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sector:energy:fuel_combustion:transport:civil_aviation [2021/01/14 09:42] – kotzullasector:energy:fuel_combustion:transport:civil_aviation [2021/01/15 16:30] – kotzulla
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-=== Short description ===+====== 1.A.3.a - Transport: Civil Aviation ======
  
-^  NFR-Code                                          ^  Name of Category                          ^  Method                        ^  AD  ^  EF  ^  Key Category  ^ +===== Short description ===== 
-| 1.A.3.a                                            | Civil Aviation                             |  //see sub-category details//                              |||| + 
-| //consisting of / including source categories//                                                 ||||||  +^  NFR-Code                                          ^  Name of Category                          ^  Method   ^  AD  ^  EF  ^  Key Category  ^ 
-| **LTO-range: Included in National Totals**                                                                                                                 |||||| +| 1.A.3.a                                            | Civil Aviation                             |  //see sub-category details//           |||| 
-| 1.A.3.a i (i)                                      | [[International Civil Aviation - LTO]]     |  //see sub-category details//                              |||| +| //consisting of / including source categories//                                                                                           ||||||  
-| 1.A.3.a ii (i)                                     | [[Domestic Civil Aviation - LTO]]          |  //see sub-category details//                              |||| +| **LTO-range: Included in National Totals**                                                                                                |||||| 
-| **Cruise phase: Not included in National Totals**                                                                                                          |||||| +| 1.A.3.a i (i)                                      | [[sector:energy:fuel_combustion:transport:civil_aviation:international_civil_aviation_-_lto|International Civil Aviation - LTO]]     |  //see sub-category details//           |||| 
-| 1.A.3.a i (ii)                                     | [[International Civil Aviation - Cruise]]  |  //see sub-category details//                              |||| +| 1.A.3.a ii (i)                                     | [[sector:energy:fuel_combustion:transport:civil_aviation:domestic_civil_aviation_-_lto|Domestic Civil Aviation - LTO ]]         |  //see sub-category details//           |||| 
-| 1.A.3.a ii (ii)                                    | [[Domestic Civil Aviation - Cruise]]       |  //see sub-category details//                              ||||+| **Cruise phase: Not included in National Totals**                                                                                         |||||| 
 +| 1.A.3.a i (ii)                                     | [[sector:energy:fuel_combustion:transport:civil_aviation:international_civil_aviation_-_Cruise| International Civil Aviation - Cruise]]  |  //see sub-category details//           |||| 
 +| 1.A.3.a ii (ii)                                    | [[sector:energy:fuel_combustion:transport:civil_aviation:domestic_civil_aviation_-_Cruise| Domestic Civil Aviation - Cruise]]       |  //see sub-category details//           ||||
  
 Air transports differ significantly from land and water transports with respect to emissions production. In air transports, fuels are burned under atmospheric conditions that a) differ markedly from those prevailing at ground level and b) can vary widely. 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. Air transports differ significantly from land and water transports with respect to emissions production. In air transports, fuels are burned under atmospheric conditions that a) differ markedly from those prevailing at ground level and b) can vary widely. 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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 The use of aviation gasoline is assumed to take place within the LTO-range of domestic flights only (below 3,000 feet). This assumption is a compromise due to a lack of further information and data. The use of aviation gasoline is assumed to take place within the LTO-range of domestic flights only (below 3,000 feet). This assumption is a compromise due to a lack of further information and data.
  
-=== Method ===+===== Method =====
  
 NOTE: Data available from Eurocontrol via the European Environment Agency (EEA) is not being used for inventory compilation. Nonetheless, depending on its timeliness, it is taken into account for verification purposes. NOTE: Data available from Eurocontrol via the European Environment Agency (EEA) is not being used for inventory compilation. Nonetheless, depending on its timeliness, it is taken into account for verification purposes.
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 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.
  
-Emissions are being estimated by multiplying the kerosene consumption of the flight stage with specific emission factors (EF). Here, emissions of SO2 and H2O are independent from the method used, depending only on the quantity and qualities of the fuel used. In contrast, emissions of NOx, NMVOC, and CO strongly depend on the types of engines, flight elevations, flight stage, etc. and can be estimated more precisely with higher tiers. The emission factors for NOx, CO, and NMVOC are therefore computed within TREMOD AV.+Emissions are being estimated by multiplying the kerosene consumption of the flight stage with specific emission factors (EF). Here, emissions of SO<sub>2</sub> and H<sub>2</sub>O are independent from the method used, depending only on the quantity and qualities of the fuel used. In contrast, emissions of NO<sub>x</sub>, NMVOC, and CO strongly depend on the types of engines, flight elevations, flight stage, etc. and can be estimated more precisely with higher tiers. The emission factors for NO<sub>x</sub>, CO, and NMVOC are therefore computed within TREMOD AV.
  
 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), 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
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 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.
  
-== Activity Data ==+=== Activity Data ===
  
 __**Kerosene**__ __**Kerosene**__
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 | from 1995                  | **AGEB** - National Energy Balance, line 63: 'Luftverkehr'                   | | from 1995                  | **AGEB** - National Energy Balance, line 63: 'Luftverkehr'                   |
 | recent years / comparison  | **BAFA** - Official oil data, table 7j: 'An die Luftfahrt' + 'An Sonstige'*  | | recent years / comparison  | **BAFA** - Official oil data, table 7j: 'An die Luftfahrt' + 'An Sonstige'*  |
- 
 * to achieve consistency with AGEB data, amounts given for deliveries 'to Aviation' ('An die Luftfahrt') and 'to Others' ('An Sonstige') have to be added * to achieve consistency with AGEB data, amounts given for deliveries 'to Aviation' ('An die Luftfahrt') and 'to Others' ('An Sonstige') have to be added
 (see FAQs for more information) (see FAQs for more information)
 +
 +__Table 2: Total inland fuel deliveries to civil aviation 1990-2019, in terajoules__
 +source: Working Group on Energy Balances (AGEB): National Energy Balances (AGEB, 2019) [3]
 +
 +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].
 +
 +__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 4: Resulting annual shares of jet kerosene used in 1.A.3.a ii - Domestic and 1.A.3.a i - International Civil Aviation, in terajoules__
 +
 +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 %__
 +
 +source: number of domestic and international flights as provided by the Federal Statistical Office (Destatis, 2019), compiled and computed within [1] and [2]
 +a assumption: all aircraft using aviation gasoline are operated within the LTO-range below 3,000 feet and only for domestic flights
 +
 +Cruise consumption is then calculated as the difference between Total Consumption minus LTO Consumption.
 +
 +**__Aviation Gasoline - AvGas__**
 +
 +Consumption data have been taken from the national Energy Balance (Working Group on Energy Balances (AGEB), 2019 [3]) and the official mineral oil data provided by the Federal Office of Economics and Export Control (BAFA, 2019) [4]).