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sector:energy:fuel_combustion:transport:civil_aviation:start [2021/04/08 08:37] – kotzulla | sector:energy:fuel_combustion:transport:civil_aviation:start [2023/03/13 14:48] (current) – [FAQs] kotzulla | ||
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Essential for emissions reporting is the separation of domestic and international air traffic. This happens using a so-called split factor representing the ratio of fuel consumption for national flights and the over-all consumption. | Essential for emissions reporting is the separation of domestic and international air traffic. This happens using a so-called split factor representing the ratio of fuel consumption for national flights and the over-all consumption. | ||
- | For determination of this ratio, results from TREMOD AV (TRansport Emissions MODel AViation) have been used, based on the great circle distances flown by the different types of aircraft (Knörr et al. (2020c) [(KNOERR2020c)] & Gores (2020) [(GORES2020)]. Here, the ratio is calculated on the basis of statistics on numbers of national and international flights departing from German airports provided by the Federal Statistical Office (Statistisches Bundesamt). | + | For determination of this ratio, results from TREMOD AV (TRansport Emissions MODel AViation) have been used, based on the great circle distances flown by the different types of aircraft (Knörr et al. (2022c) [(KNOERR2022c)] & Gores (2022) [(GORES2022)]. Here, the ratio is calculated on the basis of statistics on numbers of national and international flights departing from German airports provided by the Federal Statistical Office (Statistisches Bundesamt). |
For further dividing kerosene consumption onto flight stages LTO and cruise, again results calculated within the TREMOD AV data base based on data provided by the Federal Statistical Office have been used. | For further dividing kerosene consumption onto flight stages LTO and cruise, again results calculated within the TREMOD AV data base based on data provided by the Federal Statistical Office have been used. | ||
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==== Activity Data ==== | ==== Activity Data ==== | ||
- | Emissions estimation is mainly based on consumption data for jet kerosene and aviation gasoline as provided in the national Energy Balances (AGEB, | + | Emissions estimation is mainly based on consumption data for jet kerosene and aviation gasoline as provided in the national Energy Balances (AGEB, |
Table 1: Sources for 1.A.3.a activity data | Table 1: Sources for 1.A.3.a activity data | ||
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__Table 2: Total inland fuel deliveries to civil aviation 1990-2019, in terajoules__ | __Table 2: Total inland fuel deliveries to civil aviation 1990-2019, in terajoules__ | ||
- | ^ ^ | + | ^ ^ 1990 ^ 1995 ^ 2000 ^ 2005 ^ 2010 ^ 2011 ^ 2012 ^ 2013 ^ 2014 ^ 2015 ^ 2016 ^ 2017 ^ 2018 ^ 2019 |
- | ^ Kerosene | + | ^ Kerosene |
- | ^ Avgas | + | ^ Avgas |
- | | **1.A.3.a** ^ 195.767 ^ | + | ^ 1.A.3.a |
- | source: Working Group on Energy Balances (AGEB): National Energy Balances (AGEB, | + | source: Working Group on Energy Balances (AGEB): National Energy Balances (AGEB, |
For the present purposes, kerosene-consumption figures from NEB and BAFA statistics have to be broken down by national (= domestic) and international flights: | For the present purposes, kerosene-consumption figures from NEB and BAFA statistics have to be broken down by national (= domestic) and international flights: | ||
- | Here, the split has been calculated on the basis of statistics on numbers of national and international flights departing from German airports provided by the Federal Statistical Office (Statistisches Bundesamt) within TREMOD AV [(KNOERR2020c)]. | + | Here, the split has been calculated on the basis of statistics on numbers of national and international flights departing from German airports provided by the Federal Statistical Office (Statistisches Bundesamt) within TREMOD AV [(KNOERR2022c)]. |
__Table 3: Ratios for calculating the shares of fuels used in 1.A.3.a ii - Domestic and 1.A.3.a i - International Civil Aviation, in %__ | __Table 3: Ratios for calculating the shares of fuels used in 1.A.3.a ii - Domestic and 1.A.3.a i - International Civil Aviation, in %__ | ||
- | | | + | | |
- | | **1.A.3.a ii - Civil domestic aviation** | + | | **1.A.3.a ii - Civil domestic aviation** |
- | ^ Kerosene | + | ^ Kerosene |
- | ^ Avgas | + | ^ Avgas |
