% 20%
10%
0% 0%
EGR SCR EGR SCR EGR SCR EGR SCR
+DPF +DPF +DPF +DPF
Euro Euro Euro Euro
IV Euro
V Euro Euro Euro Euro Euro
IV Euro
V Euro
I II III VI I II III VI
Authors: Frank Dünnebeil
24.01.12 25
Udo Lambrecht5 Emissions: Measurements and Modelling ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Usage patterns have high impact on emissions
NOx real
emissions
in
g/km PM
real
emissions
in
g/km
(40-‐ton
truck) (40-‐ton
truck)
18 0.6
motorway extra-‐urban urban average motorway extra-‐urban urban average
16
0.5 IFEU/TREMOD
2011
14
IFEU/TREMOD
2011
12 0.4
10
0.3
8
6 0.2
4
0.1
2
0 0.0
EGR SCR EGR SCR EGR SCR EGR SCR
+DPF +DPF +DPF +DPF
<
Euro Euro Euro Euro Euro
IV Euro
V Euro <
Euro Euro Euro Euro Euro
IV Euro
V Euro
I I II III VI I I II III VI
Authors: Frank Dünnebeil
24.01.12 26
Udo Lambrecht5 Emissions: Measurements and Modelling ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
NOx and PM real-world emissions
depend strongly from load
NOx emission
factors
of
40-‐ton
trucks
PM
emission
factors
of
40-‐ton
trucks
with
different
vehicle
load
factors
with
different
vehicle
load
factors
18 0.6
in
g
per
veh.km in
g
per
veh.km
16
0%
load 0.5
14 0%
load
50%
load
12 0.4 50%
load
100%
load
100%
load
10
0.3
8
6 0.2
4
0.1
2
0 0.0
EGR SCR EGR SCR EGR SCR EGR SCR
+DPF +DPF +DPF +DPF
< Euro Euro Euro Euro
IV Euro
V Euro < Euro Euro Euro Euro
IV Euro
V Euro
Euro
I I II III VI Euro
I I II III VI
Source: HBEFA 3.1
Authors: Frank Dünnebeil
24.01.12 27
Udo Lambrecht5 Emissions: Measurements and Modelling ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
NOx and PM emissions per ton-km
decrease strongly with vehicle size
Average
specific
NOx emissions
in
2010
Average
specific
PM
emissions
in
2010
for
different
truck
sizes
per
ton-‐km for
different
truck
sizes
per
ton-‐km
(vehicle
load:
50%) (vehicle
load:
50%)
2.0 0.04
in
g
per
ton-‐km in
g
per
ton-‐km
1.8
0.03
1.6
1.4 0.03
1.2
0.02
1.0
0.8 0.02
0.6 0.01
0.4
0.01
0.2
0.0 0.00
rigid
truck rigid
truck trailer
t ruck trailer
t ruck rigid
truck rigid
truck trailer
t ruck trailer
t ruck
>3.5-‐12
tons >12
t ons >20-‐34
tons >34-‐40
tons >3.5-‐12
tons >12
t ons >20-‐34
tons >34-‐40
tons
Source: HBEFA 3.1
Authors: Frank Dünnebeil
24.01.12 28
Udo Lambrecht6 Fuel Efficiency and GHG Emissions ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Fuel efficiency and GHG emissions from heavy-duty trucks I
§ Long-term test reports for new, fully laden long-haul trucks with a total vehicle weight
of 38-40 tons show significant reductions of specific fuel consumption since the mid
1960’s. However, during the last 20 years, fuel consumption of new trucks has nearly
stagnated. A new 40-ton truck Euro V has about the same fuel efficiency as a Euro I
truck. GHG emissions are directly related to the fuel efficiency, so specific GHG
emissions per vehicle-km were not reduced.
§ This absence of further efficiency improvements of new heavy-duty trucks is strongly
related to the introduction and tightening of European air pollution emission standards.
Up to Euro III, these were generally achieved with internal engine optimizations,
hampering fuel efficiency optimization. Also the EGR+DPF for Euro IV/V causes
additional fuel penalties, compensating other, fuel-saving effects. Only, the use of SCR
systems allows for engine optimization to focus more on fuel efficiency.
