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sector:energy:fuel_combustion:other_including_military:military_transport:ground-based [2022/08/09 13:19] – external edit 127.0.0.1 | sector:energy:fuel_combustion:other_including_military:military_transport:ground-based [2023/04/14 07:15] (current) – [Discussion of emission trends] kotzulla | ||
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==== Activity data ==== | ==== Activity data ==== | ||
- | Basically, all fuel consumption in military vehicles is included in the primary acitivity data provided by the National Energy Balances (NEB) (AGEB, | + | Basically, all fuel consumption in military vehicles is included in the primary acitivity data provided by the National Energy Balances (NEB) (AGEB, |
As the NEB does not provide specific data for military use, the following additional sources are used: | As the NEB does not provide specific data for military use, the following additional sources are used: | ||
- | For the years as of 1995, the official mineral-oil data of the Federal Republic of Germany (Amtliche Mineralöldaten der Bundesrepublik Deutschland), | + | For the years as of 1995, the official mineral-oil data of the Federal Republic of Germany (Amtliche Mineralöldaten der Bundesrepublik Deutschland), |
As the official mineral-oil data does not distinguish into fossil and biofuels but does provide amounts for inland deliveries of total diesel and gasoline fuels, no data on the consumption of biodiesel and bioethanol is available directly at the moment. Therefore, activity data for biofuels used in military vehicles are calculated by applying Germany' | As the official mineral-oil data does not distinguish into fossil and biofuels but does provide amounts for inland deliveries of total diesel and gasoline fuels, no data on the consumption of biodiesel and bioethanol is available directly at the moment. Therefore, activity data for biofuels used in military vehicles are calculated by applying Germany' | ||
__Table 1: Annual fuel deliveries to the military for ground-vehicles and machinery, in terajoules__ | __Table 1: Annual fuel deliveries to the military for ground-vehicles and machinery, in terajoules__ | ||
- | | ^ 1990 | + | | ^ 1990 |
- | ^ **Diesel Oil** | + | | **Diesel Oil** |
- | ^ **Biodiesel** | + | | **Biodiesel** |
- | ^ **Gasoline** | + | | **Gasoline** |
- | ^ **Biogasoline** | + | | **Biogasoline** |
- | | Ʃ 1.A.5.b i | + | | Ʃ 1.A.5.b i |
{{ : | {{ : | ||
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__Table 2: Annual country-specific emission factors< | __Table 2: Annual country-specific emission factors< | ||
- | | | + | | |
- | | **DIESEL FUELS** | + | | **DIESEL FUELS** |
- | ^ NH< | + | ^ NH< |
- | ^ NMVOC | + | ^ NMVOC |
- | ^ NO< | + | ^ NO< |
- | ^ SO< | + | ^ SO< |
- | ^ PM< | + | ^ PM< |
- | ^ BC< | + | ^ BC< |
- | ^ CO | 515 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | | + | ^ CO | 515 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | 350 | |
- | | **GASOLINE FUELS** | + | | **GASOLINE FUELS** |
- | ^ NH< | + | ^ NH< |
- | ^ NMVOC | + | ^ NMVOC |
- | ^ NO< | + | ^ NO< |
- | ^ SO< | + | ^ SO< |
- | ^ PM< | + | ^ PM< |
- | ^ BC< | + | ^ BC< |
- | ^ CO | 4,199 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | | + | ^ CO | 4,199 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | 4,010 | |
- | ^ TSP< | + | ^ TSP< |
- | ^ Pb< | + | ^ Pb< |
< | < | ||
< | < | ||
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Therefore, the fuel-consumption dependend trends in emission estimates are only influenced by the annual fuel mix. | Therefore, the fuel-consumption dependend trends in emission estimates are only influenced by the annual fuel mix. | ||
- | {{ : | + | {{ : |
+ | |||
+ | Here, diesel oil deliveries data show a peak in 2005 resulting in emission estimates well above the values of previous and following years. Due to the applied approach, the resulting outliers especially for NO< | ||
