meta data for this page
Differences
This shows you the differences between two versions of the page.
Both sides previous revisionPrevious revisionNext revision | Previous revisionNext revisionBoth sides next revision | ||
sector:energy:fuel_combustion:transport:navigation:international_maritime_navigation [2021/02/22 12:39] – [Short description] Key Category updated, no KC gniffke | sector:energy:fuel_combustion:transport:navigation:international_maritime_navigation [2022/03/17 08:12] – kotzulla | ||
---|---|---|---|
Line 7: | Line 7: | ||
^ Category Code | ^ Category Code | ||
| 1.A.3.d i (i) | T1, T2, T3 ||||| NS, M ||||| CS, M ||||| | | 1.A.3.d i (i) | T1, T2, T3 ||||| NS, M ||||| CS, M ||||| | ||
- | ^ Key Category | + | ^ Key Category |
| 1.A.3.d i (i) | //not included in key category analysis// | | 1.A.3.d i (i) | //not included in key category analysis// | ||
Line 13: | Line 13: | ||
\\ | \\ | ||
- | |||
===== Methodology ===== | ===== Methodology ===== | ||
Line 19: | Line 18: | ||
==== Activity data ==== | ==== Activity data ==== | ||
- | Primary fuel delivery data (primary activity data, PAD) for // | + | Primary fuel delivery data (primary activity data, PAD) for // |
The AD applied for // | The AD applied for // | ||
- | [[math]] | + | | <WRAP left round info 100%> |
- | AD_\text{ | + | |
- | [[/math]] | + | As a result, activity data can fluctuate strongly from year to year. However, this effect can be explained with the fact that large ocean-going ships do not need to bunker fuels on every single harbour but can go for weeks without any additional fuel uptake. This can be further increased with increasing differences in fuel prices. |
__Table 1: Annual fuel consumption, | __Table 1: Annual fuel consumption, | ||
- | | | **1990** | **1995** | **2000** | **2005** | **2006** | **2007** | **2008** | **2009** | **2010** | **2011** | **2012** | **2013** | **2014** | **2015** | **2016** | **2017** | **2018** | **2019** | | + | | |
- | ^ Diesel Oil | 36,604 | 29,855 | 18,648 | 18,596 | 16,895 | 17,232 | 16,517 | 16,615 | | + | ^ Diesel Oil |
- | ^ Heavy fuel oil | 11,723 | 8,041 | 8,577 | 7,172 | 7,004 | 7,425 | 7,797 | 6,733 | 6,114 | 5,961 | 6,410 | 6,376 | 6,046 | 50,0 | 7,05 | 7,01 | 283 | | | + | ^ Heavy fuel oil |
- | | | + | | **Ʃ 1.A.3.d i** ^ 90,104 ^ 75,162 ^ 80,789 ^ 95,044 ^ 98,793 ^ 114,774 ^ 109,542 ^ 104,637 ^ 107,586 ^ 105,799 ^ 97,768 ^ 87,434 ^ 85,398 ^ 91,750 ^ 107,639 ^ 86,169 ^ 60,781 ^ |
- | | **Ʃ 1.A.3.d i** ^ 48,326 ^ 37,896 ^ 27,224 ^ 26,036 ^ 24,209 ^ 25,131 ^ 24,790 ^ 24,077 ^ 22,988 ^ 23,673 ^ 23,719 ^ 23,846 ^ 25,282 ^ 23,528 ^ 24,635 ^ 22,927 ^ 23,298 ^ | + | source: own estimates based on underlying BSH model (Deichnik, K. (2021)) [(DEICHNIK2021)] |
- | source: own estimates based on [((bibcite 2))] | + | 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. |
- | [[gallery size=" | + | Furthermore, |
- | : 1A3di_AD.png | + | |
- | [[/ | + | |
- | 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 | + | {{ : |
- | === Emission factors === | + | ==== Emission factors |
- | For **main pollutants** and **particulate matter**, modelled emission factors are available from (Deichnik, K. (2019)) [((bibcite 2))]. | + | For **main pollutants** and **particulate matter**, modelled emission factors are available from (Deichnik, K. (2021)). |
Here, for **sulphur dioxide** and **particulate matter**, annual values are available representing the impact of fuel sulphur legislation. | 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. | + | In addition, regarding SO< |
__Table 2: Annual country-specific emission factors, in kg/TJ__ | __Table 2: Annual country-specific emission factors, in kg/TJ__ | ||
- | | | **1990** | **1995** | **2000** | **2005** | **2010** | **2011** | **2012** | **2013** | **2014** | **2015** | **2016** | **2017** | **2018** | **2019** | | + | | ^ |
- | | **DIESEL OIL** | + | | **DIESEL OIL** ||||||||||||||| | | | | |
- | ^ NH< | + | ^ NH< |
- | ^ NMVOC | + | ^ NMVOC |
- | ^ NO< | + | ^ NO< |
- | ^ SO< | + | ^ SO< |
- | ^ BC< | + | ^ BC< |
- | ^ PM< | + | ^ PM< |
- | ^ PM< | + | ^ PM< |
- | ^ TSP< | + | ^ TSP< |
- | | **HEAVY FUEL OIL** ||||||||||||||| | + | ^ CO |
- | ^ CO | + | | **HEAVY FUEL OIL** |
- | ^ NH< | + | ^ NH< |
- | ^ NMVOC | + | ^ NMVOC |
- | ^ NO< | + | ^ NO< |
