Last updated on 09 Oct 2018 06:49 (cf. Authors)
Short description
NFR-Code | Name of Category | Method | AD | EF | Key Category 1 |
---|---|---|---|---|---|
1.A.3.a ii (i) | Domestic Civil Aviation: LTO | T1, T2, T3 | NS, M | CS, D, M | no key category |
In NFR category 1.A.3.a ii (i) - Domestic Civil Aviation: LTO emissions from domestic flights between German airports occuring during LTO stage (Landing/Take-off: 0-3,000 feet) are reported.
In the following, information on sub-category specific AD, (implied) emission factors and emission estimates are provided.
Method
Actitvity Data
Specific jet kerosene consumption during LTO-stage is calculated within TREMOD AV [1] as described above.
Table 1: annual jet kerosene consumption during LTO-stage, in terajoule1990 | 1995 | 2000 | 2005 | 2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 |
10,261 | 10,531 | 11,720 | 10,519 | 10,812 | 10,827 | 10,976 | 10,701 | 10,737 | 10,899 | 10,130 | 8,946 | 9,064 | 9,611 | 9,701 |
As explained above, the use of aviation gasoline is - due to a lack of further information - assumed to entirely take place within the LTO-range. As soon as better data allows the split-up of the consumption of aviation gasoline onto national and international aviation and onto both flight stages, Germany will accordingly adjust its inventory.
Table 2: annual avgas consumption, in terajoule1990 | 1995 | 2000 | 2005 | 2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 |
2,438 | 1,142 | 1,120 | 698 | 653 | 611 | 638 | 594 | 568 | 614 | 558 | 496 | 472 | 553 | 407 |
Emission factors
All country-specific emission factors used for emission reporting were basically ascertained within UBA project FKZ 360 16 029 [2] and have since then been compiled, revised and maintained in TREMOD AV [1].
Furthermore, the newly implemented EF(BC) have been estimated via f-BCs as provided in the 2016 EMEP/EEA Guidebook [3], Chapter 1.A.3.a, 1.A.5.b Aviation, page 49: "Conclusion".
For more details, see superordinate chapter on 1.A.3.a - Civil Aviation.
Table 3: Annual country-specific emission factors from TREMOD Aviation, in kg/TJ1990 | 1995 | 2000 | 2005 | 2006 | 2007 | 2008 | 2009 | 2010 | 2011 | 2012 | 2013 | 2014 | 2015 | 2016 | |||||
Kerosene | |||||||||||||||||||
NH3 | 4.00 | 4.00 | 4.00 | 4.00 | 4.00 | 4.00 | 4.00 | 4.00 | 4.00 | 4.00 | 4.00 | 4.00 | 4.00 | 4.00 | 4.00 | ||||
NMVOC | 47 | 27 | 21 | 20 | 19 | 21 | 20 | 17 | 16 | 17 | 17 | 18 | 19 | 15 | 14 | ||||
NOx | 273 | 267 | 280 | 260 | 259 | 260 | 270 | 281 | 285 | 283 | 285 | 289 | 289 | 297 | 299 | ||||
SOx | 25.1 | 15.2 | 8.46 | 6.34 | 5.92 | 5.50 | 5.07 | 4.65 | 4.65 | 4.65 | 4.65 | 4.65 | 4.65 | 4.65 | 4.65 | ||||
PM 1 | 1.97 | 1.97 | 1.97 | 1.97 | 1.97 | 1.97 | 1.97 | 1.97 | 1.97 | 1.97 | 1.97 | 1.97 | 1.97 | 1.97 | 1.97 | ||||
BC 2 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | 0.95 | ||||
CO | 285 | 285 | 272 | 283 | 279 | 273 | 265 | 247 | 242 | 247 | 245 | 233 | 232 | 222 | 213 | ||||
Aviation gasoline | |||||||||||||||||||
NH3 | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | ||||
NMVOC | 181 | 182 | 179 | 177 | 175 | 174 | 177 | 178 | 180 | 186 | 186 | 186 | 183 | 183 | 183 | ||||
NOx | 279 | 275 | 284 | 292 | 298 | 301 | 291 | 287 | 283 | 263 | 262 | 261 | 270 | 270 | 270 | ||||
SOx | 0.51 | 0.51 | 0.51 | 0.51 | 0.51 | 0.51 | 0.51 | 0.51 | 0.51 | 0.51 | 0.51 | 0.51 | 0.51 | 0.51 | 0.51 | ||||
PM2.5 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | ||||
PM10 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | 0.46 | ||||
TSP 3 | 15.6 | 15.6 | 15.6 | 15.6 | 15.6 | 15.6 | 15.6 | 15.6 | 15.6 | 15.6 | 15.6 | 15.6 | 15.6 | 15.6 | 15.6 | ||||
BC 2 | 0.07 | 0.07 | 0.07 | 0.07 | 0.07 | 0.07 | 0.07 | 0.07 | 0.07 | 0.07 | 0.07 | 0.07 | 0.07 | 0.07 | 0.07 | ||||
CO | 14,951 | 15,047 | 14,832 | 14,644 | 14,479 | 14,421 | 14,648 | 14,750 | 14,853 | 15,354 | 15,384 | 15,406 | 15,173 | 15,173 | 15,173 | ||||
Pb 4 | 9,481 | 9,481 | 9,481 | 9,481 | 9,481 | 9,481 | 9,481 | 9,481 | 9,481 | 9,481 | 9,481 | 9,481 | 9,481 | 9,481 | 9,481 |
1 EF(TSP) also applied for PM10 and PM2.5 (assumption: > 99% of TSP consists of PM2.5)
2 estimated via a f-BCs (avgas: 0.15, jet kerosene: 0.48) as provided in [3]
3 also including TSP from lead: EF(TSP) = 1.6 x EF(Pb) - see road transport
4 calculated from the average lead content of AvGas 100 LL (low-lead) of 0.56 g Pb/liter
7 tier1 default EF for gasoline passenger cars as suggested in [3], Chapter: Exhaust emissions from road transport, Table 3-6
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 | |
[g/TJ] | [mg/TJ] | [µg/TJ] | |||||||||||||
Kerosene | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE | NE |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Aviation gasoline | 9,481 | 0.005 | 0.200 | 0.007 | 0.145 | 0.103 | 0.053 | 0.005 | 0.758 | 126 | 182 | 90 | 205 | 602 | NE |
Trend discussion for Key Sources
NFR 1.A.3.a ii (i) - Domestic Civil Aviation - LTO is no key source.
