1.A.3.d i (i) - International maritime navigation

Under NFR category 1.A.3.d i (i), emissions from international maritime navigation fuelling in and starting form German harbours are reported.

This source category includes international deep sea fishery and international marine transport. Emissions from fuel consumption for international transports of ocean-going ships are not reported as part of total national inventories.

Primary fuel delivery data (primary activity data, PAD) for international maritime navigation is included in line 6 - 'International Deep-Sea Bunkers' of the National Energy Balances (NEB) (AGEB, 2019) ¹⁾ together with respective data for IMO-registered ships used in national maritime transport (see 1.A.3.d ii (a) ]), fishing (see 1.A.4.c iii ]) and military navigation (see 1.A.5.b iii ]).

The AD applied for international maritime navigation therefore represents the remains of primary fuel delivery data from NEB line 6 minus the modelled consumption data estimated for non-IMO ships in 1.A.3.d ii (a), 1.A.4.c iii and 1.A.5.b iii:

math AD_\text{ 1.A.3.d i} = PAD_\text{ NEB line 6} - AD_\text{ 1.A.3.d ii (a) - IMO} - AD_\text{ 1.A.4.c iii - IMO} - AD_\text{ 1.A.5.b iii - IMO} math

Table 1: Annual fuel consumption, in terajoules

source: own estimates based on ²⁾

gallery size="medium" : 1A3di_AD.png gallery

Consumption of heavy oil has been increasing since 1984 as a result of high petroleum prices, global increases in transports and increasing maritime use of diesel engines that can run on heavy oil. The emissions fluctuations that occurred in the navigation sector in 1992 and 1996 were caused by trade and oil crises.

For main pollutants and particulate matter, modelled emission factors are available from (Deichnik, K. (2019)) ³⁾.

Here, for sulphur dioxide and particulate matter, annual values are available representing the impact of fuel sulphur legislation. In addition, regarding SO,,x,,, the increasing operation of so-called scrubbers in order to fullfil emission limits especially within SECA areas is reflected for heavy fuel oil.

Table 2: Annual country-specific emission factors, in kg/TJ

¹ estimated from f-BCs as provided in ⁴⁾: f-BC (HFO) = 0.12, f-BC (MDO/MGO) = 0.31 as provided in ⁵⁾, chapter: 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation, Tables 3-1 & 3-2 ² ratios PM,,2.5,, : PM,,10,, : TSP derived from the tier1 default EF as provided in ⁶⁾, chapter: 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation, Tables 3-1 & 3-2

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, 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 ].

+ Trends of exhaust emissions from international navigation

NFR 1.A.3.d i is not considered in the key category analysis.

Emission trends for unregulated pollutants (such as NH,,3,,, NO,,x,,, NMVOC and CO, all HM and POPs) with only slight changes in the annual over-all IEFs applied, follow the trends in fuel consumption and the shares of diesel and heavy fuel oil:

gallery size="medium" : EM_1A3di_NH3.png : EM_1A3di_Cd.png gallery

On the other hand, the emission trends for SO,,x,, and PM, both depending on the fuel's sulphur content, follow not only the trends in fuel consumption but do also reflect fuel-sulphur legislation:

gallery size="medium" : EM_1A3di_SO2.png : EM_1A3di_PM.png gallery

Resulting from changes in the fuel consumption data computed within ⁷⁾ for domestic maritime navigation, the activity data for 2017 for international maritime navigation have been reviesed.

Table 3: Revised fuel consumption data 2017, in terajoules

In contrast, all country-specific and default emission factors applied remain unrevised compared to last year's submission.

Uncertainty estimates for activity data of mobile sources derive from research project FKZ 360 16 023: “Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland” by Knörr et al. (2009) ⁸⁾.

Besides routine maintenance and further development of the BSH model, no improvements are planned.

bibliography : 1 : AGEB, 2019: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; URL: http://www.ag-energiebilanzen.de/7-0-Bilanzen-1990-2017.html, Köln & Berlin, 2019. : 2 : Deichnik, K. (2019): 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. : 3 : EMEP/EEA (2019): EMEP/EEA air pollutant emission inventory guidebook 2019, URL: https://www.eea.europa.eu/publications/emep-eea-guidebook-2019; Copenhagen, 2019. : 4 : 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 : 5 : Knörr et al. (2009): Knörr, W., Heldstab, J., & Kasser, F.: Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland; final report; URL: https://www.umweltbundesamt.de/sites/default/files/medien/461/publikationen/3937.pdf, FKZ 360 16 023, Heidelberg & Zürich, 2009. bibliography