- | | **1.A.3.a i - Civil international aviation** | + | | **1.A.3.a i - Civil international aviation** |
- | ^ Kerosene | + | ^ Kerosene |
- | ^ Avgas | + | ^ Avgas |
__Table 4: Resulting annual shares of jet kerosene and avgas used in 1.A.3.a ii - Domestic and 1.A.3.a i - International Civil Aviation, in terajoules__ | __Table 4: Resulting annual shares of jet kerosene and avgas used in 1.A.3.a ii - Domestic and 1.A.3.a i - International Civil Aviation, in terajoules__ | ||
- | | | + | | |
- | | 1.A.3.a ii - Civil domestic aviation | + | | 1.A.3.a ii - Civil domestic aviation |
- | ^ Kerosene | + | ^ Kerosene |
- | ^ Avgas | + | ^ Avgas |
- | | 1.A.3.a i - Civil international aviation | + | | 1.A.3.a i - Civil international aviation |
- | ^ Kerosene | + | ^ Kerosene |
- | ^ Avgas | + | ^ Avgas |
- | | 1.A.3.a - OVER-ALL | + | | 1.A.3.a - OVER-ALL |
- | ^ Kerosene | + | ^ Kerosene |
- | ^ Avgas | + | ^ Avgas |
The deviation of the kerosene consumed onto the two flight stages LTO and cruise again has been carried based on TREMOD AV estimations allowing the export of kerosene consumption during LTO for both domestic and international flights. | The deviation of the kerosene consumed onto the two flight stages LTO and cruise again has been carried based on TREMOD AV estimations allowing the export of kerosene consumption during LTO for both domestic and international flights. | ||
__Table 5: Annual shares of LTO phase in domestic and international civil aviation, in %__ | __Table 5: Annual shares of LTO phase in domestic and international civil aviation, in %__ | ||
- | | | + | | |
- | ^ 1.A.3.a i | 8,17 | + | ^ 1.A.3.a i |
- | ^ 1.A.3.a ii | 30,2 | 29,4 | 27,9 | 27,6 | + | ^ 1.A.3.a ii | 30.2 | 29.4 | 27.9 | 27.6 | 27.6 |
- | source: number of domestic and international flights as provided by the Federal Statistical Office (Destatis, | + | source: number of domestic and international flights as provided by the Federal Statistical Office (Destatis, |
a assumption: all aircraft using aviation gasoline are operated within the LTO-range below 3,000 feet and only for domestic flights | a assumption: all aircraft using aviation gasoline are operated within the LTO-range below 3,000 feet and only for domestic flights | ||
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**Nitrogen oxide (NO< | **Nitrogen oxide (NO< | ||
- | As a basis for these functions the EF of types of aircraft with given EF have been used (see: Knörr et al. (2020c)) [(KNOERR2020c)]. From the trend of the emissions calculated within TREMOD AV, annual average EF for the entire fleet have been formed, which have then been used for reporting. Hence, the EF differ widely from those used in earlier submissions. | + | As a basis for these functions the EF of types of aircraft with given EF have been used (see: Knörr et al. (2022c)) [(KNOERR2022c)]. From the trend of the emissions calculated within TREMOD AV, annual average EF for the entire fleet have been formed, which have then been used for reporting. Hence, the EF differ widely from those used in earlier submissions. |
**Ammonia (NH< | **Ammonia (NH< | ||
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Within the IPCC EF data base, there are no default data provided for emissions of particulate matter (TSP, PM< | Within the IPCC EF data base, there are no default data provided for emissions of particulate matter (TSP, PM< | ||
- | The EF for **water vapor (H< | + | The EF for **water vapor (H< |
As for **polycyclic aromatic hydrocarbons** (PAH), tier1 EF from (EMEP/EEA, 2019) [(EMEPEEA2019)] have been apllied here. As the EMEP guidebook does not provide original EF for jet kerosene, values provided for gasoline in road transport have been used here as a proxy and will be replaced by more appropriate data as soon as this is available. | As for **polycyclic aromatic hydrocarbons** (PAH), tier1 EF from (EMEP/EEA, 2019) [(EMEPEEA2019)] have been apllied here. As the EMEP guidebook does not provide original EF for jet kerosene, values provided for gasoline in road transport have been used here as a proxy and will be replaced by more appropriate data as soon as this is available. | ||
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> **NOTE:** For the country-specific emission factors applied for particulate matter, no clear indication is available, whether or not condensables are included. | > **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**, | + | > For information on the **emission factors for heavy-metal and POP exhaust emissions**, |
=====Recalculations===== | =====Recalculations===== | ||
