meta data for this page
This is an old revision of the document!
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 | 2019 | |
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 implied emission factors1 for diesel fuels, in kg/TJ
1990 | 1995 | 2000 | 2005 | 2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | |
NH3 | 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 | |
NOx | 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 | |
SOx | 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 | |
PM2.5 | 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 | |
PM10 | 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 |
1 due to lack of better information: similar EF are applied for fossil and biodiesel
2 ratio PM2.5 : PM10 : TSP derived from the tier1 default EF as provided in 4)
3 estimated from a BC-fraction of 0.31 as provided in 5), chapter: 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation, Table 3-2
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 pollutant-specific information on recalculated emission estimates for Base Year and 2018, 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