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sector:energy:fuel_combustion:other_including_military:military_transport:military_aviation [2021/03/29 19:45] – 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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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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^ TSP< | ^ TSP< | ||
^ CO | ^ CO | ||
- | < | + | < |
- | < | + | < |
< | < | ||
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</ | </ | ||
- | For lead and TSP from leaded avgas, constant tier1 EFs based on the average lead content of AvGas 100 LL are used. | + | <WRAP center round info 100%> |
+ | For information on the **emission factors for heavy-metal and POP exhaust emissions**, | ||
+ | </ | ||
- | > For information on the **emission factors for heavy-metal and POP exhaust emissions**, | ||
===== Discussion of emission trends ===== | ===== Discussion of emission trends ===== | ||
- | > This sub-category | + | <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 | ||
+ | </ | ||
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. | ||
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{{ : | {{ : | ||
- | 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, | ||
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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]] https:// | + | (AvGas 100 LL is the predominant sort of aviation gasoline in Western Europe) ((https:// |
- | lead content of AvGas 100 LL: 0.56 g lead/liter (as tetra ethyl lead)[[footnote]] 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." | + | 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> |
- | [[/ | + |