ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
© U. Steinbrich, pixelio.de
Fuel efficiency and emissions
of trucks in Germany
An overview
Commissioned by
Authors:
Frank Dünnebeil & Udo Lambrecht
IFEU-Institute Heidelberg
Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
1
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
Udo Lambrecht
24.01.12
2
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
Udo Lambrecht
24.01.12
3
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
Udo Lambrecht
24.01.12
4
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
Udo Lambrecht
24.01.12
5
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
Udo Lambrecht
24.01.12
6
2
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Road Transport in Germany
High increase of truck transport leads to increasing
energy consumption and greenhouse gas emissions…
Annual mileage of road
transport in Germany
800
700
600
300
others
heavy-­‐duty trucks
light goods vehicles
buses
cars
two-­‐wheelers
250
million tons CO2 equivalents
billion vehicle kilometres per year
900
500
400
300
200
200
others
heavy-­‐duty trucks
light goods vehicles
buses
cars
two-­‐wheelers
150
100
50
100
0
1960
GHG emissions from road
transport in Germany
(well-to-wheel, inland values)
IFEU/TREMOD 2011
1970
1980
1990
2000
2010
0
1960
Authors: Frank Dünnebeil
Udo Lambrecht
IFEU/TREMOD 2011
1970
1980
24.01.12
1990
2000
7
2010
2
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Road Transport in Germany
…contribution from heavy-duty trucks on NOx and PM
emissions from road transport on a high level
NOx emissions from road
transport in Germany
50
45
thousand tons PM
thousand tons NOx
1'300
1'200
1'100
1'000
900
800
700
600
500
400
300
200
100
0
1960
Exhaust particle emissions
from road transport in Germany
40
35
others
heavy-­‐duty trucks
light goods vehicles
buses
cars
30
25
20
others
heavy-­‐duty trucks
light goods vehicles
buses
cars
two-­‐wheelers
1970
1980
15
10
5
IFEU/TREMOD 2011
1990
2000
2010
0
1960
Authors: Frank Dünnebeil
Udo Lambrecht
IFEU/TREMOD 2011
1970
1980
24.01.12
1990
2000
8
2010
2
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Road Transport in Germany
Trailer Trucks > 34 tons gross vehicle weight (mostly 40 t)
have a high and increasing share on ton-km and mileage
billion ton-­‐km
500
Transport performance of heavy-­‐duty trucks in Germany
+55%
400
300
trailer truck >34-­‐40tons
trailer truck <=34tons
rigid truck >12tons
rigid truck <=12tons
200
100
1995
1997
1999
2001
2003
2005
2007
2009
Annual mileages of heavy-­‐duty trucks in Germany
mileage share 2010
+16%
60
billion veh.km
88%
IFEU/TREMOD 2011
0
70
ton-­‐km share 2010
3%
5% 4%
19%
50
40
trailer truck >34-­‐40tons
trailer truck <=34tons
rigid truck >12tons
rigid truck <=12tons
30
20
10
11%
63%
7%
IFEU/TREMOD 2011
0
1995
1997
1999
2001
2003
2005
2007
2009
Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
9
2
Road Transport in Germany
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
How can specific emissions and fuel consumption of roadfreight-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
Udo Lambrecht
24.01.12
10
3
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
Udo Lambrecht
24.01.12
11
3
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Emission Regulation in Europe
PM in g /kWh
Exhaust gas emission legislation since 1992/93:
High reduction of NOx and PM emissions
0.40
0.35
0.30
0.25
0.20
0.15
0.10
0.05
0.00
EU eemission mission limit values heavy-­‐duty vehicles
EU standards for fhor eavy-­‐duty vehicles Euro I 90/91 Euro II 95/96 Euro III 00/01 Euro VI (13/14) Euro V(08/09) Euro IV (05/06) 0
1
2
3
4
5
NOx in g /kWh
Authors: Frank Dünnebeil
Udo Lambrecht
6
24.01.12
7
8
12
9
3
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 heavy-­‐duty vehicles in EU
10
9
Particle emission standards for heavy-­‐duty vehicles in EU
0.40
-­‐95%
0.35
8
0.30
7
PM in g/kWh
NOx in g/kWh
-­‐97%
6
5
4
0.25
0.20
0.15
3
0.10
2
1
0.05
0
0.00
Euro I Euro II Euro III Euro IV Euro V Euro VI
(90/91) (95/96) (00/01) (05/06) (08/09) (13/14)
Euro I Euro II Euro III Euro IV Euro V Euro VI
(90/91) (95/96) (00/01) (05/06) (08/09) (13/14)
Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
13
3
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 ECE R49 Euro III-­‐V Euro VI ESC WHSC WHTC ETC Source: dieselnet.com Source: dieselnet.com Authors: Frank Dünnebeil
Udo Lambrecht
Source: Emitec 24.01.12
14
3
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Emission Regulation in Europe
Aftertreatment: From exhaust silencer to chemical plant….
