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This is an old revision of the document!

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

Short description

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

Category Code Method AD EF
1.A.3.d i (i) T1, T2, T3 NS, M CS, M
Key Category SO2 NOx NH3 NMVOC CO BC Pb Hg Cd Diox PAH HCB TSP PM10 PM2.5
1.A.3.d i (i) not included in key category analysis

Click to view Legend

Click to hide Legend

T = key source by Trend L = key source by Level

Methods
D Default
RA Reference Approach
T1 Tier 1 / Simple Methodology *
T2 Tier 2*
T3 Tier 3 / Detailed Methodology *
C CORINAIR
CS Country Specific
M Model
* as described in the EMEP/CORINAIR Emission Inventory Guidebook - 2007, in the group specific chapters.
AD - Data Source for Activity Data
NS National Statistics
RS Regional Statistics
IS International Statistics
PS Plant Specific data
AS Associations, business organisations
Q specific questionnaires, surveys
EF - Emission Factors
D Default (EMEP Guidebook)
C Confidential
CS Country Specific
PS Plant Specific data


Methodology

Activity data

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, 2020) 1) together with respective data for IMO-registered ships used in national maritime transport (see 1.A.3.d ii (a)), fishing (see NFR 1.A.4.c iii) and military navigation (see NFR 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:

AD1.A.3.d i = PADNEB line 6 - AD1.A.3.d ii (a) - IMO - AD1.A.4.c iii - IMO - AD1.A.5.b iii - IMO

with
* AD1.A.3.d i - tier1 activity data for International maritime navigation
* PADNEB line 6 - primary over-all fuel deliveries data from NEB line 6 - 'International Maritime Bunkers'
* AD1.A.3.d ii (a) - IMO - tier3 activity data for IMO-registered ships involved in national maritime navigation
* AD1.A.4.c iii - IMO - tier3 activity data for IMO-registered ships involved in national fishing
* AD1.A.5.b iii - IMO - tier3 activity data for IMO-registered ships involved in military navigation

Table 1: Annual fuel consumption, in terajoules

1990 1995 2000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Diesel Oil 13,162 13,096 13,709 11,820 15,629 12,954 8,075 14,095 16,417 15,020 12,181 11,875 13,801 33,958 32,832 27,463 21,473 20,231 13,896
Heavy fuel oil 76,942 62,066 67,080 83,224 83,164 101,820 101,466 90,542 91,169 90,779 85,586 75,559 71,598 57,792 74,807 58,707 39,308 26,565 32,253
Ʃ 1.A.3.d ii 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 46,796 46,150

source: own estimates based on underlying BSH model (Deichnik, K. (2020)) 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.

Furthermore, after 2014, with ever stricter legislation espacially regarding fuel sulphur content, an ongoing shift from heavy fuel oil to maritime diesel oil can be observed.

Emission factors

For main pollutants and particulate matter, modelled emission factors are available from (Deichnik, K. (2020)) 3).

Here, for sulphur dioxide and particulate matter, annual values are available representing the impact of fuel sulphur legislation. In addition, regarding SO2, 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

1990 1995 2000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
DIESEL OIL
NH3 0,32 0,32 0,32 0,32 0,32 0,32 0,32 0,32 0,32 0,32 0,32 0,32 0,32 0,33 0,32 0,32 0,32 0,32
NMVOC 48,7 48,7 48,7 48,7 48,7 48,7 48,7 48,7 48,7 48,7 48,7 48,4 48,0 44,8 44,7 45,0 45,2 45,2
NOx 1.070 1.070 1.070 1.070 1.070 1.070 1.070 1.069 1.069 1.069 1.069 1.073 1.077 1.151 1.132 1.157 1.128 1.128
SOx 465,5 419,0 232,8 186,2 186,2 186,2 139,7 69,8 69,8 65,2 54,5 52,6 50,5 40,7 40,6 40,7 40,8 40,8
BC1 109,2 98,6 54,7 43,8 43,8 43,8 32,8 16,4 16,4 15,4 15,3 15,2 15,2 16,3 16,9 16,9 16,5 16,5
PM2.5 352,4 318,0 176,5 141,2 141,3 141,3 105,9 53,0 53,0 49,6 49,5 49,1 49,1 52,7 54,5 54,5 53,1 53,1
PM10 377,1 340,3 188,9 151,0 151,2 151,2 113,3 56,7 56,7 53,0 53,0 52,5 52,6 56,4 58,3 58,3 56,9 56,9
TSP2 377,1 340,3 188,9 151,0 151,2 151,2 113,3 56,7 56,7 53,0 53,0 52,5 52,6 56,4 58,3 58,3 56,9 56,9
CO 127 128 128 128 128 128 128 128 128 128 128 127 128 134 139 138 136 136
HEAVY FUEL OIL
NH3 0,34 0,34 0,34 0,34 0,34 0,34 0,34 0,34 0,34 0,34 0,34 0,34 0,35 0,33 0,33 0,34 0,35 0,35
NMVOC 36,6 36,6 36,6 36,6 36,6 36,6 36,6 36,6 36,6 36,6 36,6 37,6 37,8 30,0 36,8 30,4 28,3 28,3
NOx 1.379 1.378 1.378 1.378 1.378 1.378 1.378 1.378 1.378 1.377 1.379 1.382 1.393 1.348 1.245 1.360 1.503 1.503
SOx 1.319 1.332 1.323 1.336 744 742 742 744 496 496 496 496 506 47,5 49,3 46,4 49,8 49,8
BC1 57,4 58,0 57,6 58,2 32,4 32,3 32,3 32,4 21,6 21,6 21,6 22,1 22,4 18,1 24,7 18,3 14,7 14,7
PM2.5 479 483 480 485 270 269 269 270 180 180 180 184 187 151 205 153 123 123
PM10 526 532 528 533 297 296 296 297 198 198 198 203 206 166 226 168 135 135
TSP2 526 532 528 533 297 296 296 297 198 198 198 203 206 166 226 168 135 135
CO 162 162 162 162 162 162 162 162 162 162 162 162 167 165 198 167 134 134

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 PM2.5 : PM10 : 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

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.

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

Emission trends for unregulated pollutants (such as NH3, NOx, 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:

On the other hand, the emission trends for SOx 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:

Recalculations

Resulting from changes in the fuel consumption data computed within 7) for domestic maritime navigation, the activity data for 2018 for international maritime navigation have been reviesed.

Table 3: Revised fuel consumption data 2018, in terajoules

Diesel1 Heavy fuel oil OVER-ALL
Submission 2021 15.213 39.380 54.674
Submission 2020 15.419 39.287 54.788
absolute change -206 92 -114
relative change -1,34% 0,24% -0,21%

1 as provided in AGEB (2020) 8): including light heating oil

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

For more information on recalculated emission estimates for Base Year and 2018, please see the pollutant-specific recalculation tables following chapter 8.1 - Recalculations.

Uncertainties

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) 9).

Planned improvements

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

FAQs

1), 8) 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, Köln & Berlin, 2020.
2), 3), 7) 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, 2020.
4), 5), 6) EMEP/EEA (2019): EMEP/EEA air pollutant emission inventory guidebook 2019, URL: https://www.eea.europa.eu/publications/emep-eea-guidebook-2019; Copenhagen, 2019.
9) 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.