§ Similar to air pollutant emissions, fuel efficiency and GHG emissions per transported
good (ton-km) improve with higher vehicle load factors. Increasing the load factor of a
Euro V 40-ton trailer truck from 50% to 67% leads to an increase of fuel consumption per
vehicle km by 8%. However, per transport-km, specific fuel consumption and GHG
emissions decrease by 20%.
§ It should be noted that the vehicle load does not only depend on logistical optimizations of
the transport chain and avoidance of empty trips, but also on the kind of good. Heavy goods
such as coal or liquids lead typically to a higher utilization of the vehicle’s capacity than
light volume goods such as furniture, clothes etc.
Authors: Frank Dünnebeil
24.01.12 29
Udo Lambrecht6 Fuel Efficiency and GHG Emissions ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Fuel efficiency and GHG emissions from heavy-duty trucks
§ 40-ton trailer trucks need on average moreIIthan twice the fuel per vehicle-km than
small heavy-duty trucks with a gross vehicle weight less than 12 tons. However, a 40-ton
truck has a several times higher payload (about 24-26 tons vs. 3-5 tons). Thus, per
transported ton, a large trailer truck is about 3 times more energy-efficient than a small
heavy-duty truck. Therefore, meeting the increasing transport demand using primarily
large 40-ton trailer trucks, has supported the improvement of fuel efficiency per
transported good (ton-km) in Germany.
§ The relevance of different effects for the total fuel efficiency gains of road freight
transport in Germany is reflected by decomposing the individual improvements:
§ In the last 15 years, technological efficiency gains yielded only improvements of fuel
efficiency by about 6%. Combined with increasing vehicle loads, the efficiency gain was 20%.
§ The shift to larger vehicle sizes, esp. the increased share of large 40-ton trailer trucks
yielded additional efficiency gains. Thus, specific fuel consumption per transported ton
with heavy-duty trucks in Germany was reduced from 1995 to 2010 in total by 27%.
§ Specific GHG emissions decreased by 29%, hence, slightly more than fuel consumption This
can be attributed to the usage of biofuels in Germany and additional reduction of specific
GHG emissions.
Authors: Frank Dünnebeil
24.01.12 30
Udo Lambrecht6 Fuel Efficiency and GHG Emissions ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Significant reduction of fuel consumption since 1965
higher payload and technological improvements
Source: Manfred Schuckert, Daimler AG, presented by Daimler on EC/ICCT-Workshop , November 2011
Authors: Frank Dünnebeil
24.01.12 31
Udo Lambrecht6 Fuel Efficiency and GHG Emissions ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
…fuel consumption per ton km almost halved by
technology improvements and higher loads
Source: Manfred Schuckert, Daimler AG, presented by Daimler on EC/ICCT-Workshop , November 2011
Authors: Frank Dünnebeil
24.01.12 32
Udo Lambrecht6 Fuel Efficiency and GHG Emissions ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Significant reduction of specific fuel consumption
before 1990; nearly stagnation the last 20 years
Fuel
consumpOon
of
long-‐haul
trucks
(GVW
38/40
tons)
in
long-‐term
test
reports
Natural
aspired
engines
Turbo
charged
engines
Intercooled
charged
air
1986
changed route
Source: ACEA 2011 Commercial vehicles and CO2
Authors: Frank Dünnebeil
24.01.12 33
Udo Lambrecht6 Fuel Efficiency and GHG Emissions ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Higher loads lower strongly the specific fuel consumption
Energy
consumpOon
of
heavy
duty
trucks
depending
on
vehicle
load
(40
tons
gross
vehicle
weight,
Euro
V,
motorway,
hilly)
1'600 40
g
CO2
/
ton-‐km
L .
diesel
/
100
veh.km
Specific
CO 2 emissions
in
grams
per
ton-‐km
Specific
Fuel
Consumption
(Liter
/
100
veh.km)
1'400 35
33
l/100km
(exhaust
CO2,
100%
fossile
diesel
1'200 30
30
l/100km
27
l/100km
1'000 25
800 20
typcial
load
average
load
typical
load
volume
goods all
goods bulk
goods
600 e.g.
i ndustrial
parts,
e.g.
coal,
ore,
oil,
15
consumer
goods
such
as
fertilizer
e tc.
furniture,
clothes
e tc.
