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--- sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:fishing [2021/01/26 18:20] – [Table] kotzulla
+++ sector:energy:fuel_combustion:small_combustion:mobile_small_combustion:fishing [2023/05/17 07:44] (current) – [Planned improvements] kotzulla
@@ Line 3: / Line 3: @@
 ===== Short description =====
-In category //1.A.4.c iii// the emissions of Germany's maritime fishing fleet are reported.
+In NFR sub-category //1.A.4.c iii// fuel consumption and emissions of Germany's maritime fishing fleet are reported.
 ^  Method  ^  AD     ^  EF                ^  Key Category Analysis  ^
@@ Line 15: / Line 15: @@
 Primary fuel delivery data for national fishing is included in NEB lines 6 ('International Deep-Sea Bunkers') and 64 ('Coastal and Inland Navigation') for IMO-registered and unregistered ships respectively.
-The actual annual amounts used are therefore calculated within (Deichnik (2019)), where ship movement data (AIS signal) allows for a bottom-up approach providing the needed differentiation.[((bibcite 1))]
+The actual annual amounts used are therefore calculated within (Deichnik (2022)), where ship movement data (AIS signal) allows for a bottom-up approach providing the needed differentiation.[(DEICHNIK2022)]
 __Table 1: Annual fuel consumption, in terajoules__
-||		||=	**1990**	||=	**1995**	||=	**2000**	||=	**2005**	||=	**2010**	||=	**2011**	||=	**2012**	||=	**2013**	||=	**2014**	||=	**2015**	||=	**2016**	||=	**2017**	||=	**2018**	||=
+|                    ^  1990  ^  1995  ^  2000  ^  2005  ^  2010  ^  2011  ^  2012  ^  2013  ^  2014  ^  2015  ^  2016  ^  2017  ^  2018  ^  2019  ^  2020  ^  2021  ^
-||~	Diesel Oil	||>	711	||>	549	||>	531	||>	488	||>	473	||>	442	||>	431	||>	429	||>	472	||>	555	||>	1.117	||>	1.208	||>	2.455	||>
+^ Diesel oil         |    305 |    240 |    238 |    226 |    227 |    213 |    209 |    214 |    227 |    284 |    298 |    293 |    356 |    322 |    359 |    265 |
-||~	Biodiesel	||>	0	||>	0	||>	0	||>	4	||>	12	||>	11	||>	11	||>	10	||>	10	||>	10	||>	8	||>	8	||>	8	||>
+^ Heavy fuel oil     |   33,3 |   26,0 |   26,0 |   24,4 |   24,5 |  23,0  |  22,6  |  16,8  |  13,8  |  NO    |  NO    |  NO    |  NO    |  NO    |  NO    |  NO    |
-||~	Heavy Fuel Oil	||>	24	||>	18	||>	18	||>	16	||>	16	||>	15	||>	14	||>	14	||>	13	||>	0	||>	0	||>	0	||>	0	||>
+| **Ʃ 1.A.4.c iii**  ^    338 ^    266 ^    264 ^    250 ^    251 ^    236 ^    232 ^    231 ^    241 ^    284 ^    298 ^    293 ^    356 ^    322 ^    359 ^    265 ^
-||	**Ʃ 1.A.4.c iii** 	||~	735	||~	567	||~	549	||~	508	||~	500	||~	467	||~	456	||~	452	||~	496	||~	565	||~	1,126	||~	1,216	||~	2,463	||>
-> The strong increase after 2015 cannot be conclusively explained  at the moment.
+The strong increase after 2015 cannot be conclusively explained at the moment. However, even if the over-all fuel quantities delivered to the navigation sector would be somehow misallocated between the specific nautical acitivities, there would be no over- or under-estimation of over-all emissions.
-> However, even if the over-all fuel quantities delivered to the navigation sector would be somehow misallocated between the specific nautical acitivities, there would be no over- or under-estimation of emissions.
-[[gallery size="medium"]]
+==== Emission factors ====
-: 1A4ciii_AD.png
-: 1A4ciii_AD_bio.png
-: 1A4ciii_AD_HFO.png
-[[/gallery]]
-++ 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 the BSH model [((bibcite 1))] which mainly relate on values from the EMEP/EEA guidebook 2016 [((bibcite 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.