from 2 009
exhaust g as aftertreatment s ystems
EGR EGR ++ SSCR CR ++ aactive ctive pparticle article ffilter ilter (for (for EEuro uro VVI, I, EEPA10 PA10 aand nd JJ09)
09)
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 (for (for JJP05)
P05)
1995
CRT
CRT
Passive Passive pparticle article ffilter, ilter, Euro Euro 22+3 +3 ((sporadic sporadic application)
application)
1984
2004
EGR
EGR
(for (for EEPA04)
PA04)
engine-­‐
types
Soot Soot ffilter
ilter
Active Active pparticle article ffilter ilter (sporadic (sporadic aapplication)
pplication)
1970
natural aspirated engines
tu
1975
ar g ed
rboc h
1980
eng in
1985
es
turbocharged inter-­‐c ooled engines
1990
1995
2000
2005
2010
2015
Source: Holloh Daimler, 2008
Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
15
3
Emission Regulation in Europe
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
EGR, Particle Filters and SCR are
advanced technologies for reducing exhaust emissions
SCR EGR+DPF 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
Udo Lambrecht
24.01.12
16
3
Emission Regulation in Europe
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
EGR more simple – SCR additional efficiency benefits
Pros
EGR
SCR
-  No additional equipment (extra tank)
-  No loss of payload and fuel capacity
-  No handling changes for haulier and
drivers
Contras -  Decreases power density, fuel
efficiency
-  Potential engine durability and oil
degradation issues (= shortened oil
change intervals)
-  Simplicity of the system and possibilities for
subsequent development (future standards)
-  No impact on maintenance and oil change
intervals
-  Engine optimization can be focused on fuel
efficiency
-  Additional urea tank reduces vehicle’s
payload and can lead to complications
with bodywork assembly
-  Urea supply infrastructure needed
-  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
for greater cooling capacity
exhaust temperature (e.g. urban
operations, stop+go)
-  Limited additional efforts for the driver
Sources: Vialtis 2005, FleetOwner 2008
Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
17
4
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
Udo Lambrecht
24.01.12
18
4
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Fuel Quality in Europe
EU regulation on sulphur content in diesel fuels – important
condition for environmentally friendly vehicle technologies
EU regulaOon on sulphur content in diesel fuels legal sulphur content in fuel in ppm
2'000
1'800
1'600
1'400
1'200
2000 ppm
(93/12/EEC)
1'000
800
500 ppm
(93/12/EEC)
350 ppm
(98/70/EC)
50 ppm
(98/70/EC)
10 ppm
(2003/17/EC)
600
400
200
0
1994
1996
1998
2000
2002
2004
Authors: Frank Dünnebeil
Udo Lambrecht
2006
2008
24.01.12
2010
19
...
4
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Fuel Quality in Europe
Diesel fuel in Germany is “sulphur-free” since 2003...
