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| sector:energy:fuel_combustion:transport:civil_aviation:start [2021/03/26 14:48] – [Table] kotzulla | sector:energy:fuel_combustion:transport:civil_aviation:start [2021/12/15 20:00] (current) – external edit 127.0.0.1 | ||
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| | 1.A.3.a i (ii) | [[sector: | | 1.A.3.a i (ii) | [[sector: | ||
| | 1.A.3.a ii (ii) | [[sector: | | 1.A.3.a ii (ii) | [[sector: | ||
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| The main factors that influence the combustion process in this sector include atmospheric pressure, environmental temperature and humidity – all of which are factors that vary considerably with altitude. | The main factors that influence the combustion process in this sector include atmospheric pressure, environmental temperature and humidity – all of which are factors that vary considerably with altitude. | ||
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| In category 1.A.3.a - Civil Aviation the emissions from both national (domestic) and international civil aviation are reported with separate acquisition of flight phases LTO (Landing/ | In category 1.A.3.a - Civil Aviation the emissions from both national (domestic) and international civil aviation are reported with separate acquisition of flight phases LTO (Landing/ | ||
| - | Emissions from military aircraft are not included in this category but are reported under [[ 1.A.5.b | + | Emissions from military aircraft are not included in this category but are reported under military airborne combustion in NFR sub-category |
| Country specifics: | Country specifics: | ||
| Line 39: | Line 35: | ||
| Essential for emissions reporting is the separation of domestic and international air traffic. This happens using a so-called split factor representing the ratio of fuel consumption for national flights and the over-all consumption. | Essential for emissions reporting is the separation of domestic and international air traffic. This happens using a so-called split factor representing the ratio of fuel consumption for national flights and the over-all consumption. | ||
| - | For determination of this ratio, results from TREMOD AV (TRansport Emissions MODel AViation) have been used, based on the great circle distances flown by the different types of aircraft (Knörr et al. (2019c) & Gores (2019)) [1], [2]. Here, the ratio is calculated on the basis of statistics on numbers of national and international flights departing from German airports provided by the Federal Statistical Office (Statistisches Bundesamt). | + | For determination of this ratio, results from TREMOD AV (TRansport Emissions MODel AViation) have been used, based on the great circle distances flown by the different types of aircraft (Knörr et al. (2020c) [(KNOERR2020c)] |
| For further dividing kerosene consumption onto flight stages LTO and cruise, again results calculated within the TREMOD AV data base based on data provided by the Federal Statistical Office have been used. | For further dividing kerosene consumption onto flight stages LTO and cruise, again results calculated within the TREMOD AV data base based on data provided by the Federal Statistical Office have been used. | ||
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| Emissions are being estimated by multiplying the kerosene consumption of the flight stage with specific emission factors (EF). Here, emissions of SO< | Emissions are being estimated by multiplying the kerosene consumption of the flight stage with specific emission factors (EF). Here, emissions of SO< | ||
| - | The aviation gasoline (avgas) used is not added to the annual kerosene consumptions but reported separately. As proposed in (IPCC, 2006a), emissions caused by the incineration of avgas are calculated using adapted EF and calorific values following a tier1 approach. Here, a split into national and international shares is not necessary as avgas is supposed to only being used in smaller aircraft operating on domestic routes and within the LTO range. - This conservative assumption leads to a slight overestimation of national emissions.1 | + | The aviation gasoline (avgas) used is not added to the annual kerosene consumptions but reported separately. As proposed in (IPCC, 2006a) |
