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1 D DOCUMENTATION FOR TRUCK TRANSPORT PROCESSES Content General Description of Processes... 2 Process Characterization / Abbreviations / Naming... 2 Classification... 2 Size Categories (see [7], [8], [11])) Emission Categories (see [3], [11], [13])... 2 Road Categories (seee [11])... 3 Emissions Calculation... 3 General Emissions Calculation... 3 Singularity for CO Calculation of SO Laughingg Gas (N 2 O) and Ammonia (NH 3 )... 4 Variable Parameters... 4 Inputs... 4 Valuable Substances Outputs... 5 Valuable Substances Emissions... 5 Systems and Emissionss that are nott considered Application... 5 Input Parameters... 5 Distance... 6 Load based on Mass (parameter: utilisation)... 6 Payload Sulfur Content of Fuel (parameter: ppm_sulfur )... 6 Driving Shares for Motorway, Rural, Urban (respective parameters: share_mw, share_ru, share_ur ) Empty Run Forward and Return Trips with different utilisation factors... 7 of specifically lightweight goods... 7 Choice of correct vehiclee... 8 Representativeness... 9 Technological... 9 Spatial... 9 Temporal... 9 Parameter Variations Examples Variation of utilisation ratio Variation of Payload Variation of shares on different Roadd Categories Literature Process List (GaBi) / 16

2 General Description off Processes This documentation describes transportationn processes for utility vehicles for the transportationn of in []. The processes comprise the use phase with fuel demand and emissionss released. The default functional unit is the transportation of 1 of over a distance of 100 km. The following parameters are variable: distance, utilisation (=load/payload), share of road categories (urban/rural/motorway) and, if required, sulphur content in fuel and total payload. Process Characterization / Abbreviations / Naming General process naming: Size Category with Total Capacity / Payload / Emission Categoryy = singlee truck without trailer -trailer = truck and trailer combination n Light duty vehicle = Commercial transport vehicle of size class N1-III Gross weight = total weight of the vehicle Payload = maximum vehiclee load capacity Utilisation = actuall load divided by maximum load A list of all available processes is appended at the end of this documentation. Classification Size Categories (see [8], [9], [12]) Light duty vehicle < 3,5 t < 7,5 t 7,5-12 t t t t t t > 32 t -trailer < 28 t -trailer t -trailer t Emission Categories (see [4], [12], [13]) Average 1980s (pre-euro) Euro 1 Euro 2 Euro 3 Euro 4 2 / 16

3 Euro 5 Euro 6 Mix Euro 0-5 Road Categories (see [12]) Average Motorway (MW) Average Rural (RU) Average Urban (UR) Emissions Calculation The emission calculations are derived from emission factors from literature ( HBEFA) [12] which are based on measurements. Additional calculation principles are elucidated below. General Emissions Calculation With the assumption that t the utilisation influences the emissions linearly [2], the emission factors (EF) [g/km] are referenced to 1 of via the following equation: Emission EF empty (EF loaded EFF empty ) utilisation payload utilisation EF empty EF loaded Utilisation Utilisation referred to mass [-] Payload The total emissions for each pollutant refer to 1 and the transportation distance is to be calculated basedd on the driving share (Motorway = MW share, Rural = RU share, Urban = UR share e) [-], the specific emissions (Motorway = MWW Em, Rural = RU Em, Urban = UR Em) in [g/(km*)] and the distance [km]. TotalEmission X MW share MWE Em RU share RU Em URshare UR Em distance (2) x MW share MW EM RU share RU EM UR share UR Em Emission factor for empty run [g/km] Emission factor for loaded run [g/km] Maximum payload capacity [t] For light duty vehicles (<3,5t)( it is not differentiated between emission factors for the empty and the loaded run. Index for a specific pollutant [-] Driving share on motorway [%] Motorway specific emissions [g/(km*)] Driving share on rural road [%] Rural specific emissions [g/(km*)] Driving share on urban road [%] Urban road specific emissions [g/(km*)] g km The variable parameters payload and utilisation can bee specified within the process and set individually by the user. (1) 3 / 16

