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1.A.5.b iii - Military Navigation
Short description
In sub-category 1.A.5.b iii - Other, Mobile (including Military) emissions from military navigation are reported.
Method | AD | EF | Key Category |
---|---|---|---|
T1, T2 | NS, M | D, M, CS, T1, T3 | see superordinate chapter |
Method
Activity Data
Primary fuel data for national military waterborne activities is included in NEB lines 6 ('International Deep-Sea Bunkers') and 64 ('Coastal and Inland Navigation') for IMO and non-IMO ships respectively.
The annual shares used within NFR 1.A.5.b iii are therefore calculated within (Deichnik, K. (2019)), where ship movement data (AIS signal) allows for a bottom-up approach providing the needed differentiation.
Table 1: Annual fuel consumption, in terajoules
= 1990 | = 1995 | = 2000 | = 2005 | = 2006 | = 2007 | = 2008 | = 2009 | = 2010 | = 2011 | = 2012 | = 2013 | = 2014 | = 2015 | = 2016 | = 2017 | = 2018 | |||||||||||||||||||
~ Diesel Oil | > 983 | > 665 | > 563 | > 410 | > 383 | > 366 | > 360 | > 349 | > 347 | > 330 | > 313 | > 302 | > 332 | > 273 | > 359 | > 489 | > 423 | ||||||||||||||||||
~ Biodiesel | > 0 | > 0 | > 0 | > 9 | > 11 | > 16 | > 18 | > 24 | > 22 | > 21 | > 20 | > 18 | > 19 | > 14 | > 11 | > 11 | > 11 | ||||||||||||||||||
~ Heavy Fuel Oil | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | > 0 | ||||||||||||||||||
Ʃ 1.A.5.b iii | ~ 983 | ~ 665 | ~ 563 | ~ 419 | ~ 394 | ~ 382 | ~ 378 | ~ 373 | ~ 369 | ~ 351 | ~ 334 | ~ 319 | ~ 351 | ~ 286 | ~ 370 | ~ 500 | ~ 434 |
source: Deichnik, K. (2019): BSH model 1)
gallery size="medium" : 1A5biii_AD.png : 1A5biii_AD_bio.png gallery
++ Emission factors
The emission factors applied here, are derived from different sources and therefore are of very different quality.
For the main pollutants, country-specific implied values are used, that are based on tier3 EF included in (Deichnik, K. (2019)) 2) which mainly relate on values from the EMEP/EEA guidebook 2019 3). These modelled IEFs take into account the ship specific information derived from AIS data as well as the mix of fuel-qualities applied depending on the type of ship and the current state of activity.
Table 2: Annual country-specific emission factors for diesel fuels^^1^^, in kg/TJ
= 1990 | = 1995 | = 2000 | = 2005 | = 2006 | = 2007 | = 2008 | = 2009 | = 2010 | = 2011 | = 2012 | = 2013 | = 2014 | = 2015 | = 2016 | = 2017 | = 2018 | |||||||||||||||||||
~ NH,,3,, | > 0.33 | > 0.33 | > 0.33 | > 0.33 | > 0.33 | > 0.33 | > 0.33 | > 0.33 | > 0.33 | > 0.33 | > 0.33 | > 0.33 | > 0.33 | > 0.32 | > 0.33 | > 0.33 | > 0.33 | ||||||||||||||||||
~ NMVOC | > 41.4 | > 41.4 | > 41.4 | > 41.4 | > 41.4 | > 41.4 | > 41.4 | > 41.4 | > 41.4 | > 41.4 | > 41.4 | > 41.6 | > 41.1 | > 47.7 | > 37.4 | > 38.0 | > 39.1 | ||||||||||||||||||
~ NO,,x,, | > 1,106 | > 1,106 | > 1,106 | > 1,106 | > 1,106 | > 1,106 | > 1,106 | > 1,106 | > 1,106 | > 1,106 | > 1,106 | > 1,105 | > 1,098 | > 1,011 | > 1,119 | > 1,124 | > 1,117 | ||||||||||||||||||
~ SO,,x,, | > 466 | > 419 | > 233 | > 186 | > 186 | > 186 | > 140 | > 69.8 | > 69.8 | > 65.2 | > 59.4 | > 55.9 | > 53.4 | > 40.0 | > 38.7 | > 38.8 | > 39.3 | ||||||||||||||||||
~ BC | > 109 | > 98.3 | > 54.6 | > 43.7 | > 43.7 | > 43.7 | > 32.8 | > 16.4 | > 16.4 | > 15.3 | > 15.3 | > 15.3 | > 16.1 | > 19.6 | > 16.3 | > 15.2 | > 15.8 | ||||||||||||||||||
~ PM,,2.5,, | > 352 | > 317 | > 176 | > 141 | > 141 | > 141 | > 106 | > 52.9 | > 52.9 | > 49.3 | > 49.3 | > 49.3 | > 51.9 | > 63.2 | > 52.6 | > 49.0 | > 51.0 | ||||||||||||||||||