Recalculations
Activity data
As mentioned in the superordinate chapter on 1.A.3.a, the percentual shares of kerosene consumed during L/TO were revised for 2014 and 2015 within TREMOD AV.
In addition, the percentual shares of kerosene consumed during L/TO were revised for 2014 and 2015.
2014 | 2015 | |
Submission 2018 | 30.39 | 30.85 |
---|---|---|
Submission 2017 | 30.30 | 30.30 |
absolute change | 0.08 | 0.55 |
relative change | 0.27% | 1.80% |
Hence, the amount of kerosene allocated to sub-category 1.A.3.a ii (i) had to be revised accordingly:
Table 6: Revised 2014 & 2015 kerosene consumption in 1.A.3.a ii (i), in terajoule2014 | 2015 | |
Submission 2018 | 9,064 | 9,611 |
---|---|---|
Submission 2017 | 9,001 | 9,001 |
absolute change | 63 | 610 |
relative change | 0.70% | 6.77% |
Emission factors:
Several country-specific EF values for have been revised within TREMOD AV for 2014 and 2015:
Table 7: Revised 2014 & 2015 emission-factor values for jet kerosene, in [kg/TJ]2014 | 2015 | |
NMVOC | ||
Submission 2018 | 18.62 | 15.38 |
---|---|---|
Submission 2017 | 18.17 | 18.17 |
absolute change | 0.45 | -2.80 |
relative change | 2.45% | -15.40% |
NOx | ||
Submission 2018 | 288.70 | 296.78 |
Submission 2017 | 288.95 | 288.95 |
absolute change | -0.25 | 7.84 |
relative change | -0.09% | 2.71% |
CO | ||
Submission 2018 | 231.53 | 222.13 |
Submission 2017 | 230.73 | 230.73 |
absolute change | 0.80 | -8.60 |
relative change | 0.35% | -3.73% |
Furthermore, for avgas, tier1 emission factor values for heavy metals have been derived from the data provided in the 2016 EMEP Guideboook for exhaust emissions from road vehicles (July 2017 version, page 93, Table 3.77: Heavy metal emission factors for all vehicle categories in ppm/wt fuel):
Table 8: Newly implemented tier1 heavy-metal emission-factor values for aviation gasoline, in [g/TJ]As | Cd | Cr | Cu | Hg | Ni | Se | Zn | |
Submission 2018 | 0.007 | 0.005 | 0.145 | 0.103 | 0.200 | 0.053 | 0.005 | 0.758 |
---|---|---|---|---|---|---|---|---|
Submission 2017 | NE | NE | NE | NE | NE | NE | NE | NE |
Consequently, emissions from the unintentional co-incineration of lubricants are reported under NFR 2.G - Other product use where corresponding tier1 EF from the 2016 EMEP Guideboook are applied (Table 3.78: Heavy metal emission factors for all vehicle categories in ppm/wt lubricant).
Lastly, for avgas again, tier1 emission factor values for PAH emissions have been adapted to the data provided in the 2016 EMEP Guideboook for exhaust emissions from road vehicles (July 2017 version, page 23, Table 3.9: Tier 1 emission factors for B(b)F and B(a)P):
Table 9: Revised tier1 PAHs emission-factor values for aviation gasoline, in [mg/TJ]B[a]P | B[b]F | B[k]F | I[…]P | PAH 1-4 | |
Submission 2018 | 126 | 182 | 90 | 205 | 602 |
---|---|---|---|---|---|
Submission 2017 | 919 | 919 | 90 | 205 | 2,133 |
absolute change | -793 | -738 | 0 | 0 | -1,530 |
relative change | -86% | -80% | 0% | 0% | -72% |
For specific information on recalculated emssion estimates reported for Base Year and 2015, please see the pollutant specific recalculation tables following chapter 8.1 - Recalculations.
FAQs
Why are emissions from aviation gasoline reported using a Tier 1 approach whereas for jet kerosene Tier 2a has been applied?
For reporting emissions from the cosumption of jet kerosene, the party uses an annual split factor provided by Eurocontrol to devide the total amount of kerosene used (from Energy Balances & Official oil data for the Federal Republic of Germany) onto national and international civil aviation. For aviation gasoline, such split factor does not exist. - Furthermore, the deviation of kerosene used onto flight stages LTO and Cruise has been carried out using data on numbers of take-offs from German airports provided by the German Federal Statistical Office. At the moment, such data is not available for aircraft using aviation gasoline.
On which basis does the party estimate the reported lead emissions from aviation gasoline?
assumption by party: aviation gasoline = AvGas 100 LL
(AvGas 100 LL is the predominant sort of aviation gasoline in Western Europe)
lead content of AvGas 100 LL: 0.56 g lead/liter (as tetra ethyl lead)
2007 EMEP Corinair Guidebook:
Lead is added to aviation gasoline to increase the octane number. The lead content is higher than in leaded car gasoline,…
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.