Mobile Air-Conditioning

Present monitoring approach: Activity data are determined through a combination of official statistics, inquiries of truck makers, and extrapolations. The KBA annually publishes the number of new domestic registrations of trucks and tractors broken down into ten net weight categories that then, in a first step, are aggregated to three segments. For each of these segments typical truck models were selected, and the specific data on their AC ratio and refrigerant charges are inquired of manufacturers.

These data are then extrapolated to all newly registered trucks. In ZSE, the existing refrigerant banks are available as time series in addition to average truck lifetimes and emission rates by weight categories. Emissions are calculated automatically after the new data have been entered into ZSE.

Future monitoring approach: The most time-consuming part of data collection, the inquiry of manufacturers about AC ratios and charges of typical truck models (VW:

Transporter, LT, Caddy; DaimlerChrysler: Vito, Sprinter, Atego, Axor, Actros;

Renault: Kangoo, Master) needs not to be carried out annually. It should be conducted in future in appropriate intervals in order to check up the extrapolation based on the empirical trend until 2004. Still the KBA-data on registration and the VDA-data on production will be used as reliable input material. As truck

air-conditioning contributes only 0.8% to the emissions of key-source 2.F and 1.5% of the sub source "Refrigeration and Air-Conditioning”, reduced data precision is acceptable.

1.6.3. Bus Air-Conditioning

Application: Buses are increasingly equipped with air-conditioning systems. Of the three bus categories (coaches, overland buses, city buses), coaches have already been 100% equipped since 1999. Overland buses (intercity buses) are approaching this penetration figure. However, half of the new city buses are not equipped with air-conditioners. The EC-Directive on mobile air-conditioning envisages a review of the necessity of the refrigerant HFC-134a for buses, but not yet its phase-out.

Present monitoring approach: Initial basis for annual estimation of activity data is the official KBA statistics on newly registered buses, which, however, are not broken down into the three categories. The quantitative composition of the three bus

categories is included in the refrigerant model that has been developed with the help of the two leading German bus makers, Evobus (DaimlerChrysler) and MAN

(together having a market share of 80-90%). It also contains average refrigerant charges, and estimated emission rates and bus lifetimes. As both the refrigerant model and the time series of the refrigerant bank are part of ZSE, only the experts from the two German bus makers have annually to be asked for AC ratios of their overland and city buses. Together with the public numbers on registration and production, these data are entered into ZSE for emissions calculation.

Future monitoring approach: In view of the low share of 0.8% in global warming key source emissions and of 1.5% in sub source emissions, longer intervals between direct data collection processes are feasible in this case, too. The trend of AC

penetration until 2004 can be extrapolated to the next three years. After this period of time data on AC ratio should be checked through direct data collection, and the underlying refrigerant model (dating from 2002) should be thoroughly revised with support of experts.

1.6.4. Air-Conditioning of Agricultural Machines

Application: Since 1990, automobile machines in agriculture have increasingly been equipped with air-conditioning. Above all, tractors are numerically relevant, with 25,000 units being newly registered annually. These are joined by combines and chop-croppers, both being used only during the summer months. This source contributes only 0.04% to global warming emissions of key source 2.F.

Present monitoring approach: The KBA annually publishes only the number of newly registered tractors. Registrations of combines and chop-croppers are provided by sector experts and by companies. The sector experts also helped develop the refrigerant model, which is part of ZSE. It contains for the three categories of

agricultural machines average refrigerant charges as well as specific emission rates.

Experts are annually asked for estimates of AC ratios of newly registered agricultural machines (all categories). After data entering, ZSE calculates the annual HFC

quantity increasing the domestic bank as well as the different kinds of emissions.

Future monitoring approach: We propose for a time of five years making use of the public statistics on tractors (registrations, number of manufactured units) as the only external input data, starting in the reporting year 2004. The remaining data such as refrigerant charges, AC ratios, and number of newly registered combines and chop-croppers should be extrapolated based on the trends of the five previous years.

Emission rates can be left unchanged. Every five years activity data trends and emission rates should be revised with the support of sector experts.

1.6.5. Ship Air-Conditioning

Application: All inland passenger ships (not cargo ships) as well as all ocean-going passenger and cargo ships that have been built since 1998 have air-conditioning with HFC-134a. (This applies also to ships that are built at domestic shipyards.) Owing to their long lifetime (about 25 years), most existing ships still use ODS refrigerants.

Present monitoring approach: Considering the 0.02% contribution to emissions of key-source 2.F, data collection for this source requires too much effort, currently. It is true that AC ratios need not to be estimated for newly built ships as all ships have air-conditioning, so that a model of refrigerant charges by (six) ship categories, which has been developed with support of experts, is sufficiently detailed. But data

surveying of all the new ships adding the German fleet differentiated by types, as well as of the number of newly built ships at German shipyards, is very time-consuming.

The easily available statistics on the existing fleet (ocean going as well as inland) are of little use as AC systems in most existing ships still run with HCFC-22 refrigerant.

The numbers of new ships for the inland fleet are provided by Wasser- und Schifffahrts-Direktion Südwest, data on new ships for the ocean-going fleet are compiled by the Association of German Shipping Companies on request of Öko-Recherche. For data on new naval ships the Bundeswehr is addressed, for cruise liners a shipping company. Data on ships built at German shipyards are taken from the annual report of the Verband für Schiffbau und Meerestechnik.

After entering the new HFC-134a amounts into ZSE, which contains the necessary emission factors, emissions from production and from refrigerant banks are

calculated.

Future monitoring approach: The authors of this study forecast a rise in emissions from roughly 2 t/y today to 6 t/y in 2020. This will be less than 0.1% of the key-source and of the sub source emissions. It is therefore proposed ceasing direct data

collection for the time being, and estimating emissions through extrapolation based on the 1998 -2004 trends.

1.6.6. Rail-vehicle Air-Conditioning

Application: Since 1996, all new rail vehicles of the Deutsche Bahn AG and of smaller railway operators have been equipped with A/C systems. This applies also to regional trains and suburban trains. In addition, the Deutsche Bahn converted more than 3,000 A/C systems from R-12 to R-134a until 1998. Nearly all new trams and underground trains ("U-Bahn") have A/C systems. Despite the high AC ratio and the relatively high emission factor (EF=15%) air-conditioning in rail-vehicles is only a small emission source. The potential number of AC equipped rail-vehicles in

Germany is limited to about 25,000 units (not considering locomotives), with one third already being air-conditioned with an average charge of 10-18 kg refrigerant per system. Rail vehicles account for 0.3% of the emissions of key-source 2.F, the proportion is not expected to increase significantly until 2020.

Present monitoring approach: With expert support, average refrigerant charges were determined for passenger-railcars, locomotives, suburban and underground trains, and trams. The amount of new refrigerant increasing the bank, which has to be entered into ZSE, is a result of the number of new minus decommissioned vehicles, multiplied by the specific refrigerant charges. Official statistics on the numbers of newly acquired and retired rail-vehicles are not available. Due to the large number of public and private railway companies as well as frequent

restructuring within Deutsche Bahn, data collection is very time-consuming and uncertain.

Future monitoring approach: Considering the low share in key-source emissions, we suggest dispensing with annual complete data collection. It seems to be

sufficiently reliable to extrapolate the annual number of rail vehicles acquired over the previous five years (2000-2004) in order to estimate the development of the HFC-134a bank in the next future. A revision should be carried out every five years through direct data collection the way it is practiced currently.