+For the main pollutants, country-specific implied values are used, that are based on tier3 EF included in the BSH model [(DEICHNIK2020)] which mainly relate on values from the EMEP/EEA guidebook 2019 [(EMEPEEA2019)]. 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 emission factors, in kg/TJ__
-||		||=	**1990**	||=	**1995**	||=	**2000**	||=	**2005**	||=	**2010**	||=	**2011**	||=	**2012**	||=	**2013**	||=	**2014**	||=	**2015**	||=	**2016**	||=	**2017**	||=	**2018**	||=
+|                     ^  1990  ^  1995  ^  2000  ^  2005  ^  2010  ^  2011  ^  2012  ^  2013  ^  2014  ^  2015  ^  2016  ^  2017  ^  2018  ^  2019  ^  2020  ^  2021  ^
-||||||||||||||||||||||||||||||||||||||||||||||||<	**Diesel fuels**^^1^^ 																	||=
+| **DIESEL OIL**                                                                                                                                      |||||||||||||||||
-||~	NH,,3,,	||>	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	||=
+^ NH<sub>3</sub>      |   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 |   0.32 |   0.32 |   0.32 |
-||~	NMVOC	||>	50.0	||>	50.0	||>	50.0	||>	50.0	||>	50.0	||>	50.0	||>	50.0	||>	49.8	||>	50.4	||>	49.6	||>	50.7	||>	51.5	||>	52.9	||=
+^ NMVOC               |   50.2 |   50.2 |   50.2 |   50.2 |   50.2 |   50.2 |   50.2 |   49.5 |   46.4 |   45.6 |   45.2 |   46.4 |   46.3 |   46.3 |   46.6 |   45.5 |
-||~	NO,,x,,	||>	1,099	||>	1,099	||>	1,099	||>	1,099	||>	1,099	||>	1,099	||>	1,099	||>	1,090	||>	1,090	||>	1,092	||>	1,092	||>	1,091	||>	1,093	||=
+^ NO<sub>x</sub>      |  1,139 |  1,139 |  1,139 |  1,139 |  1,139 |  1,139 |  1,139 |  1,139 |  1,172 |  1,172 |  1,174 |  1,164 |  1,172 |  1,170 |  1,171 |  1,181 |
-||~	SO,,x,,	||>	466	||>	419	||>	233	||>	186	||>	70	||>	65	||>	56	||>	53	||>	50	||>	42	||>	42	||>	42	||>	43	||=
+^ SO<sub>x</sub>      |    466 |    419 |    233 |    186 |   69.8 |   65.2 |   55.5 |   53.6 |   50.8 |   37.2 |   37.2 |   37.2 |   37.2 |   37.2 |   37.2 |   37.2 |
-||~	PM	||>	291	||>	262	||>	145	||>	116	||>	44	||>	41	||>	41	||>	43	||>	41	||>	43	||>	40	||>	39	||>	36	||=
+^ BC <sup>2</sup>     |   83.7 |   75.3 |   41.8 |   33.5 |   12.5 |   11.7 |   11.7 |   12.3 |   12.3 |   12.5 |   12.7 |   12.4 |   12.2 |   12.0 |   11.6 |   11.5 |
-||~	BC^^3^^ ||>	84.2	||>	75.8	||>	42.1	||>	33.7	||>	12.6	||>	11.8	||>	11.8	||>	12.3	||>	12.0	||>	12.4	||>	11.7	||>	11.2	||>	10.4	||=
+^ PM <sub>2.5</sub>   |    270 |    243 |    135 |    108 |   40.5 |   37.8 |   37.8 |   39.8 |   39.5 |   40.4 |   41.1 |   40.0 |   39.4 |   38.8 |   37.5 |   37.2 |
-||~	CO   	||>	102	||>	102	||>	102	||>	102	||>	102	||>	102	||>	102	||>	106	||>	103	||>	107	||>	101	||>	96	||>	90	||=
+^ PM <sub>10</sub>    |    289 |    260 |    144 |    115 |   43.3 |   40.4 |   40.4 |   42.6 |   42.3 |   43.2 |   43.9 |   42.8 |   42.1 |   41.5 |   40.1 |   39.8 |
-||||||||||||||||||||||||||||||||||||||||||||||||<	**Heavy fuel oil**																		||=
+^ TSP                 |    289 |    260 |    144 |    115 |   43.3 |   40.4 |   40.4 |   42.6 |   42.3 |   43.2 |   43.9 |   42.8 |   42.1 |   41.5 |   40.1 |   39.8 |
-||~	NH,,3,,	||>	0.33	||>	0.33	||>	0.33	||>	0.33	||>	0.33	||>	0.33	||>	0.33	||>	0.34	||>	0.35	||=	NA	||=	NA	||=	NA	||=	NA	||=
+^ CO                  |    102 |    102 |    102 |    102 |    102 |    102 |    102 |    107 |    107 |    110 |    112 |    109 |    107 |    106 |    103 |    103 |
-||~	NMVOC	||>	33.2	||>	33.2	||>	33.2	||>	33.2	||>	33.2	||>	33.2	||>	33.2	||>	30.6	||>	30.2	||=	NA	||=	NA	||=	NA	||=	NA	||=