4 Singularity for CO 2 The calculations for carbon dioxide emissions are based on thee emission factors according to equations (1) and (2), whereas a constant relation of 3,175 CO2 2/ Diesel for the fuel consumptionn is assumed. With a medium density of 0,832 /l (diesel) this is equal to a ratio of 2,642 CO2 /l Die esel. Calculation of SO 2 For sulfur dioxide, a complete stoichiometric conversion of o the sulphur contained in the fuel and of oxygen into SO 2 is assumed. The sulphur content in the fuel is a variable parameter, which can be set individually by the user. EF _ SO2 x _ ppms k S Diesel 64g S 32 g SO S 2 Diesel_Consumpti ion Diesel Cargo SO 2 Cargo (3) EF_SO 2 Emission factor for SO 2 x_ppm s Mass sharee of sulfur in fuel Laughing Gas (N 2 O) and Ammonia (NH 3 ) The emission factor for ammonia (NH 3 ) is set as constantt throughoutt all trucks and light duty vehicles. The emission factor for laughing gas (nitrous oxide, N 2 O) O is set constant for all trucks Euro 0 to Euro 5 trucks for each road category. Laughing gas is specific for light duty vehicles and Euro 6 trucks. Variable Parameters Parameter Name share_mw share_ru share_ur utilisation distance payload ppm_sulfur share_co 2 _bio Inputs Comment Driving share on motorway (MW) Driving share rural (RU) Driving share urban (UR)) Utilisation ratio based on mass Distance from start to endd Maximum payload capacity Mass share of sulfur in fuel Share of biogenic C in fuel Unit km t ppm - Valuable Substances Flow Flow Group Unit Diesel Crude Oil Products Cargo Others 4 / 16

5 Outputs Valuable Substances Flow Flow Group Unit Cargo Others Emissions Flow Flow Group Unit Ammonia Inorganic Emissions to Air A Benzene Group NMVOC to Air Carbon Dioxide Inorganic Emissions to Air A Carbon Dioxide (biotic) Inorganic Emissions to Air A Carbon Monoxide Inorganic Emissions to Air A Dust (PM2,5) Particles to Air Methane Organic Emissions to Air (Group VOC) Nitrogen Dioxide Inorganic Emissions to Air A Nitrogen Monoxide Inorganic Emissions to Air A Nitrous Oxide (Laughingg Gas) Inorganic Emissions to Air A NMVOC (unspecific) Group NMVOC to Air Sulfur Dioxide Inorganic Emissions to Air A Systems and Emissions that are not considered d Vehiclee production Vehiclee recycling Infrastructure (roads/...) Noise Diurnal losses and refuelling losses (seee [13]) Hot-Soak-Emissions Oil use Cold-Start Emissions Emissions from air conditioning (relevance < 1 %, see s [10]) Abrasion of tyres and brakes Application Input Parameters The vehicle processes can be adapted to specific conditions by means of the variable parameters. 5 / 16

6 Distance The distance representss the real driven distance of the vehicle v fromm start to end. This should be modified by the user. Load based on Mass (parameter: utilisation) The standardd utilisation is assumedd to be 85% [4]. This factor represents the relation of transported to payload capacity. For hauler services in Europe the value is 0,85 (= 85 %) [1]. If with low density is transported (e.g. expanded polystyrene or foam materials), the parameter utilisation should be adapted (reduced) accordingly. Only utilisation values between 0 and 1 are permitted! Minimum value: utilisation = 1/ payload [] (equal to empty run) Maximum value: utilisation = 1 (equal to full load). Payload The payload of a vehicle is the total weight minus the actual weightt of the vehicle and is equal to the vehicle load capacity [t]. The predefined standard value represents the typical situation in each case, in accordance with the transportationn process name. In special cases, trucks with superstructuress that aree particularly heavy (e.g. a refrigeration unit) or particularly light (e.g. a simple platform) can be represented by adjusting this parameter. Sulfur Content of Fuel (parameter: ppm_sulfur ) The sulfur content in diesel fuel varies strongly worldwide; the transport processes can be adapted accordingly. The following table shows possible values (e.g. [14], [15]). EU Japan China Indonesia, Pakistan Singapore India, Philippines, Thailand Australia Latin America (general) Brazil USA Canada South Africa Saudi Arabiaa Country 10 ppm 50 ppm up to 2000 ppm up to 5000 ppm, reductions are planned 50 ppm up to 500 ppm 50 ppm > 2500 ppm In general 1800 ppm, 500 ppm p planned for, 50 ppm for public transport servicess in metropolitan areas 15 ppm 15 ppm Sulfur Conten by mass [ppm] 50 ppm 500 ppm, 50 ppm planned for f 6 / 16

