meta data for this page
Differences
This shows you the differences between two versions of the page.
Both sides previous revisionPrevious revisionNext revision | Previous revisionLast revisionBoth sides next revision | ||
sector:energy:fuel_combustion:transport:navigation:international_maritime_navigation [2022/02/07 12:34] – [FAQs] kotzulla | sector:energy:fuel_combustion:transport:navigation:international_maritime_navigation [2023/01/17 07:25] – [Discussion of emission trends] kotzulla | ||
---|---|---|---|
Line 18: | Line 18: | ||
==== Activity data ==== | ==== Activity data ==== | ||
- | Primary fuel delivery data (primary activity data, PAD) for // | + | Primary fuel delivery data (primary activity data, PAD) for // |
The AD applied for // | The AD applied for // | ||
Line 24: | Line 24: | ||
| <WRAP left round info 100%> | | <WRAP left round info 100%> | ||
+ | As a result, activity data can fluctuate strongly from year to year. | ||
+ | |||
+ | However, this effect can be explained with the fact that large ocean-going ships do not need to bunker fuels on every single harbour but can go on for weeks without any additional fuel uptake. | ||
+ | |||
+ | This can be further increased with increasing differences in fuel prices. | ||
__Table 1: Annual fuel consumption, | __Table 1: Annual fuel consumption, | ||
- | | ^ 1990 | + | | |
- | ^ Diesel Oil | + | ^ Diesel |
- | ^ Heavy fuel oil | + | ^ Heavy fuel oil | 76,942 | 62,066 | 67,080 | 83,224 | |
- | | **Ʃ 1.A.3.d i** ^ 90,104 ^ 75,162 ^ 80,789 ^ 95, | + | | **Ʃ 1.A.3.d i** |
- | source: own estimates based on underlying BSH model (Deichnik, K. (2020)) [(DEICHNIK2020)] | + | source: own estimates based on underlying BSH model (Deichnik, K. (2022)) [(DEICHNIK2022)] |
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. | 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. | ||
Line 40: | Line 45: | ||
==== Emission factors ==== | ==== Emission factors ==== | ||
- | For **main pollutants** and **particulate matter**, modelled emission factors are available from (Deichnik, K. (2020)) [(DEICHNIK2020)]. | + | For **main pollutants** and **particulate matter**, modelled emission factors are available from (Deichnik, K. (2022)). |
Here, for **sulphur dioxide** and **particulate matter**, annual values are available representing the impact of fuel sulphur legislation. | Here, for **sulphur dioxide** and **particulate matter**, annual values are available representing the impact of fuel sulphur legislation. | ||
Line 46: | Line 51: | ||
__Table 2: Annual country-specific emission factors, in kg/TJ__ | __Table 2: Annual country-specific emission factors, in kg/TJ__ | ||
- | | | + | | |
- | | **DIESEL OIL** ||||||||||||||| | + | | **DIESEL OIL** | | | | | | | | | | | | | | | | | |
- | ^ NH< | + | ^ NH< |
- | ^ NMVOC | + | ^ NMVOC |
- | ^ NO< | + | ^ NO< |
- | ^ SO< | + | ^ SO< |
- | ^ BC< | + | ^ BC< |
- | ^ PM< | + | ^ PM< |
- | ^ PM< | + | ^ PM< |
- | ^ TSP< | + | ^ TSP< |
- | ^ CO | + | ^ CO | 128 | 128 | 128 | 128 | 128 | 129 | 128 | 128 | 130 | 140 | 142 | 141 | 139 | 140 | 138 | 140 | |
- | | **HEAVY FUEL OIL** ||||||||||||||| | + | | **HEAVY FUEL OIL** | | | | | | | | | | | | | | | | | |
- | ^ NH< | + | ^ NH< |
- | ^ NMVOC | + | ^ NMVOC |
- | ^ NO< | + | ^ NO< |
- | ^ SO< | + | ^ SO< |
- | ^ BC< | + | ^ BC< |
- | ^ PM< | + | ^ PM< |
- | ^ PM< | + | ^ PM< |
- | ^ TSP< | + | ^ TSP< |
- | ^ CO | + | ^ CO | 179 | 179 | 179 | 179 | 179 | 179 | 179 | 175 | 173 | 144 | 162 | 157 | 156 | 150 | 151 | 150 | |
< | < | ||
< | < | ||
Line 83: | Line 88: | ||
**NFR 1.A.3.d i** is **not considered in the key category analysis**. | **NFR 1.A.3.d i** is **not considered in the key category analysis**. | ||
- | Emission trends for unregulated pollutants (such as **NH< | + | Basically, with no significant technical improvements with respect to mitigation technologies, trends in emissions depend more or less directly the amounts of fuels bunkered in German harbours |
- | {{ : | + | Here, as the amounts of fuels allocated to international maritime |
- | On the other hand, the emission trends for **SO< | + | Therefore, especially emission trends for unregulated pollutants (such as **NH< |
+ | |||
+ | {{ : | ||
+ | |||
+ | In contrast, | ||
+ | |||
+ | {{ : | ||
+ | {{ : | ||
- | {{ : | ||
===== Recalculations ===== | ===== Recalculations ===== | ||
- | Resulting from changes in the fuel consumption data computed within [(DEICHNIK2021)] for // | + | Resulting from changes in the fuel consumption data computed within [(DEICHNIK2022)] for // |
__Table 3: Revised annual fuel consumption data, in terajoules__ | __Table 3: Revised annual fuel consumption data, in terajoules__ | ||
- | | ^ 1990 | + | | ^ 1990 |
- | | **DIESEL OIL** ^^^^^^^^^^^^^^^^^^^ | + | | **DIESEL OIL** | |
- | ^ current submission | + | ^ current submission |
- | ^ previous submission | + | ^ previous submission |
- | ^ absolute change | + | ^ absolute change |
- | ^ relative change | + | ^ relative change |
- | | **HEAVY FUEL OIL** ||||||||||||||||||| | + | | **HEAVY FUEL OIL** |
- | ^ current submission | + | ^ current submission |
- | ^ previous submission | + | ^ previous submission |
- | ^ absolute change | + | ^ absolute change |
- | ^ relative change | + | ^ relative change |
- | | **OVER-ALL FUEL CONSUMPTION** | + | | **OVER-ALL FUEL CONSUMPTION** |
- | ^ current submission | + | ^ current submission |
- | ^ previous submission | + | ^ previous submission |
- | ^ absolute change | + | ^ absolute change |
- | ^ relative change | + | ^ relative change |
- | < | + | < |
In addition, all country-specific **emission factors have been revised** compared to last year's submission but cannot be displayed here. | In addition, all country-specific **emission factors have been revised** compared to last year's submission but cannot be displayed here. | ||
- | <WRAP center round info 60%> | + | |
- | For more information on recalculated emission estimates for Base Year and 2019, please see the pollutant-specific | + | <WRAP center round info 65%> |
+ | For **pollutant-specific | ||
</ | </ | ||
Line 130: | Line 142: | ||
===== FAQs ===== | ===== FAQs ===== | ||
- | [(AGEB2021> AGEB, 2021: 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; |
- | [(DEICHNIK2021> Deichnik, K. (2021): 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, | + | [(DEICHNIK2022> Deichnik, K. (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, |
[(EMEPEEA2019> | [(EMEPEEA2019> | ||
[(KNOERR2009> | [(KNOERR2009> |