Differences

This shows you the differences between two versions of the page.

--- sector:energy:fuel_combustion:other_including_military:military_transport:military_aviation [2021/04/15 08:42] – [Emission factors] kotzulla
+++ sector:energy:fuel_combustion:other_including_military:military_transport:military_aviation [2022/03/22 12:12] (current) – [Discussion of emission trends] kotzulla
@@ Line 16: / Line 16: @@
 For source category 1.A.5.b, consumption data for **kerosene**, until 1995, were drawn from a special analysis of the Working Group on Energy Balances (AGEB).
-For the years as of 1995, the official mineral-oil data of the Federal Republic of Germany (Amtliche Mineralöldaten der Bundesrepublik Deutschland 2012), prepared by the Federal Office of Economics and Export Control (BAFA), are used (BAFA, 2020) [(BAFA2020)]. Provided in units of 1,000 tonnes [kt], these amounts have to be converted into terajoules [TJ] on the basis of the relevant net calorific values given by (AGEB, 2020) [(AGEB2020)].
+For the years as of 1995, the official mineral-oil data of the Federal Republic of Germany (Amtliche Mineralöldaten der Bundesrepublik Deutschland 2012), prepared by the Federal Office of Economics and Export Control (BAFA), are used (BAFA, 2021) [(BAFA2021)]. Provided in units of 1,000 tonnes [kt], these amounts have to be converted into terajoules [TJ] on the basis of the relevant net calorific values given by (AGEB, 2021) [(AGEB2021)].
-As there is no consistent AGEB data availabe for **aviation gasoline**, delivery data from BAFA [(BAFA2020)] is used.
+As there is no consistent AGEB data availabe for **aviation gasoline**, delivery data from BAFA is used.
 __Table 1: Sources for consumption data in 1.A.5.b__
@@ Line 26: / Line 26: @@
 __Table 2: Annual fuel consumption in military aviation, in terajoules__
-|                    |  **1990**  |  **1995**  |  **2000**  |  **2005**  |  **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  ^  2020  ^
-^ Jet Kerosene       |     38.385 |     16.143 |      9.862 |      2.200 |      3.286 |      4.114 |      1.171 |      2.049 |      3.060 |      3.726 |      3.845 |      1.507 |      1.025 |     3.746 |
+^ Jet Kerosene       |  38,385 |  16,143 |  9,862 |  2,200 |  2,441 |  2,554 |  3,597 |  4,396 |  3,286 |  4,114 |  1,171 |  2,049 |  3,060 |  3,726 | 3,845  | 1,507  | 1,025  | 3,746  | 2,904  |
-^ Aviation Gasoline  |       15,2 |       6,35 |       1,09 |       0,26 |       0,17 |       0,00 |       0,00 |       0,00 |       0,00 |       0,00 |       0,13 |       0,00 |       0,17 |      0,04 |
+^ Aviation Gasoline  |    15.2 |    6.35 |   1.09 |   0.26 |   2.48 |   14.8 |   0.00 |   0.04 |   0.17 |   0.00 |   0.00 |   0.00 |   0.00 |   0.00 |   0.13 |   0.00 |   0.17 |   0.04 |   0.00 |
-| **Ʃ 1.A.5.b ii**   ^     38.400 ^     16.149 ^      9.863 ^      2.200 ^      3.286 ^      4.114 ^      1.171 ^      2.049 ^      3.060 ^      3.726 ^      3.845 ^      1.507 ^      1.025 ^     3.746 ^
+| **Ʃ 1.A.5.b ii**   ^  38,400 ^  16,149 ^  9,863 ^  2,200 ^  2,443 ^  2,569 ^  3,597 ^  4,396 ^  3,286 ^  4,114 ^  1,171 ^  2,049 ^  3,060 ^  3,726 ^  3,845 ^  1,507 ^  1,025 ^  3,746 ^  2,904 ^
 <sup>1</sup> possible reason for jumps in delivered amounts: storage (resulting in no (2008, 2011+) or very small deliveries (2009) (see also: FAQs)
-{{ :sector:energy:fuel_combustion:other_incl_military:1a5bii_ad.png?700 }}
+{{:sector:energy:fuel_combustion:other_incl_military:1a5bii_ad_ker.png?700| Annual jet kerosene deliveries to the military}}
-{{ :sector:energy:fuel_combustion:other_incl_military:1a5bii_ad_avgas.png?700 }}
+{{:sector:energy:fuel_combustion:other_incl_military:1a5bii_ad_avgas.png?700| Annual avgas deliveries to the military}}
 ==== Emission factors ====
@@ Line 43: / Line 43: @@
 __Table 3: Country-specific emission factors, in kg/TJ__
-|                        |  **1990**  |  **1995**  |  **2000**  |  **2005**  |  **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   ^  2020   ^
-| **JET KEROSENE**                                                                                                                                                                               |||||||||||||||
+| **JET KEROSENE**                                                                                                                                                                                  ||||||||||||||||||||
-^ NH<sub>3</sub>         |       4,00 |       4,00 |       4,00 |       4,00 |       4,00 |       4,00 |       4,00 |       4,00 |       4,00 |       4,00 |       4,00 |       4,00 |       4,00 |       4,00 |
