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sector:energy:fuel_combustion:other_including_military:military_transport:military_navigation [2021/01/17 18:27] – kotzullasector:energy:fuel_combustion:other_including_military:military_transport:military_navigation [2021/12/15 20:00] (current) – external edit 127.0.0.1
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 In sub-category //1.A.5.b iii - Other, Mobile (including Military)// emissions from military navigation are reported.  In sub-category //1.A.5.b iii - Other, Mobile (including Military)// emissions from military navigation are reported. 
  
-^  Method  ^  AD     ^  EF                ^  Key Category                                                                                              ^+^  Method  ^  AD     ^  EF                ^  Key Category Analysis                                                                                             ^
 |  T1, T2  |  NS, M  |  D, M, CS, T1, T3  |  see [[sector:energy:fuel_combustion:other_including_military:military_transport| superordinate chapter]]  | |  T1, T2  |  NS, M  |  D, M, CS, T1, T3  |  see [[sector:energy:fuel_combustion:other_including_military:military_transport| superordinate chapter]]  |
  
-===== Method =====+===== Methodology =====
  
-===Activity Data ===+==== 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. 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.+The annual shares used within NFR 1.A.5.b iii are therefore calculated within (Deichnik, K. (2020)) [(DEICHNIK2020)], where ship movement data (AIS signal) allows for a bottom-up approach providing the needed differentiation.
  
 __Table 1: Annual fuel consumption, in terajoules__ __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**  | |                    |  **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 |           | +^ Diesel Oil         |        983 |        665 |        563 |        410 |        383 |        366 |        360 |        349 |        347 |        330 |        313 |        302 |        332 |        273 |        359 |        489 |        436 |       558 | 
-^ Biodiesel          |          0 |          0 |          0 |          9 |         11 |         16 |         18 |         24 |         22 |         21 |         20 |         18 |         19 |         14 |         11 |         11 |         11 |           | +^ Biodiesel          |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO       | 
-^ Heavy Fuel Oil     |          0 |          0 |          0 |          0 |          0 |          0 |          0 |          0 |          0 |          0 |          0 |          0 |          0 |          0 |          0 |          0 |          0 |           | +^ Heavy Fuel Oil     |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO        |  NO       | 
-| **Ʃ 1.A.5.b iii**  ^        983 ^        665 ^        563 ^        419 ^        394 ^        382 ^        378 ^        373 ^        369 ^        351 ^        334 ^        319 ^        351 ^        286 ^        370 ^        500 ^        434 |           | +| **Ʃ 1.A.5.b iii**  ^        983 ^        665 ^        563 ^        419 ^        394 ^        382 ^        378 ^        373 ^        369 ^        351 ^        334 ^        319 ^        351 ^        286 ^        370 ^        500 ^        434 ^       558 ^ 
-source: Deichnik, K. (2019): BSH model [((bibcite 1))]+source: Deichnik, K. (2020): BSH model [(DEICHNIK2020)]
  
-[[gallery size="medium"]] +{{ :sector:energy:fuel_combustion:other_incl_military:1a5biii_ad.png?700 }}
-: 1A5biii_AD.png +
-: 1A5biii_AD_bio.png +
-[[/gallery]]+
  
-=== Emission factors ===+==== Emission factors ====
  
 The emission factors applied here, are derived from different sources and therefore are of very different quality. 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)) [((bibcite 1))] which mainly relate on values from the EMEP/EEA guidebook 2019 [((bibcite 2))]. 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.+For the main pollutants, country-specific implied values are used, that are based on tier3 EF included in (Deichnik (2020)) [(DEICHNIK2020)] which mainly relate on values from the EMEP/EEA guidebook 2019 [(EMEPEEA2019)]. 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 factors<sup>1</sup> for diesel fuels, in kg/TJ__ __Table 2: Annual country-specific implied emission factors<sup>1</sup> for diesel fuels, in kg/TJ__
  