7 Driving Shares for Motorway, Rural, Urban (respective parameters: share_mw, share_ru, share_ur ) The driving shares for Motorway (MW), Rural (RU), Urban (UR) can be adapted to specific boundary conditions. The predefined standard values represent the shares for Germany for the respective vehicle. In addition, the shares must be 1 total. Empty Run When considering an empty run, the process providess emissionss according to the empty run Emission Factors EF empty y [g/km] without carrying. Inn a GaBi model, this situation can be modeled with a fixed and non-connected transport process in the transport chain. The following conditions have to be applied: Scaling factor = 1 Process is not connected to other processes Utilisation = 1/payload in As utilisation = 0 is an invalid value, values have to be appliedd according to the following example. Example: empty run for -trailer > t total cap. / 27 t payload / Euro 3 fixing to scaling factor = 1 payload = 27 t = utilisation = 1/27000 = 3,7037* Forward and Return Trips with different utilisation factors If the forward trip and return trip are driven with different utilisation factors the average utilisation can be calculated as follows: distance trip utilisationn utilisation distancee trip trip distance distance return return utilisation return (4) distance dista nce trip distance return n (5) If the return trip is an empty utilisation return = 0. run, the calculation can be approximated with: of specifically lightweight goods In case of transportationn of specifically lightweight goods, the standard utilisation ratio has to be reduced. Example: transport of expanded polystyrenee (EPS), density 20 /m 3, with high air trailer t total cap. / 27 t payload / 90 m 3 volume capacity good has to be identified ass specifically lightweight good (low density, content) max load 1,8 t < payload 27 t; volume capacity reached before weight capacity; utilisation ratio has to be reduced 7 / 16

8 load 1.8t new utilisation factor payload d capacity 27t 0.07 (7%) instead of 85% Choice of correctt vehicle To choose the correct vehicle the following aspects have to be considered: the total weight of the vehiclee Total weight Comment Light duty vehicle < 3,5 t < 7,5 t Van for commercial activities Big van or very small truck 7,5-12 t t t t t t Small truck for short-haul and distribution transport Medium truck for short-haul and distribution transport Medium truck for short-haul and distribution transport Heavy-duty national and international long-haul transport Heavy-duty national and international long-haul transport Heavy duty truck for construction works > 32 t Heavy duty truck for construction works 8 / 16

9 -trailer < 28 t -trailer t -trailer t Medium to heavy-duty national and international long-haul transport Heavy-duty national and international long-haul transport Heavy duty long-haul transports, tanks The EURO standard; results from year of type approval: 1980s Euro 1 Euro 2 Euro 3 Euro 4 Euro 5 Euro 6 Euro 0-5 Mix before average of 2010 DE Representativeness Technological The emission classes from f pre-euro to Euro 6 are covered. The technologies are epresentative Europe-wide and can be adapted for worldwide w locations with some minor restrictions. Theree is a need to identify the corresponding emission classes. Spatial The reference locations are Germany, Austria and Switzerland. However due to the similarity of the vehicle structures and the same emissions limit values, the models are epresentative for the entire EU. The model can be transferred to conditions in other countries worldwide with only somee minor uncertainties. Note: N impreciseness increases with the increase of deviation of thee vehicle structure andd with the road categories and the utilisation behaviour these can be adapted by modifying the driving share (MW/RU/UR) as well as the utilisation ratio and sulphur content c in the fuel for individual conditions. Temporal The reference year of the data sets is ; representativeness may be assumed for the period of to Modification of the age structure off vehicles for each emission class leads to changes in the emission profile. The validity of the data set is given g for about 3 years (until 9 / 16

