1.A.3.d ii (b) - National Inland Navigation

Last updated on 28 Feb 2017 12:22 (cf. Authors)

Short description

Within 1.A.3.d ii (b) emissions from national inland navigation are described in more detail.

NFR-Code Name of Category Method AD EF Key Category for (by1)
1.A.3.d ii (b) National Inland Navigation T1, T2 T1, NS, M T1, T2, CS, D not included separately in key category analysis

Activity Data

Primary fuel deliveries data for national inland navigation is included in line 64 ('Coastal and Inland Navigation') of the National Energy Balances (AGEB, 2016) [1] together with respective data for non-IMO ships and vessels used in 1.A.3.d ii (a) - National maritime transport, 1.A.4.c iii - National fishing, 1.A.5.b iii - Military navigation. (NEB line 64 also inlcudes fuel deliveries to 1.A.3.d i (ii) - International inland navigation, that cannot be seperated at the moment.

The AD applied for national inland navigation therefore represents the remains of primary fuel delivery data from NEB line 64 minus the modelled consumption data estimated for non-IMO ships in 1.A.3.d ii (a), 1.A.4.c iii and 1.A.5.b iii:

(1)
\begin{align} AD_\text{ 1.A.3.d ii (b)} = PAD_\text{ NEB line 64} - AD_\text{ 1.A.3.d ii (a) - non-IMO} - AD_\text{ 1.A.4.c iii - non-IMO} - AD_\text{ 1.A.5.b iii - non-IMO} \end{align}
Table 1: Annual fuel consumption, in TJ
1990 1995 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Diesel Oil 20,664 18,597 6,788 6,316 4,715 5,131 6,921 8,634 7,050 6,836 5,683 7,129 7,497 8,466 7,556 7,777 8,513 9.830
Biodiesel 0 0 0 0 0 0 60 189 205 305 281 491 486 555 493 454 478 495
TOTAL 20,664 18,597 6,788 6,316 4,715 5,131 6,981 8,822 7,256 7,142 5,964 7,620 7,984 9,021 8,049 8,231 8,991 10.325

source: own estimations

Emission factors

For main pollutants and particulate matter, modelled emission factors are available from TREMOD (ifeu, 2016a) [2]. - Here, for SO2 and PM, annual values reflect the impact of fuel-sulphur legislation.

For most other pollutants, tier1 default values from (EMEP/EEA, 2016) [3] 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.

Regarding PCDD/F, the country-specific value for diesel oil from (Rentz et al., 2008) [4] has been applied to heavy fuel oil, too.

Furthermore, regarding HCB and PCBs, as no tier1 default EF are available from (EMEP/EEA, 2016), potential emissions are reported as 'NE' at the moment.

Table 2: (I)EFs used for 2015 emission estimates1
NH3 NMVOC NOx SO2 CO PM2.5 = PM10 = TSP BC 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] [g/TJ] [mg/TJ] [g I-Teq] [mg/TJ]
0.42 53.52 1,1502 0.372 2012 28.52,3 8.848 1.214 0.235 0.124 0.0024 1.165 39.65 1.635 0.235 23.35 6984 1,1645 8005 1835 2,8476 2.097 NE NE

1 due to lack of better information: similar EF are applied for fossil diesel oil and biodiesel
2 annual values from [2]
3 EF(PM2.5) also applied for PM10 and TSP (assumption: > 99% of TSP from diesel oil combustion consists of PM2.5)
4 tier1 defaults from [3], Chapter: 1.A.3.c Railways: Diesel, Table 3-1,
5 tier1 defaults from [3], 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
6 sum of tier1 default values applied for B[a]P, B[b]F, B[k]F, and I[1,2,3-c,d]P
7 tier1 values derived from [4]
8 calculated via f-BCs as provided in [3], Chapter: 1.A.3.d.i, 1.A.3.d.ii, 1.A.4.c.iii, Table 3-2: f-BC = 0.31

Discussion of emission trends

Sub-sector 1.A.3.d ii (b) is not considered separately within the key category analysis.

Basically, emission trends directly follow the trend in over-all fuel consumption:

For sulphur dioxide, emission trends not only follow the trend in fuel consumption but also reflect the impact of fuel-sulphur legislation.
Here, the extreme decrease of SO2 emissions after 2010 results from a sharp reduction of the allowed sulphur-content of diesel oil used in inland navigation. As a result, the apllied EF dropped from 60.5 kg/TJ (2010) to 0.37 kg /TJ (2011). - Here, the development of the EF reflects the stepwise implementation of ever lower limit values. The inventory compiler is aware that already before the coming into force of a new limit value low-sulphur diesel might have been used. Unfortunately, such specific information on fuel qualities is not available to the party, resulting in the extreme trend in estimated SO2 emissions.

Recalculations

Planned improvements

With the next CLRTAP submission, a routine revision of TREMOD is planned.

FAQs


Bibliography
1. AGEB, 2016: Arbeitsgemeinschaft Energiebilanzen (Hrsg.): Energiebilanz für die Bundesrepublik Deutschland; URL: http://www.ag-energiebilanzen.de/7-0-Bilanzen-1990-2014.html, Köln & Berlin, 2016.
2. ifeu, 2016a: Knörr, W. et al., IFEU - Institut für Energie- und Umweltforschung Heidelberg gGmbH: Fortschreibung des Daten- und Rechenmodells: Energieverbrauch und Schadstoffemissionen des motorisierten Verkehrs in Deutschland 1960-2030, sowie TREMOD, im Auftrag des Umweltbundesamtes, Berlin & Heidelberg, 2016.
3. EMEP/EEA, 2016: EMEP/EEA air pollutant emission inventory guidebook 2016; Copenhagen, 2016.
4. 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
5. ifeu & INFRAS, 2009: IFEU – Institut für Energie- und Umweltforschung Heidelberg gGmbH und INFRAS Zürich: Ermittlung der Unsicherheiten der mit den Modellen TREMOD und TREMOD-MM berechneten Luftschadstoffemissionen des landgebundenen Verkehrs in Deutschland, FKZ 360 16 023, Heidelberg & Zürich.
Unless otherwise stated, the content of this page is licensed under Creative Commons Attribution-NonCommercial-NoDerivs 3.0 License