| For further information on AD (entire time series), EF, key sources, and recalculations see sub-chapters linked above. | For further information on AD (entire time series), EF, key sources, and recalculations see sub-chapters linked above. | ||
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| ==== Activity Data ==== | ==== Activity Data ==== | ||
| - | Emissions estimation is mainly based on consumption data for jet kerosene and aviation gasoline as provided in the national Energy Balances (AGEB, | + | Emissions estimation is mainly based on consumption data for jet kerosene and aviation gasoline as provided in the national Energy Balances (AGEB, |
| Table 1: Sources for 1.A.3.a activity data | Table 1: Sources for 1.A.3.a activity data | ||
| Line 66: | Line 62: | ||
| | **1.A.3.a** | | **1.A.3.a** | ||
| - | source: Working Group on Energy Balances (AGEB): National Energy Balances (AGEB, | + | source: Working Group on Energy Balances (AGEB): National Energy Balances (AGEB, |
| For the present purposes, kerosene-consumption figures from NEB and BAFA statistics have to be broken down by national (= domestic) and international flights: | For the present purposes, kerosene-consumption figures from NEB and BAFA statistics have to be broken down by national (= domestic) and international flights: | ||
| - | Here, the split has been calculated on the basis of statistics on numbers of national and international flights departing from German airports provided by the Federal Statistical Office (Statistisches Bundesamt) within TREMOD AV [1]. | + | Here, the split has been calculated on the basis of statistics on numbers of national and international flights departing from German airports provided by the Federal Statistical Office (Statistisches Bundesamt) within TREMOD AV [(KNOERR2020c)]. |
| __Table 3: Ratios for calculating the shares of fuels used in 1.A.3.a ii - Domestic and 1.A.3.a i - International Civil Aviation, in %__ | __Table 3: Ratios for calculating the shares of fuels used in 1.A.3.a ii - Domestic and 1.A.3.a i - International Civil Aviation, in %__ | ||
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| __Table 4: Resulting annual shares of jet kerosene and avgas used in 1.A.3.a ii - Domestic and 1.A.3.a i - International Civil Aviation, in terajoules__ | __Table 4: Resulting annual shares of jet kerosene and avgas used in 1.A.3.a ii - Domestic and 1.A.3.a i - International Civil Aviation, in terajoules__ | ||
| + | | | ||
| + | | 1.A.3.a ii - Civil domestic aviation | ||
| + | ^ Kerosene | ||
| + | ^ Avgas | ||
| + | | 1.A.3.a i - Civil international aviation | ||
| + | ^ Kerosene | ||
| + | ^ Avgas | ||
| + | | 1.A.3.a - OVER-ALL | ||
| + | ^ Kerosene | ||
| + | ^ Avgas | ||
| The deviation of the kerosene consumed onto the two flight stages LTO and cruise again has been carried based on TREMOD AV estimations allowing the export of kerosene consumption during LTO for both domestic and international flights. | The deviation of the kerosene consumed onto the two flight stages LTO and cruise again has been carried based on TREMOD AV estimations allowing the export of kerosene consumption during LTO for both domestic and international flights. | ||
| __Table 5: Annual shares of LTO phase in domestic and international civil aviation, in %__ | __Table 5: Annual shares of LTO phase in domestic and international civil aviation, in %__ | ||
| - | + | | | |
| - | source: number of domestic and international flights as provided by the Federal Statistical Office (Destatis, | + | ^ 1.A.3.a i |
| + | ^ 1.A.3.a ii | 30,2 | 29,4 | 27,9 | 27,6 | 27,5 | 27,3 | 27,3 | 27,3 | 27,6 | 27,7 | 28,0 | 27,9 | 27,7 | 27,7 | 28,1 | 28,3 | 28,4 | 28,1 | | ||