Sulphur content of diesel fuels in Germany 2'000
sulphur content in fuel in ppm
1'800
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
Udo Lambrecht
24.01.12
20
4
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Fuel Quality in Europe
... and Europe is on the way to “sulphur-free” diesel fuel
NaOonal sales of low sulphur diesel grades across the EU (%) in 2001 & 2008 2008 (EU 27)
2001 (EU 15)
100%
80%
80%
60%
60%
40%
40%
sulphur content in fuels ppm UK
SE
ES
PT
NL
LU
IT
0%
CY
CZ
EE
HU
LV
LT
MT
PL
SK
SI
BG
RO
20%
IE
EL
DE
FR
FI
DK
AT
0%
BE
Diesel (<10 ppm sulphur)
Diesel (<50 ppm sulphur)
Diesel (regular)
20%
Diesel (<10 ppm sulphur)
Diesel (<50 ppm sulphur)
Diesel (regular)
AT
BE
DK
FI
FR
DE
EL
IE
IT
LU
NL
PT
ES
SE
UK
100%
EU 15
EU 12 (new Member states)
Average sulphur content of petrol and diesel grades across the EU in 2008 60
2005 limits
50
40
30
20
2009 limits
10
0
AT
BE
CY
CZ
DK
EE
FI
FR
DE
EL
HU
IE
IT
LV
LT
LU
MT
NL
PL
PT
SK
SI
ES
Source: COM (2004, 2011) Quality of petrol and diesel fuel used for road transport in the European Union Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
21
SE
UK
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 heavyduty 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
Udo Lambrecht
24.01.12
22
5
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
Udo Lambrecht
24.01.12
23
5
Emissions: Measurements and Modelling
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
NOx and PM real world emissions improved significantly
Average NOx emission factors of 40-­‐ton trucks in g /km
14
IFEU/TREMOD 2011
Average PM emission factors of 40-­‐ton trucks in g /km
0.4
12
0.4
10
0.3
IFEU/TREMOD 2011
0.3
8
0.2
6
0.2
4
0.1
2
0.1
0
0.0
EGR SCR EGR SCR
+DPF
+DPF
< Euro Euro Euro Euro I
I
II
III
Euro IV
Euro V
Euro VI
EGR SCR EGR SCR
+DPF
+DPF
< Euro Euro Euro Euro I
I
II
III
Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
Euro IV
Euro V
24
Euro VI
5
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
120%
NOx real emissions compared to standards
IFEU/TREMOD 2011
100%
average emission factors
limit values
80%
60%
40%
20%
0%
EGR SCR EGR SCR
+DPF
+DPF
Euro Euro Euro
I
II
III
Euro IV
Euro V
Euro
VI
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
PM real emissions compared to standards
IFEU/TREMOD 2011
average emission factors
limit values
EGR SCR EGR SCR
+DPF
+DPF
Euro Euro Euro
I
II
III
Authors: Frank Dünnebeil
Udo Lambrecht
Euro IV
24.01.12
Euro V
25
Euro
VI
5
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Emissions: Measurements and Modelling
Usage patterns have high impact on emissions
NOx real emissions in g/km
(40-­‐ton truck)
PM real emissions in g/km
(40-­‐ton truck)
0.6
18
16
motorway
extra-­‐urban
urban
motorway
average
extra-­‐urban
0.5
14
urban
average
IFEU/TREMOD 2011
IFEU/TREMOD 2011
0.4
12
10
0.3
8
0.2
6
4
0.1
2
0
0.0
EGR SCR EGR SCR
+DPF
+DPF
< Euro Euro Euro Euro
I
I
II
III
Euro IV
Euro V
Euro
VI
EGR SCR EGR SCR
+DPF
+DPF
< Euro Euro Euro Euro
I
I
II
III
Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
Euro IV
Euro V
26
Euro
VI
5
Emissions: Measurements and Modelling
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
NOx and PM real-world emissions
depend strongly from load
18
16
NOx emission factors of 40-­‐ton trucks with different vehicle load factors 0.6
in g per veh.km
0% load
50% load
100% load
14
12
10
PM emission factors of 40-­‐ton trucks with different vehicle load factors in g per veh.km
0.5
0% load
50% load
100% load
0.4
0.3
8
0.2
6
4
0.1
2
0
0.0
EGR SCR EGR SCR
+DPF
+DPF
< Euro Euro Euro
Euro I I
II
III
Euro IV
Euro V
Euro
VI
EGR SCR EGR SCR
+DPF
+DPF
< Euro Euro Euro
Euro I I
II
III
Euro IV
Euro V
Source: HBEFA 3.1
Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
27
Euro
VI
5
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 for different truck sizes per ton-­‐km
(vehicle load: 50%)
2.0
1.8
Average specific PM emissions in 2010 for different truck sizes per ton-­‐km
(vehicle load: 50%)
0.04
in g per ton-­‐km
0.03
1.6
0.03
1.4
1.2
0.02
1.0
0.8
0.02
0.6
0.01
0.4
0.01
0.2
0.0
in g per ton-­‐km
rigid truck
>3.5-­‐12 tons
rigid truck
>12 t ons
trailer t ruck trailer t ruck
>20-­‐34 tons >34-­‐40 tons
0.00
rigid truck
>3.5-­‐12 tons
rigid truck
>12 t ons
trailer t ruck trailer t ruck
>20-­‐34 tons >34-­‐40 tons
Source: HBEFA 3.1
Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
28
6
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
Udo Lambrecht
24.01.12
29
6
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
Udo Lambrecht
24.01.12
30
6
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
Udo Lambrecht
24.01.12
31
6
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
Udo Lambrecht
24.01.12
32
6
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
Udo Lambrecht
24.01.12
33
6
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Fuel Efficiency and GHG Emissions
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) 40
g CO2 / ton-­‐km
1'400
L . diesel / 100 veh.km
35
33 l/100km
1'200
30
30 l/100km
27 l/100km
1'000
800
25
typcial load volume goods
600
average load all goods
e.g. i ndustrial parts, consumer goods such as furniture, clothes e tc.