400 10
200 101
g/tkm
5
61
g/tkm 49
g/tkm
0 0
0 2 4 6 8 10 12 14 16 18 20 22 24 26
vehicle
load
(tons)
Source: HBEFA 3.1, EcoTransIT (www.EcoTransIT.org)
Authors: Frank Dünnebeil
24.01.12 34
Udo Lambrecht6 Fuel Efficiency and GHG Emissions ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
…fuel consumption increases with vehicle size,
but specific energy consumption (per ton-km) decreases
Average
specific
fuel
consumption
Average
specific
fuel
consumption
for
different
truck
sizes
in
2010 for
different
truck
sizes
in
2010
(vehicle
load:
50%) (vehicle
load:
50%)
12 3.5
MJ
per
vehicle-‐km MJ
per
ton-‐km
10 3.0
2.5
8
2.0
6
1.5
4
1.0
2 0.5
0 0.0
rigid
truck
rigid
truck
trailer
truck
trailer
truck
rigid
truck
rigid
truck
trailer
truck
trailer
truck
>3.5-‐12
tons >12
tons >20-‐34
tons >34-‐40
tons >3.5-‐12
tons >12
tons >20-‐34
tons >34-‐40
tons
Source: HBEFA 3.1
Authors: Frank Dünnebeil
24.01.12 35
Udo Lambrecht6 Fuel Efficiency and GHG Emissions ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Specific energy consumption of freight transport with
heavy-duty trucks reduced by 30% in the last 15 years
+ Larger vehicles
Decomposition
of
fuel
consumption
and
GHG
emission
+ Load factor
Technology
reductions
per
ton-‐km
of
road
freight
transport
in
Germany
+ Biofuels
120%
100%
80%
60%
fuel
consumption:
constant
truck
size
and
vehicle
load
fuel
consumption:
constant
truck
size,
increasing
load
factor
40%
fuel
consumption:
increasing
truck
sizes
and
load
factors
GHG
emissions
(WTW):
fuel
efficiency
gains
and
use
of
biofuels
20%
IFEU/TREMOD
2011
0%
1995 1997 1999 2001 2003 2005 2007 2009
Authors: Frank Dünnebeil
24.01.12 36
Udo Lambrecht7 Development of Emissions and Efficiency ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Development of transport, emissions and fuel efficiency
§ Comparisons of past developments and future projections show the importance and the
success of air pollutant emission regulations in Europe. They also demonstrate the limited
success of efforts to reduce fuel consumption and GHG emissions from road-freight transport.
§ Transport performance and mileage of heavy-duty trucks increased strongly from 1960 to
2010. In the first decades, emissions of NOx and PM increased to a similar extent. However,
with the introduction of European emission standards, emissions could be strongly reduced.
Compared to 1995, transport performance increased by 55% and mileage by 16%. In contrast,
NOx emissions were reduced by 55% and PM emissions by 76%.
§ By 2030, further considerable increases of road freight transport performance (+189%
compared to 1995) and mileage (+87%) are expected in current transport projections for
Germany. In the same time frame, air pollutant emissions are expected to decrease by 93%
(for NOx) and 98% (for PM).
§ The development of fuel consumption and GHG emissions cannot show similar success’ as air
pollutants. From 1995 to 2010, fuel consumption (+13%) and GHG emissions (+10%) increased
only slightly lower than mileage of heavy-duty trucks. Also for 2010 to 2030, no clear
decoupling of fuel consumption and GHG emissions from transport development can be seen.
In case of the currently projected transport development, GHG emissions of road freight
transport will continue to increase as the high transport increase overcompensates for future
expected efficiency gains.
