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1.A.5.b iii - Military Navigation

Short description

In sub-category 1.A.5.b iii - Other, Mobile (including Military) emissions from military navigation are reported.

Method AD EF Key Category Analysis
T1, T2 NS, M D, M, CS, T1, T3 see superordinate chapter

Methodology

Activity Data

Primary fuel data for national military waterborne activities is included in NEB lines 6 ('International Deep-Sea Bunkers') and 64 ('Coastal and Inland Navigation') for IMO-registered and not registered ships respectively.

The annual shares used within NFR 1.A.5.b iii are therefore calculated within (Deichnik, K. (2022)) 1), where ship movement data (AIS signal) allows for a bottom-up approach providing the needed differentiation.

Table 1: Annual fuel consumption, in terajoules

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Diesel Oil 380 263 228 171 150 144 138 111 104 154 141 156 133 164 195 118
Heavy Fuel Oil 152 104 90.4 67.4 59.0 56.5 54.0 43.9 60.5 0 0 0 0 0 0 0
Ʃ 1.A.5.b iii 532 366 318 239 209 200 192 155 165 154 141 156 133 164 195 118

source: Deichnik, K. (2022): BSH model 2022

Annual liquid fuels consumption

Emission factors

The emission factors applied here, are derived from different sources and therefore are of very different quality.

For the main pollutants, country-specific implied values are used, that are based on tier3 EF included in (Deichnik (2022)) which mainly relate on values from the EMEP/EEA guidebook 2019 2). These modelled IEFs take into account the ship specific information derived from AIS data as well as the mix of fuel-qualities applied depending on the type of ship and the current state of activity.

Table 2: Annual country-specific implied emission factors1 for diesel fuels, in kg/TJ

1990 1995 2000 2005 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
DIESEL OIL
NH3 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33
NMVOC 39.6 39.6 39.6 39.6 39.6 39.6 39.6 40.0 39.4 34.2 34.1 34.1 36.2 35.5 36.6 36.6
NOx 1,228 1,228 1,228 1,228 1,228 1,228 1,228 1,221 1,227 1,286 1,294 1,298 1,252 1,265 1,274 1,274
SOx 466 419 233 186 69.8 65.2 60.3 56.7 53.7 37.2 37.2 37.2 37.2 37.2 37.2 37.2
BC 111 99.8 55.4 44.3 16.6 15.5 15.5 15.5 15.8 15.9 15.2 14.8 16.1 15.3 13.1 13.1
PM2.5 358 322 179 143 53.6 50.1 50.1 50.1 51.0 51.2 49.1 47.8 51.9 49.3 42.2 42.2
PM10 383 344 191 153 57.4 53.6 53.6 53.6 54.6 54.8 52.5 51.1 55.5 52.7 45.1 45.1
TSP 383 344 191 153 57.4 53.6 53.6 53.6 54.6 54.8 52.5 51.1 55.5 52.7 45.1 45.1
CO 140 140 140 140 140 140 140 139 142 148 144 141 148 142 127 127
HEAVY FUEL OIL
NH3 0.34 0.34 0.34 0.34 0.34 0.34 0.34 0.34 0.35 NA
NMVOC 28.0 28.0 28.0 28.0 28.0 28.0 28.0 27.0 28.6 NA
NOx 1,468 1,468 1,468 1,468 1,468 1,468 1,468 1,488 1,496 NA
SOx 1,319 1,332 1,323 1,336 496 496 496 495 506 NA
BC 42,3 42,7 42,4 42,9 15,9 15,9 15,9 14,9 16,3 NA
PM2.5 353 356,0 354 357 132 133 133 124 136 NA
PM10 388 392 389 393 146 146 146 137 150 NA
TSP 388 392 389 393 146 146 146 137 150 NA
CO 154 154 154 154 154 154 154 148 157 NA

1 due to lack of better information: similar EF are applied for fossil and biodiesel
2 ratio PM2.5 : PM10 : TSP derived from the tier1 default EF as provided in 3)
3 estimated from a BC-fraction of 0.31 as provided in 4), chapter: 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation, Table 3-2

With respect to the emission factors applied for particulate matter, given the circumstances during test-bench measurements, condensables are most likely included at least partly. 1)

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.

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.

Recalculations

For information on revised inventory data, please see the superordinate chapter.

Uncertainties

For uncertainty information, please see the superordinate chapter.

Planned improvements

A routine revision of the underlying model is planned for the next annual submission.

1) Deichnik (2022): Deichnik, K.: 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, 2022.
2), 3), 4) EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook 2019, Copenhagen, 2019.
1)
During test-bench measurements, temperatures are likely to be significantly higher than under real-world conditions, thus reducing condensation. On the contrary, smaller dillution (higher number of primary particles acting as condensation germs) together with higher pressures increase the likeliness of condensation. So over-all condensables are very likely to occur but different to real-world conditions.