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sector:energy:fuel_combustion:other_including_military:military_transport:military_aviation [2021/01/15 16:56] – created kotzulla | sector:energy:fuel_combustion:other_including_military:military_transport:military_aviation [2021/12/15 20:00] (current) – external edit 127.0.0.1 | ||
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In sub-category //1.A.5.b ii - Other, Mobile (including Military)// emissions from military aviation are reported. | In sub-category //1.A.5.b ii - Other, Mobile (including Military)// emissions from military aviation are reported. | ||
- | ^ Method | + | ^ Method |
- | | T1 | NS | CS, D | see [[[[sector: | + | | T1 | NS | CS, D | see [[sector: |
- | ===== Method | + | ===== Methodology |
- | === Activity data === | + | ==== Activity data ==== |
The Energy Balance of the Federal Republic of Germany (AGEB) provides the basis for the activity data used. Since the Energy Balance does not provide separate listings of military agencies' | The Energy Balance of the Federal Republic of Germany (AGEB) provides the basis for the activity data used. Since the Energy Balance does not provide separate listings of military agencies' | ||
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For source category 1.A.5.b, consumption data for **kerosene**, | For source category 1.A.5.b, consumption data for **kerosene**, | ||
- | For the years as of 1995, the official mineral-oil data of the Federal Republic of Germany (Amtliche Mineralöldaten der Bundesrepublik Deutschland 2012), prepared by the Federal Office of Economics and Export Control (BAFA), are used (BAFA, | + | For the years as of 1995, the official mineral-oil data of the Federal Republic of Germany (Amtliche Mineralöldaten der Bundesrepublik Deutschland 2012), prepared by the Federal Office of Economics and Export Control (BAFA), are used (BAFA, |
- | As there is no consistent AGEB data availabe for **aviation gasoline**, delivery data from BAFA [((bibcite 1))] is used. | + | As there is no consistent AGEB data availabe for **aviation gasoline**, delivery data from BAFA [(BAFA2020)] is used. |
__Table 1: Sources for consumption data in 1.A.5.b__ | __Table 1: Sources for consumption data in 1.A.5.b__ | ||
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__Table 2: Annual fuel consumption in military aviation, in terajoules__ | __Table 2: Annual fuel consumption in military aviation, in terajoules__ | ||
- | || ||= **1990** ||= **1995** ||= **2000** ||= **2005** ||= **2006** ||= **2007** ||= **2008** ||= **2009** ||= **2010** ||= **2011** ||= **2012** ||= **2013** ||= **2014** ||= **2015** ||= **2016** ||= **2017** ||= **2018** ||= | + | | | **1990** |
- | || Jet Kerosene ||> 38,385 ||> 16,143 ||> 9,862 ||> 2,200 ||> | + | ^ Jet Kerosene |
- | || Aviation Gasoline ||> 15.23 ||> 6.35 ||> 1.09 ||> 0.26 ||> | + | ^ Aviation Gasoline |
- | || **Ʃ 1.A.5.b ii** ||~ 38,400 ||~ 16,149 ||~ 9,863 ||~ 2,200 ||~ 2, | + | | **Ʃ 1.A.5.b ii** ^ 38.400 ^ 16.149 ^ |
- | ^^1^^ possible reason for jumps in delivered amounts: storage (resulting in no (2008, 2011+) or very small deliveries (2009) (see also: FAQs) | + | <sup>1</ |
- | [[gallery size=" | + | {{ :sector: |
- | : 1A5bii_AD.PNG | + | {{ :sector: |
- | : 1A5bii_AD_AvGas.PNG | + | |
- | [[/ | + | |
- | == Emission factors == | + | ==== Emission factors |
Without better information, | Without better information, | ||
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__Table 3: Country-specific emission factors, in kg/TJ__ | __Table 3: Country-specific emission factors, in kg/TJ__ | ||
- | ||= ||= **NH,,3,,** ||= **NMVOC** ||= **NO,,x,,** ||= **SO,,x,,** ||= **PM,,2.5,, = PM,,10,,**^^1^^ ||= **TSP** ||= **BC**^^2^^ ||= **CO** ||= | + | | | |
- | ||~ **Kerosene** ||> 4.00 ||> 98.0 ||> 205 ||> 4.65 ||||= 12.00 ||> 5.76 ||> 485 ||> | + | | **JET KEROSENE** |
- | ||~ **Avgas** ||= NE ||> 300 ||> 302 ||> 0.51 ||= 0.46 ||> | + | ^ NH<sub>3</ |
- | ^^1^^ EF(TSP) from ' | + | ^ NMVOC | 98,0 | 98,0 | 98,0 | 98,0 | 98,0 | 98,0 | 98,0 | 98,0 | 98,0 | 98,0 | 98,0 | 98,0 | 98,0 | 98,0 | |
- | ^^2^^ estimated via a f-BCs (avgas: 0.15, jet kerosene: 0.48) as provided in [((bibcite 3))], Chapter 1.A.3.a, 1.A.5.b Aviation, page 49: " | + | ^ NO<sub>x</ |
- | ^^3^^ TSP from leaded aviation gasoline = EF(Pb) x 1.6 (see also: FAQs) | + | ^ SO<sub>x</ |
+ | ^ BC<sup>1</ | ||
+ | ^ PM<sup>2</ | ||
+ | ^ CO | 485 | 485 | 485 | 485 | 485 | 485 | 485 | 485 | 485 | 485 | 485 | 485 | 485 | 485 | | ||
+ | | **AVIATION GASOLINE** ||||||||||||||| | ||
+ | ^ NH<sub>3</ | ||
+ | ^ NMVOC | | ||