400
200
101 g/tkm
20
typical load bulk goods
15
e.g. coal, ore, oil, fertilizer e tc.
10
61 g/tkm
5
49 g/tkm
0
0
0
2
4
6
8
10
12
14
16
vehicle load (tons)
18
20
22
24
26
Source: HBEFA 3.1, EcoTransIT (www.EcoTransIT.org)
Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
34
Specific Fuel Consumption (Liter / 100 veh.km)
Specific CO 2 emissions in grams per ton-­‐km (exhaust CO2, 100% fossile diesel
1'600
6
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 for different truck sizes in 2010
12
Average specific fuel consumption for different truck sizes in 2010
(vehicle load: 50%)
(vehicle load: 50%)
MJ per ton-­‐km
3.5
MJ per vehicle-­‐km
3.0
10
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 >3.5-­‐12 tons >12 tons >20-­‐34 tons >34-­‐40 tons
rigid truck rigid truck trailer truck trailer truck >3.5-­‐12 tons >12 tons >20-­‐34 tons >34-­‐40 tons
Source: HBEFA 3.1
Authors: Frank Dünnebeil
Udo Lambrecht
24.01.12
35
6
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Fuel Efficiency and GHG Emissions
80%
60%
40%
20%
fuel consumption: constant truck size and vehicle load
fuel consumption: constant truck size, increasing load factor
fuel consumption: increasing truck sizes and load factors
GHG emissions (WTW): fuel efficiency gains and use of biofuels
IFEU/TREMOD 2011
0%
1995
1997
1999
2001
2003
2005
2007
Authors: Frank Dünnebeil
Udo Lambrecht
2009
24.01.12
36
+ Biofuels
+ Larger vehicles
100%
+ Load factor
120%
Decomposition of fuel consumption and GHG emission reductions per ton-­‐km of road freight transport in Germany
Technology
Specific energy consumption of freight transport with
heavy-duty trucks reduced by 30% in the last 15 years
7
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
Udo Lambrecht
24.01.12
37
7
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
billion ton-­‐km
1'000
800
600
400
200
1960-­‐2010
1'000
Euro VI
Euro V
Euro I V
Euro I II
Euro I I
Euro I
< E uro I
trend scenario 2010-­‐2030
800
600
400
200
IFEU/TREMOD 2011
0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
0
2010 2015
2020
2025
2030
Annual mileages of heavy-­‐duty trucks in Germany
billion veh.km
100
80
60
40
20
1960-­‐2010
100
Euro VI
Euro V
Euro I V
Euro I II
Euro I I
Euro I
< E uro I
trend scenario 2010-­‐2030
80
60
40
20
IFEU/TREMOD 2011
0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
Authors: Frank Dünnebeil
Udo Lambrecht
0
2010
2015
24.01.12
2020
2025
2030
38
7
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
thousand tons
500
500
400
400
300
300
200
200
100
100
IFEU/TREMOD 2011
0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
trend scenario 2010-­‐2030
Euro VI
Euro V
Euro I V
Euro I II
Euro I I
Euro I
< E uro I
0
2010
2015
2020
2025
2030
Annual exhaust PM emissions from heavy-­‐duty trucks in Germany
1960-­‐2010
thousand tons
16
16
12
12
8
8
4
4
IFEU/TREMOD 2011
0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
Authors: Frank Dünnebeil
Udo Lambrecht
trend scenario 2010-­‐2030
Euro VI
Euro V
Euro I V
Euro I II
Euro I I
Euro I
< E uro I
0
2010 2015 2020 2025 2030
24.01.12
39
7
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
Peta Joule
800
600
400
200
1960-­‐2010
800
Euro VI
Euro V
Euro I V
Euro I II
Euro I I
Euro I
< E uro I
trend scenario 2010-­‐2030
600
400
200
IFEU/TREMOD 2011
0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
0
2010
2015
2020
2025
2030
million tons CO2 equ.