+^ NH<sub>3</sub>         |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |    4.00 |
-^ NMVOC                  |       98,0 |       98,0 |       98,0 |       98,0 |       98,0 |       98,0 |       98,0 |       98,0 |       98,0 |       98,0 |       98,0 |       98,0 |       98,0 |       98,0 |
+^ NMVOC                  |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |    98.0 |
-^ NO<sub>x</sub>         |        205 |        205 |        205 |        205 |        205 |        205 |        205 |        205 |        205 |        205 |        205 |        205 |        205 |        205 |
+^ NO<sub>x</sub>         |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |     205 |
-^ SO<sub>x</sub>         |       25,1 |       15,2 |       8,46 |       6,34 |       4,65 |       4,65 |       4,65 |       4,65 |       4,65 |       4,65 |       4,65 |       4,65 |       4,65 |       4,65 |
+^ SO<sub>x</sub>         |    25.1 |    15.2 |    8.46 |    6.34 |    5.92 |    5.50 |    5.07 |    4.65 |    4.65 |    4.65 |    4.65 |    4.65 |    4.65 |    4.65 |    4.65 |    4.65 |    4.65 |    4.65 |    4.65 |
-^ BC<sup>1</sup>         |       5,76 |       5,76 |       5,76 |       5,76 |       5,76 |       5,76 |       5,76 |       5,76 |       5,76 |       5,76 |       5,76 |       5,76 |       5,76 |       5,76 |
+^ BC<sup>1</sup>         |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |    5.76 |
-^ PM<sup>2</sup>         |       12,0 |       12,0 |       12,0 |       12,0 |       12,0 |       12,0 |       12,0 |       12,0 |       12,0 |       12,0 |       12,0 |       12,0 |       12,0 |       12,0 |
+^ PM<sup>2</sup>         |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |    12.0 |
-^ CO                     |        485 |        485 |        485 |        485 |        485 |        485 |        485 |        485 |        485 |        485 |        485 |        485 |        485 |        485 |
+^ CO                     |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |     485 |
-| **AVIATION GASOLINE**                                                                                                                                                                          |||||||||||||||
+| **AVIATION GASOLINE**                                                                                                                                                                             ||||||||||||||||||||
-^ NH<sub>3</sub>         |  NE                                                                                                                                                                    ||||||||||||||
+^ NH<sub>3</sub>         |  NE                                                                                                                                                                       |||||||||||||||||||
-^ NMVOC                  |        300 |        300 |        300 |        300 |        300 |        300 |        300 |        300 |        300 |        300 |        300 |        300 |        300 |        300 |
+^ NMVOC                  |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |     300 |
-^ NO<sub>x</sub>         |        302 |        302 |        302 |        302 |        302 |        302 |        302 |        302 |        302 |        302 |        302 |        302 |        302 |        302 |
+^ NO<sub>x</sub>         |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |     302 |
-^ SO<sub>x</sub>         |       0,51 |       0,51 |       0,51 |       0,51 |       0,51 |       0,51 |       0,51 |       0,51 |       0,51 |       0,51 |       0,51 |       0,51 |       0,51 |       0,51 |
+^ SO<sub>x</sub>         |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |    0.51 |
-^ BC<sup>1</sup>         |       1,10 |       1,10 |       1,10 |       1,10 |       1,10 |       1,10 |       1,10 |       1,10 |       1,10 |       1,10 |       1,10 |       1,10 |       1,10 |       1,10 |
+^ BC<sup>1</sup>         |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |    1.10 |
-^ PM<sup>2</sup>         |       7,50 |       7,50 |       7,50 |       7,50 |       7,50 |       7,50 |       7,50 |       7,50 |       7,50 |       7,50 |       7,50 |       7,50 |       7,50 |       7,50 |
+^ PM<sup>2</sup>         |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |    7.50 |
-^ TSP<sup>3</sup>        |       22,7 |       22,7 |       22,7 |       22,7 |       22,7 |       22,7 |       22,7 |       22,7 |       22,7 |       22,7 |       22,7 |       22,7 |       22,7 |       22,7 |
