In sub-category 1.A.5.b i - Other, Mobile (including Military) emissions from military ground-vehicles and mobile machinery are reported.

Basically, all fuel consumption in military vehicles is included in the primary acitivity data provided by the National Energy Balances (NEB) (AGEB, 2020) ¹⁾.

As the NEB does not provide specific data for military use, the following additional sources are used:

For the years as of 1995, the official mineral-oil data of the Federal Republic of Germany (Amtliche Mineralöldaten der Bundesrepublik Deutschland), prepared by the Federal Office of Economics and Export Control (BAFA), are used (BAFA, 2020) ²⁾. Provided in units of [1,000 t], these amounts have to be converted into [TJ] on the basis of the relevant net calorific values given by ³⁾.

As the official mineral-oil data does not distinguish into fossil and biofuels but does provide amounts for inland deliveries of total diesel and gasoline fuels, no data on the consumption of biodiesel and bioethanol is available directly at the moment. Therefore, activity data for biofuels used in military vehicles are calculated by applying Germany's official annual biofuel shares to the named total deliveries (see also: info on EF).

Table 1: Annual fuel deliveries to the military for ground-vehicles and machinery, in terajoules

Table 2: Annual country-specific emission factors¹, in kg/TJ

¹ Due to lack of better information: similar EF are applied for fossil fuels and biofuels.
² EF(PM_2.5) also applied for PM₁₀ and TSP (assumption: > 99% of TSP from diesel oil combustion consists of PM_2.5)
³ EF(BC) estimated from tier1 default f-BC values provided in ⁴⁾, chapter 1.A.3.b, table 3-11 for gasoline passenger cars (f-BC: 0.12) and diesel heavy duty vehicles (f-BC: 0.53)
⁴ from leaded gasoline (until 1997), based upon country-specific emission factors from TREMOD ⁵⁾

Due to the application of very several tier1 emission factors, most emission trends reported for this sub-category only reflect the trend in fuel deliveries. Therefore, the fuel-consumption dependend trends in emission estimates are only influenced by the annual fuel mix.

Here, for sulphur dioxide, this consumption-based falling trend is intensified by the impact of fuel-sulphur legislation.

Over-all particulate matter emissions are dominated by emissions from diesel oil combustion with the falling trend basically following the decline in fuel consumption. Here, until 1997, the emission values reported for total suspended particles (TSP) are slightly higher than those reported for PM_2.5 and PM₁₀ due to the additional TSP emissions from leaded gasoline that was banned in 1997.

Changes in specific activity data result from a correction of the shares of biodiesel and the NCV applied for fossil diesel oil.

The annual amounts reported for fossil gasoline and bio-gasoline remain unaltered.

Table: Revised activity data, in terajoules

Given the limited quality of the emission factors applied, the inventory compiler will check a possible revision at least for the main pollutants.