Annual GHG emissions from heavy-­‐duty trucks in Germany
60
50
40
30
20
1960-­‐2010
60
Euro VI
Euro V
Euro I V
Euro I II
Euro I I
Euro I
< E uro I
trend scenario 2010-­‐2030
50
40
30
20
10
10
IFEU/TREMOD 2011
0
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
Authors: Frank Dünnebeil
Udo Lambrecht
0
2010
2015
24.01.12
2020
2025
2030
40
7
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%
past development
225%
200%
Mileage (veh.km)
175%
Transport performance (ton-­‐km)
150%
Fuel consumption
125%
GHG emissions
100%
NOx emissions
PM emissions
75%
50%
25%
0%
-­‐2 5%
-­‐5 0%
-­‐7 5%
IFEU/TREMOD 2011
-­‐1 00%
1995
2000
2005
2010
trend scenario
+189%
+87%
+63%
+55%
2015
Authors: Frank Dünnebeil
Udo Lambrecht
2020
2025
24.01.12
-93%
-98%
2030
41
8
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
Udo Lambrecht
24.01.12
42
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
Frank Dünnebeil
Senior Researcher
Dep. Transport and Environment
ifeu – Institut für Energie- und
Umweltforschung Heidelberg GmbH
Wilckensstr. 3
D-69120 Heidelberg
Germany
Udo Lambrecht
Scientific Director
Head of Dep. Transport and Environment
ifeu – Institut für Energie- und
Umweltforschung Heidelberg GmbH
Wilckensstr. 3
D-69120 Heidelberg
Germany
Fon: +49 (0) 6221 / 47 67 -61
Fax: +49 (0) 6221 / 47 67 -19
E-Mail: [email protected]
www.ifeu.de
Fon: +49 (0) 6221 / 47 67 -35
Fax: +49 (0) 6221 / 47 67 -19
E-Mail: [email protected]
www.ifeu.de
Authors: Frank Dünnebeil
Udo Lambrecht
Dr. Harald Diaz-Bone
TRANSfer Project Director (AV)
Transport and Climate Change
Division 44 Water, Energy and Transport
Deutsche Gesellschaft für Internationale
Zusammenarbeit (GIZ) GmbH
P.O. Box 5180
D-65726 Eschborn
Germany
Fon: +49 (0) 6196 / 79 25 54
Fax: +49 (0) 6196 / 79 80 25 54
E-Mail: [email protected]
http://www.transferproject.org/
24.01.12
43
A
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
Udo Lambrecht
24.01.12
44
A
ifeu - Institut für Energie- und Umweltforschung Heidelberg GmbH
TREMOD
Emission Calculation for Passenger Cars in TREMOD
BEFA: Basic Em ission Factor
EFA: Em ission Factor
First Registrations
Lifetime Functions
Age Distribution
Vehicle Stock
Emissions
Standards per 1st
Reg. Year
Layers of Vehicle
Stock
Mileage Behaviour
per Layer
Stack and Mileage
Share per Road
Category + Layer
Total Mileage
Mileage Share per
Road Category
Mileage per Road
Category
Share of Traffic
Situations/Gradient
warm EFA per
Layer+Driving
Pattern
Traffic Situation
Definition
warm EFA per
Layer+TrafficSit./
Gradient
"
"
Stock, Mileage,
Energy
Consum ption,
Em issions per
Road Category
and Layer
Cold Start Factors
Ambient Temperature, Trip length,
Standing Time
Stopp Factors
Tank Breathing
Factors
"
"
"
"
"
Cold Start
Emissions per Start
and Layer
Number of Starts
and Stopps
"
Vehicle Stock
"
Stopp Emissions
per Stopp and
Layer
Tank Breathing
Emissions per
Vehicle + Day
driving behaviour,
mileage,
load factor,
differentiated emission factors,..
Estimation of
Mileage per Traffic
Situation/Gradient
BEFA per Layer +
Driving Pattern
Gradient-/Mileage
-Correction
Modelling all relevant factors:
Authors:
IFEU Heidelberg
fuel consumption and
exhaust and evaporative emissions
(CO2, CO, NOx, NMHC, CH4,
benzene, SO2, particulates, N2O,
NH3).
for all motorized passenger
and goods vehicles.
for Germany year by year from
1950 to 2030
for various scenarios.
Frank Dünnebeil
Udo Lambrecht
24.01.12
45