+^ TSP<sup>3</sup>        |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |    22.7 |
-^ CO                     |      15000 |      15000 |      15000 |      15000 |      15000 |      15000 |      15000 |      15000 |      15000 |      15000 |      15000 |      15000 |      15000 |      15000 |
+^ CO                     |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |  15,000 |
 <sup>1</sup> estimated via a f-BCs (avgas: 0.15, jet kerosene: 0.48) as provided in [(EMEPEEA2019)] \\
 <sup>2</sup> EF(PM<sub>2.5</sub>) also applied for PM<sub>10</sub>, and TSP (assumption: > 99% of TSP from diesel oil combustion consists of PM<sub>2.5</sub>)\\
@@ Line 69: / Line 69: @@
 </WRAP>
-For lead and TSP from leaded avgas, constant tier1 EFs based on the average lead content of AvGas 100 LL are used.
 <WRAP center round info 100%>
-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.
+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. - Here, regarding lead and TSP from leaded avgas, constant tier1 EFs based on the average lead content of AvGas 100 LL are used.
 </WRAP>
@@ Line 78: / Line 76: @@
 ===== 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.
+</WRAP>
 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.
-{{ :sector:energy:fuel_combustion:other_incl_military:1a5bii_em_sox.png?700 }}
+{{:sector:energy:fuel_combustion:other_incl_military:1a5bii_em_sox.png?700| Annual sulphur oxides emissions}}
-{{ :sector:energy:fuel_combustion:other_incl_military:1a5bii_em_co.png?700 }}
+{{:sector:energy:fuel_combustion:other_incl_military:1a5bii_em_co.png?700| Annual carbon monoxide emissions}}
-Here, as the EF(BC) are estimated via fractions provided in [((bibcite 3))], black carbon emissions follow the corresponding emissions of PM<sub>2.5</sub>.
+Here, as the EF(BC) are estimated via fractions provided in [(EMEPEEA2019)], black carbon emissions follow the corresponding emissions of PM<sub>2.5</sub>.
 Nonetheless, this NFR category shows interesting trends for emissions of **Lead (Pb)** from leaded gasoline (until 1997) and aviation gasoline:
-{{ :sector:energy:fuel_combustion:other_incl_military:1a5bii_em_pb_avgas.png?700 }}
+{{:sector:energy:fuel_combustion:other_incl_military:1a5bii_em_pb_avgas.png?700| Annual lead emissions}}
 Until 1997, lead emissions were dominated by the combustion of leaded gasoline in military ground-based vehicles. Therefore, the over-all trend for lead emissions from military vehicles and aircraft is driven mostly by the abolition of leaded gasoline in 1997. Towards this date, the amount of leaded gasoline decreased significantly. After 1997, the only source for lead from mobile fuel combustion is avgas used in military aircraft.
@@ Line 99: / Line 99: @@
 With both **activity data** and **emission factors** remaining unrevised, no recalculations took place with this submission.
-<WRAP center round info 60%>
+<WRAP center round info 65%>
-For pollutant-specific information on recalculated emission estimates for Base Year and 2018, please see the pollutant specific recalculation tables following chapter [[general:recalculations:start | 8.1 - Recalculations]].
+For **pollutant-specific information on recalculated emission estimates for Base Year and 2019**, please see the recalculation tables following [[general:recalculations:start|chapter 8.1 - Recalculations]].
 </WRAP>
@@ Line 123: / Line 123: @@
 assumption by party: aviation gasoline = AvGas 100 LL
-(AvGas 100 LL is the predominant sort of aviation gasoline in Western Europe)[[footnote]] https://en.wikipedia.org/wiki/Avgas : "...Common in North America and western Europe, limited availability elsewhere worldwide."  ((https://en.wikipedia.org/wiki/Avgas : "…Common in North America and western Europe, limited availability elsewhere worldwide."))
+(AvGas 100 LL is the predominant sort of aviation gasoline in Western Europe) ((https://en.wikipedia.org/wiki/Avgas : "…Common in North America and western Europe, limited availability elsewhere worldwide."))