10 2017). Prognoses in HBEFA [12] based on comprehensive time series ( ) report that there is no change in emission profiles within a certain size class, emissions class or road category. Only the different composition off a total vehicle fleet results in some changes over time. Parameter Variations Exampless The following section shows somee examples to highlight the influence of the single parameters. Variation of utilisation ratioo Figure 1 shows the specific carbonn dioxide emission in [g CO2 /( Car rgo*km)] for different truck sizes each driven on motorway if the utilisation ratioo is varied inn equation (1).( Variation of utilisation ratio between 1% und 100% (Standard 85% %) Euro 3 / driving share 100% highway specific CO 2 -emissions [g CO O2/( *km)] CO 2 -emissions [g CO2 /( *km)] 3 2,5 2 1,5 1 0,5 0 0% 20% 40% 60% 80% 100% utilisation ratio [%] <7,5 t Trailer >34-40 t Figure 1: Variation of utilisation ratio (load, based on mass) between 1 % and 100 % With convergence to 0 % utilisationn ratio, the specific emissions increase according to the mathematical function towardss infinity (division by zero). The minimal utilisation ratio (empty run) is the reciprocal r value of the payload in []. With a high utilisation the specific emissions change only slightly. Variation of Payload Figure 2 shows the specific carbonn dioxide emission in [g CO2 /( Car rgo*km)] for different truck sizes each driven on motorway if the payload is varied in equation (1). 10 / 16

11 Variation of payload Euro 3 / driving share 100% highway specific CO 2 -emissions [g CO2 /( *km)] CO 2 -emissions [g CO2 /( *km)] 0, 25 0, 20 0, 15 0, 10 0, 05 0, <7,5 t 7,5-12 t t t Trailer <28 t Trailer >34-40 t t t payload [t] Figure 2: Variation of payload (Euro 3 trucks) Particularly for smaller trucks, a clear influence of variations inn payload on CO 2 - emissions, and hence the fuel consumption, can be identified. If thee truck has a lower payload caused by a heavy superstructure (e.g. a refrigeration unit), the specific emissions per of increase. Variation of shares on different Road Categoriess Heavy trucks are optimised for rural and motorway travels (RU/MW) (see Figure 4), and thereforee have the lowest l specific emissions on motorway travel and clearly higher specific emissions in urban travel (see Figure 3 and Figure 5). Small trucks have theirr lowest specific emissions in rural travel; the overall level of specific emissions is obviously higher than for heavy trucks (see Figure 3, Figure 4 and Figure 5). 11 / 16

12 Specific Fuel Consumption Urban (UR) - Rural (RU), Euro 3 Specific Fuel Consumption Rural (RU) - Motorway (MW), Euro 3 Diesel Consumption [ Diesel /( Cargo *km)] 4,5E-05 4,0E-05 3,5E-05 3,0E-05 2,5E-05 2,0E-05 1,5E-05 1,0E-05 5,0E-06 0,0E <7,5 t Trailer >34-40 t Diesel Consumption [ Diesel /( Cargo *km)] 4,5E-05 4,0E-05 3,5E-05 3,0E-05 2,5E-05 2,0E-05 1,5E-05 1,0E-05 5,0E-06 0,0E <7,5 t Trailer >34-40 t 100% UR 0% RU 0% UR 100% RU 100% RU 0% MW 0% RU 100% MW Figure 3: Specific Fuel Consumption Figure 4: Urban Rural Specific Fuel Consumption Rural Motorway Diesel Consumption [ Diesel/( Cargo *km)] 4,5E-05 4,0E-05 3,5E-05 3,0E-05 2,5E-05 2,0E-05 1,5E-05 1,0E-05 5,0E % UR 0% MW Specific Fuel Consumption Urban (UR) - Motorway (MW), Euro 3 0,0E % UR 100% MW <7,5 t Trailer >34-40 t Figure 5: Specific Fuel Consumption Urban Motorway 12 / 16