Authors: Frank Dünnebeil
24.01.12 37
Udo Lambrecht7 Development of Emissions and Efficiency ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Projections show further increase of transport
performance and mileage of heavy-duty trucks in Germany
Transport
performance
of
heavy-‐duty
trucks
in
Germany
1960-‐2010 trend
scenario
2010-‐2030
1'000 1'000
Euro
VI
800 Euro
V 800
Euro
I V
billion
ton-‐km
600 Euro
I II 600
Euro
I I
400 Euro
I 400
<
E uro
I
200 200
IFEU/TREMOD
2011
0 0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2010 2015 2020 2025 2030
Annual
mileages
of
heavy-‐duty
trucks
in
Germany
1960-‐2010 trend
scenario
2010-‐2030
100 100
Euro
VI
80 Euro
V 80
Euro
I V
billion
veh.km
60 Euro
I II 60
Euro
I I
40 Euro
I 40
<
E uro
I
20 20
IFEU/TREMOD
2011
0 0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2010 2015 2020 2025 2030
Authors: Frank Dünnebeil
24.01.12 38
Udo Lambrecht7 Development of Emissions and Efficiency ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Despite of increasing goods transport NOx and PM emissions
from heavy-duty trucks will decrease
Annual
NOx emissions
from
heavy-‐duty
trucks
in
Germany
1960-‐2010 trend
scenario
2010-‐2030
500 500
Euro
VI
400 400 Euro
V
thousand
tons
Euro
I V
300 300 Euro
I II
Euro
I I
200 200 Euro
I
<
E uro
I
100 100
IFEU/TREMOD
2011
0 0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2010 2015 2020 2025 2030
Annual
exhaust
PM
emissions
from
heavy-‐duty
trucks
in
Germany
1960-‐2010 trend
scenario
2010-‐2030
16 16
Euro
VI
Euro
V
12 12
thousand
tons
Euro
I V
Euro
I II
8 8 Euro
I I
Euro
I
4 4 <
E uro
I
IFEU/TREMOD
2011
0 0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2010 2015 2020 2025 2030
Authors: Frank Dünnebeil
24.01.12 39
Udo Lambrecht7 Development of Emissions and Efficiency ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
...but increase of fuel consumption and GHG since efficiency
gains are overcompensated by high increase of transport
Annual
fuel
consumption
from
heavy-‐duty
trucks
in
Germany
1960-‐2010 trend
scenario
2010-‐2030
800 800
Euro
VI
Euro
V
600 600
Peta
Joule
Euro
I V
Euro
I II
400 Euro
I I 400
Euro
I
<
E uro
I
200 200
IFEU/TREMOD
2011
0 0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2010 2015 2020 2025 2030
Annual
GHG
emissions
from
heavy-‐duty
trucks
in
Germany
1960-‐2010 trend
scenario
2010-‐2030
60 60
Euro
VI
million
tons
CO2 equ.
50 Euro
V 50
Euro
I V
40 Euro
I II 40
30 Euro
I I 30
Euro
I
20 <
E uro
I 20
10 10
IFEU/TREMOD
2011
0 0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2010 2015 2020 2025 2030
Authors: Frank Dünnebeil
24.01.12 40
Udo Lambrecht7 Development of Emissions and Efficiency ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Strong decoupling of air pollutant emissions from transport
development. For GHG emissions only lower effects expected
Relative
development
of
heavy-‐duty
truck
transport
in
Germany
compared
with
related
emissions
and
fuel
consumption
from
1995
to
2030
250%
225% past
development trend
scenario
200% +189%
Mileage
(veh.km)
175%
Transport
performance
(ton-‐km)
150%
Fuel
consumption
125%
GHG
emissions
100%
NOx
emissions +87%
75%
PM
emissions +63%
50% +55%
25%
0%
-‐2 5%
-‐5 0%
-‐7 5%
IFEU/TREMOD 2011 -93%
-‐1 00% -98%
1995 2000 2005 2010 2015 2020 2025 2030
Authors: Frank Dünnebeil
24.01.12 41
Udo Lambrecht8 Summary ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Summary
§ High increase of truck transport led to increasing share on fuel consumption
and GHG emissions – and significant contribution to NOx and PM emissions.
§ In the last 20 years, NOx and PM exhaust emissions from heavy-duty trucks
improved significantly as a result of EU fuel quality and emission legislation
§ Usage patterns, vehicle size and load still have high impact on exhaust
emissions per vehicle km and ton-km.
§ Specific fuel consumption of new trucks decreased significantly before
1990, however, nearly stagnation in the last 20 years.
§ Higher vehicle loads and shift to larger vehicles considerably reduced the
specific fuel consumption and GHG emissions per transport volume.
§ For the future, projections show further increase of transport volumes and
mileage of heavy-duty trucks in Germany.
§ Even so, NOx and PM emissions from heavy duty trucks will decrease.
