1.A.5.b - Other, Mobile (including Military)

In sub-category 1.A.5.b - Other, Mobile (including Military) emissions from landbased, air- and waterborne military vehicles are reported.

Basically, all fuel deliveries to the military are included in the primary fuel delivery data provided by the National Energy Balances (NEB) ¹⁾. As the NEB does not provide specific data for military use, the following additional sources are used:

Military land-based vehicles and aviation:

For the years as of 1995, the official mineral-oil data of the Federal Republic of Germany (Amtliche Mineralöldaten der Bundesrepublik Deutschland), prepared by the Federal Office of Economics and Export Control (BAFA), are used ²⁾. Provided in units of [1,000 t], these amounts have to be converted into [TJ] on the basis of the relevant net calorific values given by ³⁾.

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's official annual biofuel shares to the named total deliveries (see also: info on EF).

As there is no consistent NEB data availabe for aviation gasoline, delivery data from BAFA is applied for the entire time series.

Military navigation:

Primarilly, fuel deliveries to military navigation is included in the NEB data provided in NEB lines 6: 'International Deep-Sea Bunkers' and 64: 'Coastal and inland navigation' but cannot be derived directly. Therefore, starting with this submission, fuel use in military navigation is estimated within a specific model used for estimating emissions from German maritime activities ⁴⁾.

Table 1: Sources for consumption data in 1.A.5.b

Table 2: Annual over-all fuel consumption in military vehicles and mobile equipment, in terajoules

Table 3: Further break-down of annual military fuel consumption, in terajoules

Here, the activity data provided represents original annual fuel deliveries data derived from the Official Mineral Oil Data as compiled and published by BAFA ¹³⁾. Where the ups and downs visible for aviation gasoline appear to be influenced by stock-keeping activities, no clear explaination can be provided for jet kerosene, where a sharp decrease in inland deliveries is visible for 2024 that cannot be clarified at the moment.

Table: Outcome of Key Category Analysis

Here, due to the tier1 emission factors applied, annual emissions strongly correspond with activity data, therefore showing strong decline after 1990 and an ongoing downward trend.

Regarding the peak in NO_x emissions 2005: The dominating source of NO_x (and PM) emissions is the use of diesel oil in militar ground vehicles and machinery as well as military vessels. Here, the underlying activity data (annual diesel oil inland deliveries) for 2005 are well above the values of previous and following years but cannot be revised in a sensible way.

Furthermore, this NFR category shows interesting trends for emissions of Lead (Pb) from leaded gasoline (until 1997) and aviation gasoline:

Until 1997, lead emissions were dominated by the combustion of leaded gasoline in military ground-based vehicles. Therefore, the over-all trend for lead emissions from military vehicles and aircraft is driven mostly by the abolition of leaded gasoline in 1997. Towards this date, the amount of leaded gasoline decreased significantly. After 1997, the only source for lead from mobile fuel combustion is avgas used in military aircraft. As for avgas, the trend of consumption is more or less drecreasing steadily until 2005 but then shows a strong increase for 2006 and '07 (!), followed by no or very small deliveries. As mentioned above, there are no real consumption data available: AD is based on fuel deliveries to the military only. Thus, especially the trends for the use of aviation gasoline and the resulting emissions show this siginificant jumps in 2006 and 07. The party is aware of this issue and will try to solve it as soon as data allows. (see also: FAQ)

The trend for TSP emissions reflects the impact of leaded gasoline at least for 1990 to 1997. For all other years, particulate matter emissions simply follow the trend in over-all fuel consumption. Here, as already explained for NO_x, the increased 2005 emissions result form a corresponding jump in inland diesel-oil deliveries (see information on annual activity data above).

Regarding sulphur dioxide, emssions not only reflect the trend of fuel consumption but also the impact of fuel-sulphur legislation.

For all other reported pollutants, due to the application of tier1 emission factors, emission trends reported for this sub-category only reflect the trend in fuel deliveries.

Recalculations against last year's submission occur mainly due to the revision of the underlying National Energy Balances (NEB) 2003 to 2023.

Due to the enormous amount of input data (AIS ship movement data), no such re-calcluations are carried out within the BSH model yet, leaving the amounts of diesel oil/light fuel oil and heavy fuel oil cosumed in military vessels unaltered compared to the previous submission. Here, recalculations occur only due to revised emission factors (see sub-chapter on 1.A.5.b iii lnked above).

Table: Revised activity data 2003-2023, in terajoules [TJ]

Uncertainty estimates for activity data of mobile sources derive from research project FKZ 360 16 023: “Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland” by Knörr et al. (2009) ¹⁴⁾.

Uncertainty estimates for emission factors were compiled during the PAREST research project. Here, the final report has not yet been published.

With respect to NFR 1.A.5.b as such, no overarching improvements are planned. For further information on possible sub-sector specific improvements, please follow the links above.