Here, for **sulphur dioxide**, this consumption-based falling trend is intensified by the impact of fuel-sulphur legislation. | Here, for **sulphur dioxide**, this consumption-based falling trend is intensified by the impact of fuel-sulphur legislation. | ||
- | {{ : | + | {{ : |
Over-all **particulate matter** emissions are dominated by emissions from diesel oil combustion with the falling trend basically following the decline in fuel consumption. | Over-all **particulate matter** emissions are dominated by emissions from diesel oil combustion with the falling trend basically following the decline in fuel consumption. | ||
Here, until 1997, the emission values reported for **total suspended particles (TSP)** are slightly higher than those reported for PM< | Here, until 1997, the emission values reported for **total suspended particles (TSP)** are slightly higher than those reported for PM< | ||
- | {{ :sector: | + | Regarding the peak in PM emissions 2005: The dominating source of particulate matter (and NO< |
- | ===== Recalculations ===== | ||
- | Changes in specific **activity data** result from a correction | + | {{ : |
- | The annual amounts reported for fossil gasoline and bio-gasoline remain unaltered. | + | ===== Recalculations ===== |
- | __Table: Revised activity data, in terajoules__ | + | <WRAP center round info 60%> |
- | ^ ^ 1990 | + | For information on revised inventory data, please see the [[sector: |
- | | **DIESEL OIL** | + | |
- | ^ Submission 2022 | 15.037 | 8.001 | 1.364 | 3.206 | 1.701 | 1.664 | 1.139 | 990 | 977 | 620 | 966 | 680 | 683 | 580 | 577 | 415 | 279 | 281 | | + | |
- | ^ Submission 2021 | 15.037 | 8.001 | 1.364 | 3.206 | 1.701 | 1.664 | 1.139 | 990 | 977 | 620 | 966 | 680 | 683 | 580 | 577 | 415 | 279 | 281 | | + | |
- | ^ absolute change | + | |
- | ^ relative change | + | |
- | | **BIODIESEL** | + | |
- | ^ Submission 2022 | | + | |
- | ^ Submission 2021 | | + | |
- | ^ absolute change | + | |
- | ^ relative change | + | |
- | | **GASOLINE** | + | |
- | ^ Submission 2022 | 21.508 | 9.800 | 7.477 | 6.838 | 6.095 | 4.764 | 4.919 | 4.854 | 4.792 | 4.624 | 4.106 | 4.027 | 3.635 | 3.287 | 2.959 | 2.463 | 2.300 | 2.269 | | + | |
- | ^ Submission 2021 | 21.508 | 9.800 | 7.477 | 6.857 | 6.128 | 4.789 | 4.955 | 4.907 | 4.862 | 4.696 | 4.175 | 4.092 | 3.695 | 3.342 | 3.009 | 2.503 | 2.341 | 2.269 | | + | |
- | ^ absolute change | + | |
- | ^ relative change | + | |
- | | **BIOGASOLINE** | + | |
- | ^ Submission 2022 | | + | |
- | ^ Submission 2021 | | + | |
- | ^ absolute change | + | |
- | ^ relative change | + | |
- | | **Ʃ 1.A.5.b i** ||||||||||||||||||| | + | |
- | ^ Submission 2022 | 36.545 | 17.801 | 8.841 | 10.306 | 8.089 | 6.716 | 6.266 | 6.063 | 6.029 | 5.476 | 5.323 | 4.920 | 4.517 | 4.041 | 3.696 | 3.004 | 2.699 | 2.663 | | + | |
- | ^ Submission 2021 | 36.545 | 17.801 | 8.841 | 10.324 | 8.123 | 6.741 | 6.303 | 6.117 | 6.102 | 5.551 | 5.394 | 4.988 | 4.580 | 4.099 | 3.748 | 3.046 | 2.741 | 2.663 | | + | |
- | ^ absolute change | + | |
- | ^ relative change | + | |
- | + | ||
- | + | ||
- | <WRAP center round info 65%> | + | |
- | For **pollutant-specific | + | |
</ | </ | ||
+ | |||
===== Planned improvements ===== | ===== Planned improvements ===== | ||
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===== FAQs ====== | ===== FAQs ====== | ||
- | [(AGEB2021> | + | [(AGEB2022> |
- | [(BAFA2021> | + | [(BAFA2022> |
- | URL: https:// | + | https:// |
- | [(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, | + | [(AGEB2022b> |
+ | [(KNOERR2022b> Knörr et al. (2022b): 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) 2022, Heidelberg, | ||
[(EMEPEEA2019> | [(EMEPEEA2019> | ||
[(RENTZ2008> | [(RENTZ2008> | ||
[(KNOERR2009> | [(KNOERR2009> | ||
[(IZT2007> | [(IZT2007> |