+| **HEAVY FUEL OIL**                                                                                                                                  |||||||||||||||||
-||~	NO,,x,,	||>	1,187	||>	1,187	||>	1,187	||>	1,187	||>	1,187	||>	1,187	||>	1,188	||>	1,283	||>	1,287	||=	NA	||=	NA	||=	NA	||=	NA	||=
+^ NH<sub>3</sub>      |   0.33 |   0.33 |   0.33 |   0.33 |   0.33 |   0.33 |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |
-||~	SO,,x,,	||>	1.319	||>	1.332	||>	1.323	||>	1.336	||>	496	||>	496	||>	496	||>	496	||>	506	||=	NA	||=	NA	||=	NA	||=	NA	||=
+^ NMVOC               |   36.4 |   36.4 |   36.4 |   36.4 |   36.4 |   36.4 |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |
-||~	PM,,2.5,,^^2^^	||>	469	||>	474	||>	471	||>	475	||>	176	||>	176	||>	176	||>	149	||>	149	||=	NA	||=	NA	||=	NA	||=	NA	||=
+^ NO<sub>x</sub>      |  1,258 |  1,258 |  1,258 |  1,258 |  1,258 |  1,258 |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |
-||~	PM,,10,,	||>	516	||>	521	||>	518	||>	523	||>	194	||>	194	||>	194	||>	164	||>	164	||=	NA	||=	NA	||=	NA	||=	NA	||=
+^ SO<sub>x</sub>      |  1,319 |  1,332 |  1,323 |  1,336 |    496 |    496 |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |
-||~	TSP  	||>	516	||>	521	||>	518	||>	523	||>	194	||>	194	||>	194	||>	164	||>	164	||=	NA	||=	NA	||=	NA	||=	NA	||=
+^ BC <sup>2</sup>     |   64.9 |   65.5 |   65.1 |   65.7 |   24.4 |   24.4 |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |
-||~   BC^^3^^´||>	56.3	||>	56.8	||>	56.5	||>	57.0	||>	21.2	||>	21.2	||>	21.2	||>	17.9	||>	17.9	||=	NA	||=	NA	||=	NA	||=	NA	||=
+^ PM <sub>2.5</sub>   |    541 |    546 |    542 |    548 |    203 |    203 |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |
-||~	CO   	||>	182	||>	182	||>	182	||>	182	||>	182	||>	182	||>	182	||>	158	||>	165	||=	NA	||=	NA	||=	NA	||=	NA	||=
+^ PM <sub>10</sub>    |    595 |    601 |    597 |    602 |    224 |    224 |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |
-^^1^^ due to lack of better information: similar EF are applied for fossil diesel oil and biodiesel
+^ TSP                 |    595 |    601 |    597 |    602 |    224 |    224 |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |
-^^2^^ ratios PM,,2.5,, : PM,,10,, : TSP derived from the tier1 default EF as provided in [((bibcite 2))]
+^ CO                  |    200 |    200 |    200 |    200 |    200 |    200 |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |  NA    |
-^^3^^ estimated from f-BCs as provided in [((bibcite 3))]: f-BC (HFO) = 0.12, f-BC (MDO/MGO) = 0.31 as provided in [((bibcite 2))], chapter: 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation, Table 3-2 and Table A1 - BC fractions of PM emissions from relevant studies
+<sup>1</sup> ratios PM<sub>2.5</sub> : PM<sub>10</sub> : TSP derived from the tier1 default EF as provided in [(EMEPEEA2019)] \\
+<sup>2</sup> estimated from f-BCs as provided in [(EMEPEEA2019)]: f-BC (HFO) = 0.12, f-BC (MDO/MGO) = 0.31, chapter: 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii \\
+Navigation, Table 3-2 and Table A1 - BC fractions of PM emissions from relevant studies
 > **NOTE:** 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 [[[ appendix2.3-HM-from-mobile-sources | Appendix 2.3 - Heavy Metal (HM) exhaust emissions from mobile sources]]] and [[[ appendix2.4-POPs-from-mobile-sources | Appendix 2.4 - Persistent Organic Pollutant (POP) exhaust emissions from mobile sources ]]].