-lead content of AvGas 100 LL: 0.56 g lead/liter (as tetra ethyl lead)[[footnote]] EMEP/EEA GB 2016: "Thus, general emission factors for the stationary combustion of kerosene and the combustion of gasoline in cars may be applied. The only exception is lead. Lead is added to aviation gasoline to increase the octane number. The lead content is higher than in leaded car gasoline, and the maximum permitted levels in the UK are shown below. A value of 0.6 g of lead per litre of gasoline should be used as the default value if there is an absence of more accurate information. Actual data may be obtained from oil companies."((EMEP/EEA GB 2016: "Thus, general emission factors for the stationary combustion of kerosene and the combustion of gasoline in cars may be applied. The only exception is lead. Lead is added to aviation gasoline to increase the octane number. The lead content is higher than in leaded car gasoline, and the maximum permitted levels in the UK are shown below. A value of 0.6 g of lead per litre of gasoline should be used as the default value if there is an absence of more accurate information. Actual data may be obtained from oil companies."))
+lead content of AvGas 100 LL: 0.56 g lead/liter (as tetra ethyl lead) ((EMEP/EEA GB 2016: "Thus, general emission factors for the stationary combustion of kerosene and the combustion of gasoline in cars may be applied. The only exception is lead. Lead is added to aviation gasoline to increase the octane number. The lead content is higher than in leaded car gasoline, and the maximum permitted levels in the UK are shown below. A value of 0.6 g of lead per litre of gasoline should be used as the default value if there is an absence of more accurate information. Actual data may be obtained from oil companies."))
 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.)
@@ Line 138: / Line 138: @@
 **//Why are similar EF applied for estimating exhaust heavy metal emissions from both fossil and biofuels?//**
-The EF provided in [((bibcite 3))] represent summatory values for (i) the fuel's and (ii) the lubricant's heavy-metal content as well as (iii) engine wear. Here, there might be no heavy metal contained the biofuels. But since the specific shares of (i), (ii) and (iii) cannot be separated, and since the contributions of lubricant and engine wear might be dominant, the same emission factors are applied to biodiesel and bioethanol.
+The EF provided in [(EMEPEEA2019)] represent summatory values for (i) the fuel's and (ii) the lubricant's heavy-metal content as well as (iii) engine wear. Here, there might be no heavy metal contained the biofuels. But since the specific shares of (i), (ii) and (iii) cannot be separated, and since the contributions of lubricant and engine wear might be dominant, the same emission factors are applied to biodiesel and bioethanol.
-[(AGEB2020>AGEB, 2020: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; URL: http://www.ag-energiebilanzen.de/7-0-Bilanzen-1990-2018.html, (Aufruf: 29.11.2020), Köln & Berlin, 2020.)]
+[(AGEB2021>AGEB, 2021: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; URL: http://www.ag-energiebilanzen.de/7-0-Bilanzen-1990-2019.html, (Aufruf: 29.11.2021), Köln & Berlin, 2021.)]
-[(BAFA2020>BAFA, 2020: Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, BAFA): Amtliche Mineralöldaten für die Bundesrepublik Deutschland;
+[(BAFA2021>BAFA, 2021: Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, BAFA): Amtliche Mineralöldaten für die Bundesrepublik Deutschland;
-URL: https://www.bafa.de/SharedDocs/Downloads/DE/Energie/Mineraloel/moel_amtliche_daten_2018_dezember.html, Eschborn, 2020.)]
+URL: https://www.bafa.de/SharedDocs/Downloads/DE/Energie/Mineraloel/moel_amtliche_daten_2019_dezember.html, Eschborn, 2021.)]
-[(KNOERR2020b> Knörr et al. (2020b): Knörr, W., Heidt, C., Gores, S., & Bergk, F.: ifeu Institute for Energy and Environmental Research (Institut für Energie- und Umweltforschung Heidelberg gGmbH, ifeu): Aktualisierung des Modells TREMOD-Mobile Machinery (TREMOD MM) 2020, Heidelberg, 2020.)]
+[(KNOERR2021b> Knörr et al. (2021b): Knörr, W., Heidt, C., Gores, S., & Bergk, F.: ifeu Institute for Energy and Environmental Research (Institut für Energie- und Umweltforschung Heidelberg gGmbH, ifeu): Aktualisierung des Modells TREMOD-Mobile Machinery (TREMOD MM) 2021, Heidelberg, 2021.)]
 [(EMEPEEA2019> EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook – 2019, Copenhagen, 2019.)]
 [(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 )]
 [(KNOERR2009> 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.)]
 [(IZT2007> IZT, 2007: Joerß, W. et al.: Emissionen und Maßnahmenanalyse Feinstaub 2000 – 2020, Institut für Zukunftsstudien und Technologiebewertung (IZT), Berlin, Im Auftrag des Umweltbundesamtes, FKZ 204 42 202/2, Dessau-Roßlau, August 2007 - URL: https://www.umweltbundesamt.de/sites/default/files/medien/publikation/long/3309.pdf )]

Tools

menus and quick search

quick search

site status

location indicator

Page Tools

meta data for this page

Differences