| + | source: number of domestic and international flights as provided by the Federal Statistical Office (Destatis, | ||
| a assumption: all aircraft using aviation gasoline are operated within the LTO-range below 3,000 feet and only for domestic flights | a assumption: all aircraft using aviation gasoline are operated within the LTO-range below 3,000 feet and only for domestic flights | ||
| Line 97: | Line 105: | ||
| Emissions have been calculated for each flight phase, based on the respective emission factors. Therefore, the EF used have been taken from a wide range of different sources. | Emissions have been calculated for each flight phase, based on the respective emission factors. Therefore, the EF used have been taken from a wide range of different sources. | ||
| - | In contrast to earlier submissions, | + | In contrast to earlier submissions, |
| The EF provided with the current submission represent annual average EF for the entire fleet, calculated as implied EF from the emissions computed within TREMOD AV and therefore differ from the values used in the past. | The EF provided with the current submission represent annual average EF for the entire fleet, calculated as implied EF from the emissions computed within TREMOD AV and therefore differ from the values used in the past. | ||
| - | **Sulphur dioxide (SO,,2,,)** emissions depend directly on the kerosene' | + | **Sulphur dioxide (SO<sub>2</ |
| + | In IPCC 2006b [(IPCC2006)] with 1 kg SO<sub>2</ | ||
| - | As an EF decreasing due to improved production procedures and stricter critical levels seems plausible, for this report a constant decline between the annual values of 1.08 g SO,,2,,/kg for 1990, 0.4 g for 1998 and 0.2 g for 2009 has been assumed. Thereby, an exhaustive conversion of the sulfur into suflur dioxide is expected. - Due to the EF depending directly on the S content of the kerosene, one annual EF is used for both flight stages. | + | As an EF decreasing due to improved production procedures and stricter critical levels seems plausible, for this report a constant decline between the annual values of 1.08 g SO<sub>2</ |
| - | **Nitrogen oxide (NO,,x,,)**, **carbon monoxide (CO)** and **hydrocarbons (HC)** emissions were estimated using IEF calculated within TREMOD AV, based upon more specific (depending on type of aircraft, flight stage) EF mostly taken from the EMEP-EEA data base. For 2009, 40 % of over-all starts (about 70 % of total kilometres flown) had to be linked with adapted EF as it was not possible to directly or even indirectly (via similar types of aircraft) allocate the aircraft used here. Therefore, regression analysis had to be carried out, estimating EF via emission functions that calculate an EF for the respective type of engine depending on the particular take-off weight. | + | **Nitrogen oxide (NO<sub>x</ |
| - | As a basis for these functions the EF of types of aircraft with given EF have been used (see: Knörr et al. (2018c)) [((bibcite 1))]. From the trend of the emissions calculated within TREMOD AV, annual average EF for the entire fleet have been formed, which have then been used for reporting. Hence, the EF differ widely from those used in earlier submissions. | + | As a basis for these functions the EF of types of aircraft with given EF have been used (see: Knörr et al. (2020c)) [(KNOERR2020c)]. From the trend of the emissions calculated within TREMOD AV, annual average EF for the entire fleet have been formed, which have then been used for reporting. Hence, the EF differ widely from those used in earlier submissions. |
| - | **Ammonia (NH,,3,,)** emissions were estimated using an EF of 0.173 g/kg kerosene for both flight stages (UBA, 2009). | + | **Ammonia (NH<sub>3</ |
| - | The EFs for **non-methane volatile organic compounds (NMVOC)** were calculated as the difference between the EF for over-all hydrocarbons (HC) and the EF for methane (CH,,4,,). | + | The EFs for **non-methane volatile organic compounds (NMVOC)** were calculated as the difference between the EF for over-all hydrocarbons (HC) and the EF for methane (CH<sub>4</ |