13 Literature [1] BAITZ, Martin: Erstellung eines Modells zur SimulierungS g umweltrelevanter Auswirkungen von prozessen unter Einfluss des Vertriebssystems, des Bedarfs und des mittels, Stuttgart, Universität Stuttgart Institut für Kunststoffprüfung und Kunststoffkunde ( IKP), [2] BORKEN, Jens; PATYK, Andreas; Reinhardt, Guido A: Basisdaten für ökologische Bilanzierungen Einsatz von Nutzfahrzeugen in, Landwirtschaft und Bergbau, Braunschweig : Vieweg, [3] BRÜCK, R. et al.: Die Vision eines motornahen Nutzfahrzeug Katalysatorsystems; Emissionsminimierung unterr allen Betriebsbedingungen, [4] BUNDESAMT GÜTERKRAFTVERKEHRR LOGISTIKK UND ENTSORGUNGG (BGL) e.v.: Daten und Fakten. (08/2006). [5] EUROPEAN PARLIAMENT AND THE COUNCIL OF O THE EUROPEAN UNION: Directive 1999/96/EC of thee European Parliament and of the Council of 13 December 1999 on the approximation of the laws of the Member States relating to measures to be taken against the emission of gaseous and particulate pollutants from compression ignition engines for usee in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles and amendingg Council Directive 88/77/EEC. Brussels, Official Journal L 044, 16/02/2000 P [6] EUROPEAN PARLIAMENT AND THE COUNCIL OF O THE EUROPEAN UNION: Directive 2003/17/ /EC of the European Parliament and a of the Council of 3 March 2003 amending Directive 98/70/EC relating to thee quality off petrol and diesel fuels. Brussels, Official Journal of the European Union L76/10, 22/03/2003. [7] EUROPEAN UNION: EUROPE Environment Auto-Oil II Programme, (08/2006). [8] HAUSBERGER, Dr. Stefan, et al.: Emission functions for Heavy Duty Vehicles Update of the Emission Functions for Heavy Duty Vehicless in the Handbook Emission Factors for f Road Traffic, Wien: Umweltbundesamt GmbH, [9] KRAFTFAHRT-BUNDESAMT: Statistische Mitteilungen, Reihee 2: Kraftfahrzeuge. Flensburg, [10] SCHWARZ, Dr. Winfried; ; LEISEWITZ, Dr. André: Emissionen und Minderungspotential von HFKW, FKW und SF6 in Deutschland, Im Auftrag des Umweltbundesamtes, Forschungsbericht , Frankfurt,, [11] & Mobility Leuven: TREMOVE 2.77 / EMISSIONS, European Commission, DG Environmen nt, org, Leuvenn / Belgium, / 16