- | ^ SO< | + | ^ SO< |
- | ^ BC< | + | ^ BC< |
- | ^ PM< | + | ^ PM< |
- | ^ PM< | + | ^ PM< |
- | ^ TSP< | + | ^ TSP< |
- | ^ CO | | | | | | | | | | | | | | | + | ^ CO | |
- | < | + | < |
- | < | + | < |
- | > **NOTE: | + | <WRAP center round info 100%> |
+ | 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**, | + | <WRAP center round info 100%> |
+ | For information on the **emission factors for heavy-metal and POP exhaust emissions**, | ||
+ | </ | ||
- | + __Trends of exhaust emissions from international navigation__ | ||
- | > **NFR 1.A.3.d i** is **not considered in the key category analysis**. | + | ===== Discussion of emission trends===== |
- | 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: | + | **NFR 1.A.3.d i** is **not considered in the key category analysis**. |
- | [[gallery size=" | + | Basically, with no significant technical improvements with respect to mitigation technologies, |
- | : EM_1A3di_NH3.png | + | |
- | : EM_1A3di_Cd.png | + | |
- | [[/ | + | |
- | On the other hand, the emission trends for **SO,,x,,** and **PM**, both depending | + | Here, as the amounts of fuels allocated to international maritime navigation represent the remains of annual over-all inland fuel deliveries minus fuel consumption in domestic shipping, activity data and, hence, emissions, fluctuate strongly from year to year (see also information |
- | [[gallery size=" | + | Therefore, especially emission trends for unregulated pollutants (such as **NH< |
- | : EM_1A3di_SO2.png | + | |
- | : EM_1A3di_PM.png | + | |
- | [[/gallery]] | + | |
- | ===== Recalculations ===== | + | {{ : |
- | Resulting from changes in the fuel consumption data computed within [((bibcite 2))] for //domestic// maritime navigation, the **activity data** for 2017 for // | + | In contrast, emission trends |
- | __Table 3: Revised fuel consumption data 2017, in terajoules__ | + | {{ :sector: |
- | ||= ||= **Diesel oil** ||= **Heavy | + | {{ : |
- | ||~ Submission 2020 ||> | + | ===== Recalculations ===== |
- | ||~ Submission 2019 ||> | + | |
- | ||~ absolute change ||> | + | Resulting from changes in the fuel consumption data computed within [(DEICHNIK2021)] for // |
- | ||~ relative change ||> | + | |
+ | __Table 3: Revised annual fuel consumption data, in terajoules__ | ||
+ | | ^ 1990 | ||
+ | | **DIESEL OIL** | ||
+ | ^ current submission | ||
+ | ^ previous submission | ||
+ | ^ absolute change | ||
+ | ^ relative change | ||
+ | | **HEAVY FUEL OIL** | ||
+ | ^ current submission | ||
+ | ^ previous submission | ||
+ | ^ absolute change | ||
+ | ^ relative change | ||
+ | | **OVER-ALL FUEL CONSUMPTION** | ||
+ | ^ current submission | ||
+ | ^ previous submission | ||
+ | ^ absolute change | ||
+ | ^ relative change | ||
+ | < | ||
- | In contrast, all country-specific | + | In addition, all country-specific **emission factors |
<WRAP center round info 60%> | <WRAP center round info 60%> | ||
- | For more information on recalculated emission estimates for Base Year and 2018, please see the pollutant-specific recalculation tables following chapter [[general: | + | For more information on recalculated emission estimates for Base Year and 2019, please see the pollutant-specific recalculation tables following chapter [[general: |
</ | </ | ||
===== Uncertainties ===== | ===== Uncertainties ===== | ||
- | Uncertainty estimates for **activity data** of mobile sources derive from research project FKZ 360 16 023: " | + | Uncertainty estimates for **activity data** of mobile sources derive from research project FKZ 360 16 023: " |
===== Planned improvements ===== | ===== Planned improvements ===== | ||
Line 124: | Line 135: | ||
===== FAQs ===== | ===== FAQs ===== | ||
- | ------ | + | [(AGEB2021> |
- | + | [(DEICHNIK2021> | |
- | [[bibliography]] | + | [(EMEPEEA2019> |
- | : 1 : AGEB, 2019: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; | + | [(KNOERR2009> |
- | : 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, | + | |
- | : 3 : EMEP/EEA (2019): EMEP/EEA air pollutant emission inventory guidebook 2019, URL: https:// | + | |
- | : 4 : Rentz et al., 2008: Nationaler Durchführungsplan unter dem Stockholmer Abkommen zu persistenten organischen Schadstoffen | + | |
- | : 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; | + | |
- | [[/ | + |