1.A.5.b iii - Emissions from Military Navigation

Last updated on 16 Oct 2015 06:20 (cf. Authors)

Short description

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

NFR-Code Name of Category Method AD EF Key Source for (by1)
1.A.5.b iii Other: Military - Mobile Combustion: Waterborne T1, T2 NS, M D, M, CS, T1, T3 see superordinate chapter

Method

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 and non-IMO ships respectively.

The annual shares used within NFR 1.A.5.b iii are therefore calculated within (BSH, 2015), where ship movement data (AIS signal) allows for a bottom-up approach providing the needed differentiation.

Table 1: Annual fuel consumption in [TJ]
1990 1995 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Diesel Oil 983 665 563 516 497 449 431 410 383 366 360 349 347 330 313 300
Biodiesel 0 0 0 0 0 0 4 9 11 16 18 24 22 21 20 17
Heavy Fuel Oil 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
TOTAL 983 665 563 516 497 449 434 419 394 382 378 373 369 351 334 317

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 [1] which mainly relate on values from the EMEP/EEA guidebook 2013 [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 heavy metals and PAHs, HCB and PCBs, tier1 defaults from [2] are used directly, whereas for PCDD/F values from a study carried out for UBA are applied. - Here, as the guidebook does not provide source-specific values for PAHs, respective values provided for diesel in railways and heavy duty road vehicles have been applied as a gap-filling proxy [3], [4].

Regarding PCDD/F, a country-specific value for diesel oil from (Rentz et al., 2008) [5] has been applied.

Table3: (I)EFs used for 2013 emission estimates1
Main Pollutants Particulate Matter Heavy Metals Persistent Organis Pollutants
NEC Other PM2.5 ≤ PM10 ≤ TSP Main HM Other HM Polycyclic Aromatic Hydrocarbons Dioxins & Furans
NH3 NMVOC NOx SO2 CO PM2.5 PM10 TSP Pb Cd Hg As Cr Cu Ni Se Zn B[a]P B[b]F B[k]F I[…]P ∑PAH 1-4 PCDD/F HCB PCBs
kg/TJ kg/TJ g/TJ mg/TJ µg/TJ mg/TJ
0.322 54.52 1,0422 65.23 1982 78.84 78.84 78.84 3.036 0.236 0.706 0.936 1.166 20.56 236 2.336 27.96 6987 1,1647 8018 1848 2,8479 93.010 1.866 8.856

1 due to lack of better information: similar EF are applied for fossil diesel oil and biodiesel
2 annual country-specific tier2 values from [1]
3 country-specific tier1 values from [1]
4 EF(PM2.5) also applied for PM10 and TSP (assumption: > 99% of TSP from diesel oil combustion consists of PM2.5)
5 tier1 defaults from EMEP/EEA GB 2013: chapter: 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation: Table 3-2 [3]
6 tier1 defaults from EMEP/EEA GB 2013: chapter: 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation: Table 3-1 [3]
7 tier1 defaults from EMEP/EEA GB 2013: chapter: 1.A.3.c Railways: Diesel, Table 3-1 [4]
8 tier1 defaults from EMEP/EEA GB 2013, chapter: 1.A.3.b.i, 1.A.3.b.ii, 1.A.3.b.iii, 1.A.3.b.iv - Road transport, Table 3-8: HDV, Diesel [5]
9 sum of tier1 default values applied for B[a]P, B[b]F, B[k]F, and I[1,2,3-c,d]P
10 tier1 values derived from [5]

Discussion of emission trends

This sub-category is not considered separately in the key category analysis.

Due to the application of very several tier1 emission factors, most emission trends reported for this sub-category only reflect the trend in fuel deliveries.
Therefore, the fuel-consumption dependend trends in emission estimates are only influenced by the annual fuel mix.

Selected main pollutants: NOx

Sulphur dioxide and particulate matter

As fuel sulphur content underlies strict legislation, the trends of these directly related emissions reflect the outcome of ever lower fuel sulphur contents.

Recalculations

As this sub-category of NFR 1.A.5.b is included separately for the first time, information on recalculated data can only be provided with the next annual submission.

Uncertainties

See superordinate chapter on NFR 1.A.5.b.

Planned improvements

Besides a routine revision of the BSH model used for maritime activities, no specific improvements are planned.


Bibliography
1. BSH, 2015:
2. EMEP/EEA, 2013a: EMEP/EEA air pollutant emission inventory guidebook – 2013; Chapter 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii Navigation - http://www.eea.europa.eu/publications/emep-eea-guidebook-2013/part-b-sectoral-guidance-chapters/1-energy/1-a-combustion/1-a-3-d-navigation
3. EMEP/EEA, 2013c: EMEP/EEA air pollutant emission inventory guidebook – 2013; Chapter 1.A.3.c Railways - http://www.eea.europa.eu/publications/emep-eea-guidebook-2013/part-b-sectoral-guidance-chapters/1-energy/1-a-combustion/1-a-3-c-railways
4. EMEP/EEA, 2013b: EMEP/EEA air pollutant emission inventory guidebook – 2013; Chapter 1.A.3.b.i, 1.A.3.b.ii, 1.A.3.b.iii, 1.A.3.b.iv - Road transport - http://www.eea.europa.eu/publications/emep-eea-guidebook-2013/part-b-sectoral-guidance-chapters/1-energy/1-a-combustion/1-a-3-b-road-transport
5. 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: http://www.umweltbundesamt.de/en/publikationen/nationaler-durchfuehrungsplan-unter-stockholmer
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