 |                   |  **1990**  |  **1995**  |  **2000**  |  **2005**  |  **2006**  |  **2007**  |  **2008**  |  **2009**  |  **2010**  |  **2011**  |  **2012**  |  **2013**  |  **2014**  |  **2015**  |  **2016**  |  **2017**  |  **2018**  | **2019**  | |                   |  **1990**  |  **1995**  |  **2000**  |  **2005**  |  **2006**  |  **2007**  |  **2008**  |  **2009**  |  **2010**  |  **2011**  |  **2012**  |  **2013**  |  **2014**  |  **2015**  |  **2016**  |  **2017**  |  **2018**  | **2019**  |
-^ NH<sub>3</sub>    |       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 |           | +^ NH<sub>3</sub>    |       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 |      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 |           | +^ 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 |      38,2 | 
-^ NO<sub>x</sub>    |      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 |           | +^ NO<sub>x</sub>    |      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 |     1.134 | 
-^ SO<sub>x</sub>    |        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 |           | +^ SO<sub>x</sub>    |        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 |      39,2 | 
-^ 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 |           | +^ 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 |      14,8 | 
-^ PM<sub>2.5</sub>  |        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<sub>2.5</sub>  |        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 |      47,9 | 
-^ PM<sub>10</sub>   |        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 |           | +^ PM<sub>10</sub>   |        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 |      51,2 | 
-^ 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 |           | +^ 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 |      51,2 | 
-^ CO                |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        142 |        158 |        148 |        139 |        142 |           |+^ CO                |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        136 |        142 |        158 |        148 |        139 |        142 |       137 |
 <sup>1</sup> due to lack of better information: similar EF are applied for fossil and biodiesel \\ <sup>1</sup> due to lack of better information: similar EF are applied for fossil and biodiesel \\
-<sup>2</sup> ratio PM<sub>2.5</sub> : PM<sub>10</sub> : TSP derived from the tier1 default EF as provided in [((bibcite 2))] +<sup>2</sup> ratio PM<sub>2.5</sub> : PM<sub>10</sub> : TSP derived from the tier1 default EF as provided in [(EMEPEEA2019)]   \\ 
-<sup>3</sup> estimated from a BC-fraction of 0.31 as provided in [((bibcite 2))], chapter: 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation, Table 3-2+<sup>3</sup> estimated from a BC-fraction of 0.31 as provided in [(EMEPEEA2019)], chapter: 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation, Table 3-2
  
 <WRAP center round info 100%> <WRAP center round info 100%>
-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]]+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. ((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.))
 </WRAP> </WRAP>
- 
  
 <WRAP center round info 100%> <WRAP center round info 100%>
-For information on the **emission factors for heavy-metal and POP exhaust emissions**, please refer to [[[ appendix2.3-HM-from-mobile-sources | Appendix 2.3 - Heavy Metal (HM) exhaust emissions from mobile sources]]] and [[[ appendix2.4-POPs-from-mobile-sources | Appendix 2.4 - Persistent Organic Pollutant (POP) exhaust emissions from mobile sources ]]].+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.
 </WRAP> </WRAP>
- 
- 
-[!-- 
  
 ===== Discussion of emission trends ===== ===== Discussion of emission trends =====
  
-> This sub-category is **not considered separately in the key category analysis**. +<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 sub-sector is not considered separately. 
-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. +</WRAP>
-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 ===== ===== Recalculations =====
  
-The small changes in the **activity data** applied result solely from a revised biofuel share for biodiesel in 2017: +With both **activity data** and **emission factors** remaining unrevised, no recalculations took place with this submission.
- +
-__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. +
  
 <WRAP center round info 60%> <WRAP center round info 60%>
Line 113: Line 78:
 A **routine revision** of the underlying model is planned for the next annual submission. A **routine revision** of the underlying model is planned for the next annual submission.
  
------- 
-[[bibliography]] 
  
-: 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. +[(DEICHNIK2020> Deichnik (2020): 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, 2020.)] 
-: 2 : EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook 2019, Copenhagen, 2019. +[(EMEPEEA2019> 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 +[(RENTZ2008> 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]]+