- | With the total kerosene inland deliveries remainig unchanged within the National Energy Balances, the domestic share of total kerosene consumption was revised based on revised fuel-consumption estimates for the LTO-cycle as derived from the EMEP/EEA air pollutant emission inventory guidebook | + | With the total kerosene inland deliveries remainig unchanged within the National Energy Balances, the domestic share of total kerosene consumption was revised based on revised fuel-consumption estimates for the LTO-cycle as derived from the EMEP/EEA air pollutant emission inventory guidebook |
__Table 7: Revised percental shares of kerosene used for domestic flights, in %__ | __Table 7: Revised percental shares of kerosene used for domestic flights, in %__ | ||
- | | | + | | |
- | | **JET KEROSENE** | + | | **JET KEROSENE** |
- | ^ Submission | + | ^ Submission |
- | ^ Submission | + | ^ Submission |
- | ^ absolute change | + | ^ absolute change |
- | ^ relative change | + | ^ relative change |
- | | **AVGAS** | + | | **AVGAS** |
- | ^ Submission | + | ^ Submission |
- | ^ Submission | + | ^ Submission |
- | ^ absolute change | + | ^ absolute change |
- | ^ relative change | + | ^ relative change |
As a result, the amounts of fuel allocated to sub-categories of //1.A.3.a i - Civil international aviation// and //1.A.3.a ii - Civil domestic aviation// had to be revised accordingly. | As a result, the amounts of fuel allocated to sub-categories of //1.A.3.a i - Civil international aviation// and //1.A.3.a ii - Civil domestic aviation// had to be revised accordingly. | ||
__Table 8: Revised amounts of fuel allocated to international (1.A.3.a i) and domestic (1.A.3.a ii) flights, in terajoules__ | __Table 8: Revised amounts of fuel allocated to international (1.A.3.a i) and domestic (1.A.3.a ii) flights, in terajoules__ | ||
- | | | + | | |
- | ^ | + | ^ 1.A.3.a i - Civil international aviation |
- | | **JET KEROSENE** | + | | **JET KEROSENE** |
- | ^ Submission | + | ^ Submission 2023 | |
- | ^ Submission 2020 | + | ^ Submission |
- | ^ absolute change | + | ^ absolute change |
- | ^ relative change | + | ^ relative change |
- | | **AVGAS** | + | | **AVGAS** |
- | ^ Submission | + | ^ Submission |
- | ^ Submission | + | ^ Submission |
- | ^ absolute change | + | ^ absolute change |
- | ^ | + | ^ relative change |
- | | **JET KEROSENE** | + | ^ 1.A.3.a ii - Civil domestic aviation |
- | ^ Submission | + | | **JET KEROSENE** |
- | ^ Submission 2020 | + | ^ Submission 2023 | 29, |
- | ^ absolute change | + | ^ Submission |
- | ^ relative change | + | ^ absolute change |
- | | **AVGAS** | + | ^ relative change |
- | ^ Submission | + | | **AVGAS** |
- | ^ Submission | + | ^ Submission |
- | ^ absolute change | + | ^ Submission |
- | ^ relative change | + | ^ absolute change |
+ | ^ relative change | ||
- | <WRAP center round info 60%> | + | <WRAP center round info 65%> |
- | Polltutant-specific | + | For **pollutant-specific |
</ | </ | ||
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Information on uncertainties is provided here with most data representing expert judgement from the research project mentioned above. | Information on uncertainties is provided here with most data representing expert judgement from the research project mentioned above. | ||
- | For estimating uncertainties, | + | For estimating uncertainties, |
- | By additive linking of the squared partial uncertainties the overall uncertainty (U,,total,,) can then be estimated (IPCC, 2000) [(IPCC2000)]. | + | By additive linking of the squared partial uncertainties the overall uncertainty (U<sub>total</ |
The uncertainties given here have been evaluated for all time series and flight stages as average values. | The uncertainties given here have been evaluated for all time series and flight stages as average values. | ||
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For the years 1990 to 2002 data is based upon estimations carried out within TREMOD AV which themselves are based on data from the Federal Statistical Office and EF from the EMEP-EEA data base. For 2003 to 2011 data from Eurocontrol are being used, that are calculated within ANCAT. Comparing results from the ANCAT model with actual consumption data show aberrations of ±12 %. Here, data calculated with AEM 3 model would have an uncertainty of only 3 to 5 % (EUROCONTROL 2006) [(EUROCONTROL2006)]. | For the years 1990 to 2002 data is based upon estimations carried out within TREMOD AV which themselves are based on data from the Federal Statistical Office and EF from the EMEP-EEA data base. For 2003 to 2011 data from Eurocontrol are being used, that are calculated within ANCAT. Comparing results from the ANCAT model with actual consumption data show aberrations of ±12 %. Here, data calculated with AEM 3 model would have an uncertainty of only 3 to 5 % (EUROCONTROL 2006) [(EUROCONTROL2006)]. | ||