+ | ^ NO<sub>x</ | ||
+ | ^ SO<sub>x</ | ||
+ | ^ BC< | ||
+ | ^ PM< | ||
+ | ^ TSP< | ||
+ | ^ CO | ||
+ | < | ||
+ | < | ||
+ | <sup>3</ | ||
- | > **NOTE: | + | <WRAP center round info 100%> |
+ | For the country-specific emission factors applied for particulate matter, no clear indication is available, whether or not condensables are included. | ||
+ | </ | ||
+ | |||
+ | <WRAP center round info 100%> | ||
+ | For information on the **emission factors for heavy-metal and POP exhaust emissions**, | ||
+ | </ | ||
- | For lead and TSP from leaded avgas, constant tier1 EFs based on the average lead content of AvGas 100 LL are used. | ||
- | > For information on the **emission | + | ===== Discussion of emission |
- | === Discussion of emission trends === | + | <WRAP center round info 60%> |
- | + | As only NFR 1.A.5.b as a whole is taken into account within the key category analysis, this country-specific | |
- | > This sub-category | + | </ |
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. | 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. | Therefore, the fuel-consumption dependend trends in emission estimates are only influenced by the annual fuel mix. | ||
- | [[gallery size=" | + | {{ :sector:energy:fuel_combustion:other_incl_military: |
- | : 1A5bii_EM_NMVOC.png | + | {{ :sector: |
- | : 1A5bii_EM_NOx.png | + | |
- | : 1A5bii_EM_SOx.png | + | |
- | : 1A5bii_EM_CO.png | + | |
- | : 1A5bii_EM_PM.png | + | |
- | [[/ | + | |
- | Here, as the EF(BC) are estimated via fractions provided in [((bibcite 3))], black carbon emissions follow the corresponding emissions of PM,,2.5,,. | + | Here, as the EF(BC) are estimated via fractions provided in [((bibcite 3))], black carbon emissions follow the corresponding emissions of PM<sub>2.5</ |
Nonetheless, | Nonetheless, | ||
- | [[gallery size=" | + | {{ :sector: |
- | : 1A5bii_EM_Pb_AvGas.PNG | + | |
- | [[/ | + | |
Until 1997, lead emissions were dominated by the combustion of leaded gasoline in military ground-based vehicles. Therefore, the over-all trend for lead emissions from military vehicles and aircraft is driven mostly by the abolition of leaded gasoline in 1997. Towards this date, the amount of leaded gasoline decreased significantly. After 1997, the only source for lead from mobile fuel combustion is avgas used in military aircraft. | Until 1997, lead emissions were dominated by the combustion of leaded gasoline in military ground-based vehicles. Therefore, the over-all trend for lead emissions from military vehicles and aircraft is driven mostly by the abolition of leaded gasoline in 1997. Towards this date, the amount of leaded gasoline decreased significantly. After 1997, the only source for lead from mobile fuel combustion is avgas used in military aircraft. | ||
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=== Recalculations === | === Recalculations === | ||
- | With **activity data** | + | With both **activity data** |
- | __Table: Revised activity data 2016 and 2017, in terajoules__ | + | <WRAP center round info 60%> |
- | || ||= **2016** ||= **2017** ||= | + | For pollutant-specific information on recalculated emission estimates for Base Year and 2018, please see the pollutant specific recalculation tables following chapter [[general: |
- | ||||||< **1.A.5.b ii TOTAL** ||= | + | </WRAP> |
- | ||~ Submission 2020 ||> 3, | + | |
- | ||~ Submission 2019 ||> | + | |
- | ||~ absolute change ||> | + | |
- | ||~ relative change ||> | + | |
- | ||||||< **Jet Kerosene** ||= | + | |
- | ||~ Submission 2020 ||> | + | |
- | ||~ Submission 2019 ||> | + | |
- | ||~ absolute change ||> | + | |
- | ||~ relative change ||> | + | |
- | ||||||< **Avgas** ||= | + | |
- | ||~ Submission 2020 ||> 0.13 ||> | + | |
- | ||~ Submission 2019 ||> | + | |
- | ||~ absolute change ||> | + | |
- | ||~ relative change ||> | + | |
- | + | ===== Uncertainties | |
- | > For more **information on recalculated emission estimates for Base Year and 2017**, please see the pollutant specific recalculation tables following chapter [[[recalculations | 8.1 - Recalculations]]]. | + | |
- | + | ||
- | === Uncertainties === | + | |
Uncertainty estimates for **activity data** of mobile sources derive from research project FKZ 360 16 023: " | Uncertainty estimates for **activity data** of mobile sources derive from research project FKZ 360 16 023: " | ||
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Uncertainty estimates for **emission factors** were compiled during the PAREST research project. Here, the final report has not yet been published. | Uncertainty estimates for **emission factors** were compiled during the PAREST research project. Here, the final report has not yet been published. | ||