14 [12] Umweltbundesamtt Berlin; BUWAL / OFEFP Bern; Umweltbundesamt Wien: Handbuch Emissionsfaktoren des Straßenverkehrs, Version 3.1, Berlin, Bern, Vienna / Germany, Switzerland, Austria, 2010 [13] Umweltlexikon: Betankungsv verlust, Umweltlexikon, and online.de/rubluft/ Betankungsverlust.phpp Köln / Germany, 2006 [14] UNEP (United Nations Environment Programme) Partnership for Clean Fuels Vehicles: Report of the Sulphur Working Group of the Partnership for Clean Fuels and Vehicles (PCFV), [15] US EPA (United States Environmental Protection Agency): Report to Congress on Black Carbon, 2010 Process List (GaBi) Global processes Region Name Light duty vehiclee Light duty vehiclee Light duty vehiclee Light duty vehiclee Light duty vehiclee Light duty vehiclee Light duty vehiclee Standard Type Gross weight/payload up to 3,5tt gross weight / up to 1,5 t payload capacity up to 3,5tt gross weight / up to 1,5 t payload capacity up to 3,5tt gross weight / up to 1,5 t payload capacity up to 3,5tt gross weight / up to 1,5 t payload capacity up to 3,5tt gross weight / up to 1,5 t payload capacity up to 3,5tt gross weight / up to 1,5 t payload capacity up to 3,5tt gross weight / up to 1,5 t payload capacity up to 7,5tt gross weight / 3,3t diesel driven, d Euro 0-5 technology up to 7,5tt gross weight / 3,3t, up to 7,5tt gross weight / 3,3t up to 7,5tt gross weight / 3,3t up to 7,5tt gross weight / 3,3t up to 7,5tt gross weight / 3,3t up to 7,5tt gross weight / 3,3t up to 7,5tt gross weight / 3,3t 7,5 t - 12tt gross weight / 5t 7,5 t - 12tt gross weight / 5t 7,5 t - 12tt gross weight / 5t 7,5 t - 12tt gross weight / 5t 7,5 t - 12tt gross weight / 5t 7,5 t - 12tt gross weight / 5t 7,5 t - 12tt gross weight / 5t 14 / 16

15 diesel driven, d Euro 0-5 technology, 12-14t gross weight / 9,3t 12-14t gross weight / 9,3t 12-14t gross weight / 9,3t 12-14t gross weight / 9,3t 12-14t gross weight / 9,3t 12-14t gross weight / 9,3t 12-14t gross weight / 9,3t 14-20t gross g weight / 11,4t 14-20t gross g weight / 11,4t 14-20t gross g weight / 11,4t 14-20t gross g weight / 11,4t 14-20t gross g weight / 11,4t 14-20t gross g weight / 11,4t 14-20t gross g weight / 11,4t 20-26t gross g weight / 17,3t 20-26t gross g weight / 17,3t 20-26t gross g weight / 17,3t 20-26t gross g weight / 17,3t 20-26t gross g weight / 17,3t 20-26t gross g weight / 17,3t 20-26t gross g weight / 17,3t 20-26t gross g weight / 17,3t 26-28t gross g weight / 18,4t 26-28t gross g weight / 18,4t 26-28t gross g weight / 18,4t 26-28t gross g weight / 18,4t 26-28t gross g weight / 18,4t 26-28t gross g weight / 18,4t 26-28t gross g weight / 18,4t 28-32t gross g weight / 22t 28-32t gross g weight / 22t 28-32t gross g weight / 22t 28-32t gross g weight / 22t 28-32t gross g weight / 22t 28-32t gross g weight / 22t 28-32t gross g weight / 22t 15 / 16

16 trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer trailer diesel driven, d Euro 0-5 technology, more thann 32t gross weight / 24,7t payload capacity more thann 32t gross weight / 24,7t payload capacity more thann 32t gross weight / 24,7t payload capacity more thann 32t gross weight / 24,7t payload capacity more thann 32t gross weight / 24,7t payload capacity more thann 32t gross weight / 24,7t payload capacity more thann 32t gross weight / 24,7t payload capacity up to 28t gross weight / 12,4t up to 28t gross weight / 12,4t up to 28t gross weight / 12,4t up to 28t gross weight / 12,4t up to 28t gross weight / 12,4t up to 28t gross weight / 12,4t up to 28t gross weight / 12,4t 28-34t gross g weight / 22t 28-34t gross g weight / 22t 28-34t gross g weight / 22t 28-34t gross g weight / 22t 28-34t gross g weight / 22t 28-34t gross g weight / 22t t gross g weight / 27t t gross g weight / 27t 34-40t gross g weight / 27t 34-40t gross g weight / 27t 34-40t gross g weight / 27t 34-40t gross g weight / 27t 34-40t gross g weight / 27t 34-40t gross g weight / 27t 34-40t gross g weight / 27t 34-40t gross g weight / 27t 16 / 16