§ However, fuel consumption and GHG emissions will continue to increase as
the high transport increase overcompensates expected efficiency gains.
Authors: Frank Dünnebeil
24.01.12 42
Udo Lambrechtifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Frank Dünnebeil Udo Lambrecht Dr. Harald Diaz-Bone
Senior Researcher Scientific Director TRANSfer Project Director (AV)
Dep. Transport and Environment Head of Dep. Transport and Environment Transport and Climate Change
ifeu – Institut für Energie- und ifeu – Institut für Energie- und Division 44 Water, Energy and Transport
Umweltforschung Heidelberg GmbH Umweltforschung Heidelberg GmbH Deutsche Gesellschaft für Internationale
Wilckensstr. 3 Wilckensstr. 3 Zusammenarbeit (GIZ) GmbH
D-69120 Heidelberg D-69120 Heidelberg P.O. Box 5180
Germany Germany D-65726 Eschborn
Germany
Fon: +49 (0) 6221 / 47 67 -61 Fon: +49 (0) 6221 / 47 67 -35
Fax: +49 (0) 6221 / 47 67 -19 Fax: +49 (0) 6221 / 47 67 -19 Fon: +49 (0) 6196 / 79 25 54
E-Mail: frank.duennebeil@ifeu.de E-Mail: udo.lambrecht@ifeu.de Fax: +49 (0) 6196 / 79 80 25 54
www.ifeu.de www.ifeu.de E-Mail: harald.diaz-bone@giz.de
http://www.transferproject.org/
Authors: Frank Dünnebeil
24.01.12 43
Udo LambrechtA TREMOD ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
§ TREMOD: TRansport Emission MODel
Developed by IFEU for and in close cooperation
with the German Federal Environment Agency,
Ministry of Transport, Association of Automobile
Manufacturers and others (since 1993)
Official database for emission reporting of the German Government
§ Based on a range of European measurement programs:
Measurement of the driving patterns of vehicles
• Cycles recorded in real world traffic (car following method)
• Weighted by traffic volume for a specific traffic situation
Measurement at vehicles (emission behaviour)
• Vehicles grouped to different layers with comparable emission
characteristics (vehicle types and sizes/ EURO stages, etc.)
• Engine maps/ Real world cycles
• Weighting according to fleet composition
Harmonized with “Handbook of Emission Factors” (INFRAS Bern et al.)
ERMES Group: European Research Group on Mobile Emission Sources
Authors: Frank Dünnebeil
24.01.12 44
Udo LambrechtA TREMOD ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Emission Calculation for Passenger Cars in TREMOD
BEFA: Basic Em ission Factor
Modelling all relevant factors:
First Registrations EFA: Em ission Factor
Age Distribution
driving behaviour,
Lifetime Functions
Vehicle Stock
"
Emissions
mileage,
Layers of Vehicle
Standards per 1st
Reg. Year
Stock
"
Stack and Mileage
load factor,
Mileage Behaviour
per Layer
Share per Road
Category + Layer "
Total Mileage
Mileage Share per Mileage per Road
" differentiated emission factors,..
Estimation of
Road Category Category
Share of Traffic Mileage per Traffic
Situations/Gradient Situation/Gradient
" fuel consumption and
exhaust and evaporative emissions
BEFA per Layer +
Driving Pattern "
Gradient-/Mileage
-Correction
warm EFA per
Layer+Driving Stock, Mileage,
(CO2, CO, NOx, NMHC, CH4,
benzene, SO2, particulates, N2O,
Pattern Energy
warm EFA per Consum ption,
Traffic Situation Layer+TrafficSit./ Em issions per
Definition Gradient Road Category
and Layer
NH3).
for all motorized passenger
Cold Start Factors
"
Ambient Tempe-
rature, Trip length,
Cold Start
Emissions per Start and goods vehicles.
Standing Time and Layer
Number of Starts
and Stopps " for Germany year by year from
Stopp Factors
Stopp Emissions
per Stopp and
Layer
1950 to 2030
Vehicle Stock
" for various scenarios.
Tank Breathing
Tank Breathing
Emissions per
Factors
Vehicle + Day
Authors:
IFEU Heidelberg Frank Dünnebeil
24.01.12 45
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