| **Particulate Matter** | **Particulate Matter** | ||
| - | Within the IPCC EF data base, there are no default data provided for emissions of particulate matter (TSP, PM,,10,,, and PM,,2.5,,). Therefore, the EF for dust (**T**otal **S**uspended **P**articulate Matter – **TSP**) are taken over from Corinair (2006), giving specific values for an average fleet and for the two flight stages in table 8.2: For national flights 0.7 kg TSP/LTO and 0.2 kg TSP/t kerosene and 0.15 kg TSP/LTO and 0.2 kg TSP/t kerosene for international flights. Following this table, a kerosene consumption per LTO cycle of 825 kg for national and 1,617 kg for international flights have been assumed and the EF for the LTO stage have been estimated. | + | Within the IPCC EF data base, there are no default data provided for emissions of particulate matter (TSP, PM<sub>10</ |
| - | The EF for **water vapor (H,,2,,O)** provided by Eurocontrol (2004) is about 1,230g H,,2,,O / kg kerosene, whereas in Corinair (2006) [((bibcite 8))] 1,237g H,,2,,O/kg is assumed. Based on the stoichiometric assumptions mentioned above a EF(CO,,2,,) of 1.24 kg H,,2,,O/kg can be derived. To reduce the number of sources for EF, here, the Corinair value has been used for both flight stages and for both national and international flights. | + | The EF for **water vapor (H<sub>2</ |
| - | As for **polycyclic aromatic hydrocarbons** (PAH), tier1 EF from (EMEP/ | + | As for **polycyclic aromatic hydrocarbons** (PAH), tier1 EF from (EMEP/ |
| The conversion of EF representing emissions per kilo fuel combusted [kg pollutant/ | The conversion of EF representing emissions per kilo fuel combusted [kg pollutant/ | ||
| - | +++ Aviation gasoline | + | === Aviation gasoline |
| - | For aviation gasoline (avgas) a deviation onto LTO and cruise is assumed to be unnecessary. Therefore, there are no such specific EF used here. As for kerosene, the EF for **NO,,x,,**, **CO** and **HC** have been taken from the calculations carried out within TREMOD AV. Here, for calculating aircraft specific NO,,x,,, CO, and HC emissions corresponding EF from the EMEP-EEA data base have been used that have than been divided by the annual avgas consumption to form annual average EF for emission reporting. | + | For aviation gasoline (avgas) a deviation onto LTO and cruise is assumed to be unnecessary. Therefore, there are no such specific EF used here. As for kerosene, the EF for **NO<sub>x</ |
| - | With respect to fuel characteristics, | + | With respect to fuel characteristics, |
| There are different sorts of avgas sold with different **lead (Pb)** contents. As an exact annual ration of the sorts sold is not available, the most common type of avgas (AvGas 100 LL (Low Lead)) with a lead content of 0.56 g/l is set as an approximation. This value lies slightly below the value of 0.6 g/l as proposed in the EMEP Guidebook 2009. – For estimating lead emissions here the value provided for AvGas 100 LL has been converted into an EF of about 0.75 g lead/kg avgas using a density of 0.75 kg/l. | There are different sorts of avgas sold with different **lead (Pb)** contents. As an exact annual ration of the sorts sold is not available, the most common type of avgas (AvGas 100 LL (Low Lead)) with a lead content of 0.56 g/l is set as an approximation. This value lies slightly below the value of 0.6 g/l as proposed in the EMEP Guidebook 2009. – For estimating lead emissions here the value provided for AvGas 100 LL has been converted into an EF of about 0.75 g lead/kg avgas using a density of 0.75 kg/l. | ||
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| The **EF(TSP)** were calculated from the lead content of AvGas 100 LL by multiplication with a factor 1.6 as used for leaded gasoline in road transport in the TREMOD system. | The **EF(TSP)** were calculated from the lead content of AvGas 100 LL by multiplication with a factor 1.6 as used for leaded gasoline in road transport in the TREMOD system. | ||