- | === Planned improvements === | + | ===== Planned improvements |
- | > There are no sub-sector | + | There are no specific improvements planned at the moment. |
- | === FAQs === | + | ===== FAQs ===== |
//**What is the reason for the big jumps in the consumption of aviation gasoline in 2006 & '07 and the zero-consumption in 2008?**// | //**What is the reason for the big jumps in the consumption of aviation gasoline in 2006 & '07 and the zero-consumption in 2008?**// | ||
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assumption by party: aviation gasoline = AvGas 100 LL | assumption by party: aviation gasoline = AvGas 100 LL | ||
- | (AvGas 100 LL is the predominant sort of aviation gasoline in Western Europe)[[footnote]] | + | (AvGas 100 LL is the predominant sort of aviation gasoline in Western Europe) |
- | lead content of AvGas 100 LL: 0.56 g lead/liter (as tetra ethyl lead)[[footnote]] | + | lead content of AvGas 100 LL: 0.56 g lead/liter (as tetra ethyl lead) ((EMEP/EEA GB 2016: "Thus, general emission factors for the stationary combustion of kerosene and the combustion of gasoline in cars may be applied. The only exception is lead. Lead is added to aviation gasoline to increase the octane number. The lead content is higher than in leaded car gasoline, and the maximum permitted levels in the UK are shown below. A value of 0.6 g of lead per litre of gasoline should be used as the default value if there is an absence of more accurate information. Actual data may be obtained from oil companies." |
The applied procedure is similar to the one used for calculating lead emissions from leaded gasoline used in road transport. (There, in contrast to aviation gasoline, the lead content constantly declined resulting in a ban of leaded gasoline in 1997.) | The applied procedure is similar to the one used for calculating lead emissions from leaded gasoline used in road transport. (There, in contrast to aviation gasoline, the lead content constantly declined resulting in a ban of leaded gasoline in 1997.) | ||
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The TSP emissions calculated depend directly on the reported lead emissions: The emission factor for TSP is 1.6 times the emission factor used for lead: EF(TSP) = 1.6 x EF(Pb). - The applied procedure is similar to the one used for calculating TSP emissions from leaded gasoline used in road transport. | The TSP emissions calculated depend directly on the reported lead emissions: The emission factor for TSP is 1.6 times the emission factor used for lead: EF(TSP) = 1.6 x EF(Pb). - The applied procedure is similar to the one used for calculating TSP emissions from leaded gasoline used in road transport. | ||
- | **//Why does the party report TSP emissions from leaded avgas, but no such PM,,2.5,, or PM,,10,, emissions?// | + | **//Why does the party report TSP emissions from leaded avgas, but no such PM<sub>2.5</ |
- | The EF(TSP) is estimated from the EF(Pb) which has been calculated from the lead content of Avgas 100 LL. There is no information on the percetual shares of PM,,2.5,, & PM,,10,, in the reported TSP and therefore no EF(PM,,2.5,,) & EF(PM,,10,,) were deducted. | + | The EF(TSP) is estimated from the EF(Pb) which has been calculated from the lead content of Avgas 100 LL. There is no information on the percetual shares of PM<sub>2.5</ |
**//Why are similar EF applied for estimating exhaust heavy metal emissions from both fossil and biofuels?// | **//Why are similar EF applied for estimating exhaust heavy metal emissions from both fossil and biofuels?// | ||
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The EF provided in [((bibcite 3))] represent summatory values for (i) the fuel's and (ii) the lubricant' | The EF provided in [((bibcite 3))] represent summatory values for (i) the fuel's and (ii) the lubricant' | ||
- | ------ | + | [(AGEB2020> |
- | + | [(BAFA2020> | |
- | [[bibliography]] | + | URL: https:// |
- | : 1 : BAFA, 2019: Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, | + | [(KNOERR2020b> |
- | URL: https:// | + | [(EMEPEEA2019> |
- | : 2 : AGEB, 2019: Working Group on Energy | + | [(RENTZ2008> |
- | : 3: EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook 2019, Copenhagen, 2019. | + | [(KNOERR2009> |
- | : 4 : IZT, 2007: Joerß, W. et al.: Emissionen und Maßnahmenanalyse Feinstaub 2000 – 2020, Institut für Zukunftsstudien und Technologiebewertung (IZT), Berlin, Im Auftrag des Umweltbundesamtes, | + | [(IZT2007> |
- | [[/ | + |