+> 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.
@@ Line 74: / Line 68: @@
 ===== Recalculations =====
-Recalculations occur only to the revised **activity data** reported for 2016 and 2017.
+With both **activity data and emission factors unaltered**, no recalculations occur against last year's submission.
-Here, due to a revision of the official blending rates, the amounts of biodiesel used in NFR 1.A.4.c iii have been revised for 2016 and 2017.
-__Table 3: Revised biodiesel consumption estimates 2016 and 2017, in terajoules__
-||=		||||=	**Biodiesel**			||||=
-||=		||=	**2016**	||=	**2017**	||=
-||~	Submission 2020	||>	8.49	||>	7.82	||>
-||~	Submission 2019	||>	7.88	||>	8.11	||>
-||~	absolute change	||>	0.61	||>	-0.29	||>
-||~	relative change	||>	7.77%	||>	-3.57%	||>
-All **emission factors** remain unrevised, instead.
+<WRAP center round info 65%>
+For **pollutant-specific information on recalculated emission estimates for Base Year and 2020**, please see the recalculation tables following [[general:recalculations:start|chapter 8.1 - Recalculations]].
-<WRAP center round info 60%>
-For pollutant-specific information on recalculated emission estimates for Base Year and 2018, please see the pollutant specific recalculation tables following [[general:recalculations:start|chapter 8.1 - Recalculations]].
 </WRAP>
@@ Line 97: / Line 81: @@
 =====Planned improvements =====
-> Besides a routine revision of the BSH model, further focus will be put on the correct allocation of actvity data to the different navigation activities covered in different NFR sub-sectors.
+Besides a routine revision of the underlying BSH model, further focus will be put on the correct allocation of actvity data to the different navigation activities covered in different NFR sub-sectors.
+With respect to the strong increase in activity data from 2015 to 2016: This issue is under discussion with the BSH Hamburg as the agency in charge of the underlying model. However, these activity data are based on ship movement data showing a correspondingly increasing trend. Nonetheless, the model is under steady revision and erroneous calculations and results will be corrected whenever they are determined.
-------
-[[bibliography]]
+[(DEICHNIK2022> Deichnik (2022): 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.)]
-: 1 : Deichnik (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, 2019.
+[(EMEPEEA2019> EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook – 2019; Chapter 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation; URL: https://www.eea.europa.eu/publications/emep-eea-guidebook-2019/part-b-sectoral-guidance-chapters/1-energy/1-a-combustion/1-a-3-d-navigation )]
-: 2 : EMEP/EEA, 2019: EMEP/EEA air pollutant emission inventory guidebook – 2019; Chapter 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation; URL: https://www.eea.europa.eu/publications/emep-eea-guidebook-2019/part-b-sectoral-guidance-chapters/1-energy/1-a-combustion/1-a-3-d-navigation
+[(RENTZ2008> Rentz et al., 2008: Nationaler Durchführungsplan unter dem Stockholmer Abkommen zu persistenten organischen Schadstoffen (POPs), im Auftrag des Umweltbundesamtes, FKZ 205 67 444, UBA Texte | 01/2008, January 2008; URL: https://www.umweltbundesamt.de/en/publikationen/nationaler-durchfuehrungsplan-unter-stockholmer )]
-: 3 : Rentz et al., 2008: Nationaler Durchführungsplan unter dem Stockholmer Abkommen zu persistenten organischen Schadstoffen (POPs), im Auftrag des Umweltbundesamtes, FKZ 205 67 444, UBA Texte | 01/2008, January 2008; URL: https://www.umweltbundesamt.de/en/publikationen/nationaler-durchfuehrungsplan-unter-stockholmer
-[[/bibliography]]

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