| - | For **NMVOC**, an EF from the Revised IPCC Guidelines 1996 (pages I 42 and 40) [((bibcite 10))], [((bibcite 11))], have been used. | + | For **NMVOC**, an EF from the Revised IPCC Guidelines 1996 (pages I 42 and 40) [(IPCC1996a)], [(IPCC1996b)], have been used. |
| All other EF are not available specifically for small aircraft and therefore have been equalized with the EF used for kerosene, national, cruise. | All other EF are not available specifically for small aircraft and therefore have been equalized with the EF used for kerosene, national, cruise. | ||
| - | |||
| - | __Table 6: EF,,2018,, used for emission estimation from avgas use in aircraft, in g/kg__ | ||
| - | ||~ Pollutant ||~ EF ||~ Source or estimation info || | ||
| - | || NO,, | ||
| - | || NMVOC ||> | ||
| - | || SO,, | ||
| - | || CO ||> 661 || estimated within TREMOD AV || | ||
| - | || TSP ||> | ||
| - | || Pb ||> | ||
| The conversion of the EF from [kg emission/kg avgas consumed] into [kg emission/TJ energy converted] has been carried out using a net calorific value of 44,300 kJ/kg. | The conversion of the EF from [kg emission/kg avgas consumed] into [kg emission/TJ energy converted] has been carried out using a net calorific value of 44,300 kJ/kg. | ||
| Line 149: | Line 149: | ||
| > **NOTE:** For the country-specific emission factors applied for particulate matter, no clear indication is available, whether or not condensables are included. | > **NOTE:** For the country-specific emission factors applied for particulate matter, no clear indication is available, whether or not condensables are included. | ||
| - | > 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**, |
| + | =====Recalculations===== | ||
| - | + __Recalculations__ | + | With the total kerosene inland deliveries remainig unchanged within the National Energy Balances, the domestic share of total kerosene consumption was revised based on revised fuel-consumption estimates for the LTO-cycle as derived from the EMEP/EEA air pollutant emission inventory guidebook 2016 [(EMEPEEA2019)]. |
| - | + | ||
| - | With the total kerosene inland deliveries remainig unchanged within the National Energy Balances, the domestic share of total kerosene consumption was revised based on revised fuel-consumption estimates for the LTO-cycle as derived from the EMEP/EEA air pollutant emission inventory guidebook 2016 [((bibcite 12))]. | + | |
| __Table 7: Revised percental shares of kerosene used for domestic flights, in %__ | __Table 7: Revised percental shares of kerosene used for domestic flights, in %__ | ||
| - | || ||= **1990** ||= **1995** ||= **2000** ||= **2005** ||= **2006** ||= **2007** ||= **2008** ||= **2009** ||= **2010** ||= **2011** ||= **2012** ||= **2013** ||= **2014** ||= **2015** ||= **2016** ||= **2017** ||= | + | | ^ |
| - | ||~ Submission 2020 ||> 14.9 ||> 12.7 ||> 10.7 ||> 8.68 ||> 8.46 ||> 8.42 ||> 8.42 ||> 8.16 ||> 8.26 ||> 8.72 ||> 7.76 ||> 6.94 ||> 7.49 ||> 7.56 ||> 7.07 ||> 6.27 ||> | + | | **JET KEROSENE** |
| - | ||~ Submission 2019 ||> 14.6 ||> 12.7 ||> 11.3 ||> 9.00 ||> 8.78 ||> 8.65 ||> 8.69 ||> 8.58 ||> 8.66 ||> 9.14 ||> 8.02 ||> 7.14 ||> 7.48 ||> 7.83 ||> 7.45 ||> 6.51 ||> | + | ^ Submission 2021 | 16,1 | 12,1 | 11,8 | 9,67 | 9,45 | 9,30 | 9,13 | 9,00 | 8,59 | 8,21 | 7,88 | 7,31 | 7,28 | 7,34 | 7,17 | 6,82 | 6,73 | |
| - | ||~ absolute change ||> 0.30 ||> -0.05 ||> -0.57 ||> -0.32 ||> -0.32 ||> -0.23 ||> -0.27 ||> -0.41 ||> -0.41 ||> -0.42 ||> -0.26 ||> -0.20 ||> 0.01 ||> -0.28 ||> -0.38 ||> -0.24 ||> | + | ^ Submission 2020 |
| - | ||~ relative change ||> 2.03% ||> -0.38% ||> -5.01% ||> -3.54% ||> -3.62% ||> -2.68% ||> -3.11% ||> -4.81% ||> -4.71% ||> -4.61% ||> -3.26% ||> -2.85% ||> 0.12% ||> -3.51% ||> -5.11% ||> -3.76% ||> | + | ^ absolute change |
| + | ^ relative change | ||
| + | | **AVGAS** | ||
| + | ^ Submission 2021 | ||
| + | ^ Submission 2020 | | ||
| + | ^ absolute change | ||
| + | ^ relative change | ||