- | The image below shows the partial uncertainties and correlations used for uncertainty estimations carried out during the research project. Mouseclick to enlarge! | + | As no uncertainty estimates were carried out for ammonia |
- | [[gallery size=" | + | |
- | : Uncertainties.png | + | |
- | [[/ | + | |
- | + | ||
- | As no uncertainty estimates were carried out for NH,, | + | |
===== FAQs ===== | ===== FAQs ===== | ||
- | **//Whereby does the party justify the adding-up of the two amounts given in BAFA table 7j as deliveries 'An die Luftfahrt' | + | **Whereby does the party justify the adding-up of the two amounts given in BAFA table 7j as deliveries 'An die Luftfahrt' |
For mineral oils, German National Energy Balances (NEBs) - amongst other sources - are based on BAFA data on the amounts delivered to different sectors. A comparison with consumption data from AGEB and BAFA shows that data from NEB line 76 /63: ' | For mineral oils, German National Energy Balances (NEBs) - amongst other sources - are based on BAFA data on the amounts delivered to different sectors. A comparison with consumption data from AGEB and BAFA shows that data from NEB line 76 /63: ' | ||
- | **//Why is there no aviation gasoline | + | **On which basis does the party estimate the reported lead emissions from aviation gasoline?** |
- | Due to the lack of further information, | + | assumption by party: aviation gasoline |
+ | (AvGas 100 LL is the predominant sort of aviation gasoline in Western Europe)1 | ||
+ | lead content of AvGas 100 LL: 0.56 g lead/ | ||
+ | The applied procedure is similar to the one used for calculating lead emissions from leaded gasoline used in road transport. (There, in contrast to aviation gasoline, the lead content constantly declined resulting in a ban of leaded gasoline in 1997.) | ||
+ | |||
+ | **On which basis does the party estimate the reported TSP emissions from aviation gasoline?** | ||
+ | |||
+ | The TSP emissions calculated depend directly on the reported lead emissions: The emission factor for TSP is 1.6 times the emission factor used for lead: EF(TSP) = 1.6 x EF(Pb). | ||
+ | The applied procedure is similar to the one used for calculating TSP emissions from leaded gasoline used in road transport. | ||
+ | |||
+ | [(AGEB2022> | ||
+ | [(BAFA2022> | ||
+ | https:// | ||
[(KNOERR2010> | [(KNOERR2010> | ||
- | [(KNOERR2020c> Knörr et al. (2020c): Knörr, W., Schacht, A., & Gores, S.: TREMOD Aviation (TREMOD AV) 2018 - Revision des Modells zur Berechnung des Flugverkehrs (TREMOD-AV). Heidelberg, Berlin: Ifeu Institut für Energie- und Umweltforschung Heidelberg GmbH & Öko-Institut e.V., Berlin & Heidelberg, | + | [(KNOERR2022c> Knörr et al. (2021c): Knörr, W., Schacht, A., & Gores, S.: TREMOD Aviation (TREMOD AV) - Revision des Modells zur Berechnung des Flugverkehrs (TREMOD-AV). Heidelberg, Berlin: Ifeu Institut für Energie- und Umweltforschung Heidelberg GmbH & Öko-Institut e.V., Berlin & Heidelberg, |
- | [(GORES2020> Gores (2020): Inventartool zum deutschen Flugverkehrsinventar 1990-2018, im Rahmen der Aktualisierung des Moduls TREMOD-AV im Transportemissionsmodell TREMOD, Berlin, | + | [(GORES2022> Gores (2022): Inventartool zum deutschen Flugverkehrsinventar 1990-2020, im Rahmen der Aktualisierung des Moduls TREMOD-AV im Transportemissionsmodell TREMOD, Berlin, |
[(EMEPEEA2019> | [(EMEPEEA2019> | ||
[(EUROCONTROL2020> | [(EUROCONTROL2020> | ||
[(IPCC2006a> | [(IPCC2006a> | ||
- | [(AGEB2020> AGEB (2020): Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; | + | [(AGEB2022> AGEB, 2022: Working Group on Energy Balances (Arbeitsgemeinschaft Energiebilanzen (Hrsg.), AGEB): Energiebilanz für die Bundesrepublik Deutschland; |
- | [(BAFA2020> BAFA (2020): Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, | + | [(BAFA2022> BAFA, 2022: Federal Office of Economics and Export Control (Bundesamt für Wirtschaft und Ausfuhrkontrolle, |
- | URL: https:// | + | https:// |
[(DOEPELHEUER2002> | [(DOEPELHEUER2002> | ||
[(CORINAIR2006> | [(CORINAIR2006> | ||
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[(IPCC2000> | [(IPCC2000> | ||
[(EUROCONTROL2006> | [(EUROCONTROL2006> | ||
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