~ PM,,10,, | > 377 | > 339 | > 189 | > 151 | > 151 | > 151 | > 113 | > 56.6 | > 56.6 | > 52.8 | > 52.8 | > 52.7 | > 55.5 | > 67.7 | > 56.3 | > 52.4 | > 54.6 | ||||||||||||||||||
~ TSP | > 377 | > 339 | > 189 | > 151 | > 151 | > 151 | > 113 | > 56.6 | > 56.6 | > 52.8 | > 52.8 | > 52.7 | > 55.5 | > 67.7 | > 56.3 | > 52.4 | > 54.6 | ||||||||||||||||||
~ CO | > 136 | > 136 | > 136 | > 136 | > 136 | > 136 | > 136 | > 136 | > 136 | > 136 | > 136 | > 136 | > 142 | > 158 | > 148 | > 139 | > 142 | ||||||||||||||||||
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2 | |||||||||||||||||||||||||||||||||||
3 |
NOTE: With respect to the emission factors applied for particulate matter, given the circumstances during test-bench measurements, condensables are most likely included at least partly.footnote During test-bench measurements, temperatures are likely to be significantly higher than under real-world conditions, thus reducing condensation. On the contrary, smaller dillution (higher number of primary particles acting as condensation germs) together with higher pressures increase the likeliness of condensation. So over-all condensables are very likely to occur but different to real-world conditions. footnote
For information on the emission factors for heavy-metal and POP exhaust emissions, please refer to Appendix 2.3 - Heavy Metal (HM) exhaust emissions from mobile sources] and Appendix 2.4 - Persistent Organic Pollutant (POP) exhaust emissions from mobile sources ].
[!–
+ Discussion of emission trends
This sub-category is not considered separately in the key category analysis.
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.
++ Selected main pollutants: NO,,x,,
gallery size="medium" : 1A5biii_EM(NOx).png gallery
++ Sulphur dioxide and particulate matter
As fuel sulphur content underlies strict legislation, the trends of these directly related emissions reflect the outcome of ever lower fuel sulphur contents.
gallery size="medium" : 1A5biii_EM(SOx).png : 1A5biii_EM(PM).png gallery
–]
+ Recalculations
The small changes in the activity data applied result solely from a revised biofuel share for biodiesel in 2017:
Table 4: Revised fuel consumption data 2017, in terajoules
= TOTAL | = Diesel Oil | = Biodiesel | |||||
~ Submission 2020 | > 500.2 | > 489.3 | > 10.9 | ||||
~ Submission 2019 | > 500.6 | > 489.3 | > 11.3 | ||||
~ absolute change | > -0.40 | > 0.00 | > -0.40 | ||||
~ relative change | > -0.08% | > 0.00% | > -3.57% |
In contrast, all (annual) country-specific emission factors remain unaltered.
For more pollutant-specific information on recalculated emission estimates for Base Year and 2017, please see the pollutant specific recalculation tables following chapter 8.1 - Recalculations].
+ Uncertainties
See superordinate chapter] on NFR 1.A.5.b.
+ Planned improvements
A routine revision of the underlying model is planned for the next annual submission.
: 1 : Deichnik (2019): Deichnik, K.: Aktualisierung und Revision des Modells zur Berechnung der spezifischen Verbräuche und Emissionen des von Deutschland ausgehenden Seeverkehrs. from Bundesamts für Seeschifffahrt und Hydrographie (BSH); Hamburg, 2019. : 2 : EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook 2019, Copenhagen, 2019. : 3 : Rentz et al., 2008: Nationaler Durchführungsplan unter dem Stockholmer Abkommen zu persistenten organischen Schadstoffen (POPs), im Auftrag des Umweltbundesamtes, FKZ 205 67 444, UBA Texte | 01/2008, January 2008 - URL: http://www.umweltbundesamt.de/en/publikationen/nationaler-durchfuehrungsplan-unter-stockholmer bibliography