| As a result, the amounts of fuel allocated to sub-categories of //1.A.3.a i - Civil international aviation// and //1.A.3.a ii - Civil domestic aviation// had to be revised accordingly. | As a result, the amounts of fuel allocated to sub-categories of //1.A.3.a i - Civil international aviation// and //1.A.3.a ii - Civil domestic aviation// had to be revised accordingly. | ||
| __Table 8: Revised amounts of fuel allocated to international (1.A.3.a i) and domestic (1.A.3.a ii) flights, in terajoules__ | __Table 8: Revised amounts of fuel allocated to international (1.A.3.a i) and domestic (1.A.3.a ii) flights, in terajoules__ | ||
| - | || ||= **1990** ||= **1995** ||= **2000** ||= **2005** ||= **2006** ||= **2007** ||= **2008** ||= **2009** ||= **2010** ||= **2011** ||= **2012** ||= **2013** ||= **2014** ||= **2015** ||= **2016** ||= **2017** ||= | + | | ^ |
| - | ||||||||||||||||||||||||||||||||||< **1.A.3.a i - Civil international aviation** ||= | + | ^ amounts allocated to 1.A.3.a i - Civil international aviation |
| - | ||~ Submission 2020 ||> 164,528 ||> 203,828 ||> 265,329 ||> 313,986 ||> 330,657 ||> 342,893 ||> 346,472 ||> 337,252 ||> 331,888 ||> 315,949 ||> 341,802 ||> 348,674 ||> 334,761 ||> 334,312 ||> 361,520 ||> 398,498 ||= | + | | **JET KEROSENE** |
| - | ||~ Submission 2019 ||> | + | ^ Submission 2021 |
| - | ||~ absolute change ||> -573 ||> 113 ||> 1,686 ||> 1,096 ||> 1,150 ||> 870 ||> 1,022 ||> 1,516 ||> 1,475 ||> 1,457 ||> 968 ||> 763 ||> -32 ||> 995 ||> 1,481 ||> 1,041 ||= | + | ^ Submission 2020 |
| - | ||~ relative change ||> | + | ^ absolute change |
| - | ||||||||||||||||||||||||||||||||||< **1.A.3.a ii - Civil domestic aviation** ||= | + | ^ relative change |
| - | ||~ Submission 2020 ||> 31,239 ||> | + | | **AVGAS** |
| - | ||~ Submission 2019 ||> | + | ^ Submission 2021 | |
| - | ||~ absolute change ||> 573 ||> -113 ||> | + | ^ Submission 2020 | |
| - | ||~ relative change ||> 1.87% ||> -0.37% ||> -4.85% ||> -3.46% ||> -3.55% ||> -2.63% ||> -3.05% ||> -4.72% ||> -4.62% ||> -4.52% ||> -3.20% ||> -2.80% ||> 0.12% ||> -3.45% ||> -5.04% ||> -3.71% ||= | + | ^ absolute change |
| + | ^ amounts allocated to 1.A.3.a ii - Civil domestic aviation | ||
| + | | **JET KEROSENE** | ||
| + | ^ Submission 2021 | ||
| + | ^ Submission 2020 | 28.801 | ||
| + | ^ absolute change | ||
| + | ^ relative change | ||
| + | | **AVGAS** | ||
| + | ^ Submission 2021 | ||
| + | ^ Submission 2020 | ||
| + | ^ absolute change | ||
| + | ^ relative change | ||
| <WRAP center round info 60%> | <WRAP center round info 60%> | ||
| Polltutant-specific recalculations result from changes in the emission factors applied which are discussed further in the reffering sub-chapters. | Polltutant-specific recalculations result from changes in the emission factors applied which are discussed further in the reffering sub-chapters. | ||
| </ | </ | ||
| - | |||
| - | |||
| ===== Planned improvements ===== | ===== Planned improvements ===== | ||
| Line 193: | Line 206: | ||
| Information on uncertainties is provided here with most data representing expert judgement from the research project mentioned above. | Information on uncertainties is provided here with most data representing expert judgement from the research project mentioned above. | ||
| - | For estimating uncertainties, | + | For estimating uncertainties, |
| - | By additive linking of the squared partial uncertainties the overall uncertainty (U,,total,,) can then be estimated (IPCC, 2000) [((bibcite 13))]. | + | By additive linking of the squared partial uncertainties the overall uncertainty (U<sub>total</ |
| The uncertainties given here have been evaluated for all time series and flight stages as average values. | The uncertainties given here have been evaluated for all time series and flight stages as average values. | ||
| Line 202: | Line 215: | ||
| Several partial uncertainties are based on assumptions. For example, the uncertainty given for the entire time series of the split factor domestic: | Several partial uncertainties are based on assumptions. For example, the uncertainty given for the entire time series of the split factor domestic: | ||
| - | For the years 1990 to 2002 data is based upon estimations carried out within TREMOD AV which themselves are based on data from the Federal Statistical Office and EF from the EMEP-EEA data base. For 2003 to 2011 data from Eurocontrol are being used, that are calculated within ANCAT. Comparing results from the ANCAT model with actual consumption data show aberrations of ±12 %. Here, data calculated with AEM 3 model would have an uncertainty of only 3 to 5 % (EUROCONTROL 2006) [((bibcite 14))]. | + | For the years 1990 to 2002 data is based upon estimations carried out within TREMOD AV which themselves are based on data from the Federal Statistical Office and EF from the EMEP-EEA data base. For 2003 to 2011 data from Eurocontrol are being used, that are calculated within ANCAT. Comparing results from the ANCAT model with actual consumption data show aberrations of ±12 %. Here, data calculated with AEM 3 model would have an uncertainty of only 3 to 5 % (EUROCONTROL 2006) [(EUROCONTROL2006)]. |
| - | The image below shows the partial uncertainties and correlations used for uncertainty estimations carried out during the research project. Mouseclick to enlarge! | + | As no uncertainty estimates were carried out for ammonia |
| - | [[gallery size=" | + | |
| - | : Uncertainties.png | + | |
| - | [[/ | + | |
| - | + | ||
| - | As no uncertainty estimates were carried out for NH,, | + | |
| ===== FAQs ===== | ===== FAQs ===== | ||
| - | **//Whereby does the party justify the adding-up of the two amounts given in BAFA table 7j as deliveries 'An die Luftfahrt' | + | **Whereby does the party justify the adding-up of the two amounts given in BAFA table 7j as deliveries 'An die Luftfahrt' |
| For mineral oils, German National Energy Balances (NEBs) - amongst other sources - are based on BAFA data on the amounts delivered to different sectors. A comparison with consumption data from AGEB and BAFA shows that data from NEB line 76 /63: ' | For mineral oils, German National Energy Balances (NEBs) - amongst other sources - are based on BAFA data on the amounts delivered to different sectors. A comparison with consumption data from AGEB and BAFA shows that data from NEB line 76 /63: ' | ||
| - | **//Why is there no aviation gasoline | + | **On which basis does the party estimate the reported lead emissions from aviation gasoline? |
| + | |||
| + | assumption by party: aviation gasoline = AvGas 100 LL | ||
| + | (AvGas 100 LL is the predominant sort of aviation gasoline | ||
| + | lead content of AvGas 100 LL: 0.56 g lead/liter (as tetra ethyl lead)2 | ||
| + | |||
| + | 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.) | ||
| - | Due to the lack of further information, | + | **On which basis does the party estimate |
| - | ------ | + | 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. | ||
| - | [[bibliography]] | + | [(AGEB2020> |
| - | : 1 : Knörr et al. (2019c): Knörr, | + | [(BAFA2020> |
| - | : 2 : Gores (2019): Inventartool zum deutschen Flugverkehrsinventar 1990-2018, im Rahmen der Aktualisierung des Moduls TREMOD-AV im Transportemissionsmodell TREMOD, Berlin, | + | URL: https:// |
| - | : 3 : AGEB (2019): Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; | + | [(KNOERR2010> |
| - | : 4 : BAFA (2019): Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, | + | [(KNOERR2020c> |
| - | URL: https:// | + | [(GORES2020> |
| - | : 5 : UBA, 2001a: Umweltbundesamt: | + | [(EMEPEEA2019> |
| - | : 6 : ÖKO-INSTITUT, | + | [(EUROCONTROL2020> |
| - | : 7 : IPCC (2006b): Intergovernmental Panel on Climate Change: IPCC emission factor data base; URL: http:// | + | [(IPCC2006a> |
| - | : 8 : Döpelheuer (2002): Anwendungsorientierte Verfahren zur Bestimmung von CO, HC und Ruß aus Luftfahrttriebwerken, | + | [(AGEB2020> |
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| - | [[/ | + | [(IPCC2000> |
| + | [(EUROCONTROL2006> | ||