inventories, climate change and supplementary information of the Kyoto Protocol (KP)
NIR Compiler
2 Trends in greenhouse gas emissions and removals
3.2 Source category 1A – Fuel combustion activities .1 Comparison of the Sectoral Approach with the Reference
3.2.2 International bunker fuels (1D)
3.2.2.1 Source category description for 1D
With Switzerland being a landlocked country, international aviation dominates emissions from bunker fuels by far. International navigation is limited to activities on the river Rhine (Basel – Rotterdam) and navigation on Lake Geneva (bordering France) and Lake Constance (bordering Germany and Austria).
1990 1995 2000
Energy consumption 0.6 0.8 0.4
CO2 emissions 0.6 0.8 0.5
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Energy consumption 0.5 0.6 0.4 0.4 0.5 0.5 0.4 0.4 0.4 0.3
CO2 emissions 0.6 0.8 0.6 0.6 0.9 0.8 0.8 0.6 0.7 0.7
%
%
-2.0 -1.0 0.0 1.0 2.0
%
Difference Reference and Sectoral Approach
Energy consumption CO2 emissions
3 Energy: 3.2 Source category 1A – Fuel combustion activities
Table 3-4 Source category description of International bunkers.
3.2.2.2 Methodological issues for 1D
3.2.2.2.1 International aviation/aviation bunkers (1D1)
Following the decision tree of the 2006 IPCC guidelines (IPCC 2006, Volume 2 Energy, chp.
3 Mobile Combustion, Figure 3.6.1), the emissions from aviation bunkers are calculated with a Tier 3A method because of availability of data on the origin and destination of flights and also on air traffic movements delivered by the Federal Office of Civil Aviaton (FOCA).
The Tier 3A method follows standard modelling procedures at the level of single aircraft movements based on detailed movement statistics. For international aviation (aviation bunkers), the flights departing from Switzerland to a destination abroad are selected. The emission factors are country-specific based on measurement and analyses of fuel samples.
The activity data of the bunker is summarised in Table 3-5 (see also Table 3-68). Given that detailed information about activity data is available, the resulting fuel consumption is
considered complete. In spite of this, there remain small differences between the fuel
consumption modelled bottom-up and the total fuel sold (SFOE 2015). In 1990, the modelled consumption adds up to 1.01 million tonnes, whereas 1.05 million tonnes of fuel was sold.
Such difference of 4% is considered acceptable, because discrepancies up to 10% can easily result from fuelling strategies of airlines (FOCA 2006a). Investigation showed, that airlines are calculating whether it is economically beneficial to refuel at a place with lower fuel price. In order to match the bottom-up calculation with the fuel quantity sold, any occurring difference is attributed to international bunker emissions. The factor between calculated international fuel consumption and adjusted international fuel consumption is used to scale the bunker emissions linearly. For instance in 1990, the bunker fuel consumption and the emissions had to be expanded by the factor 1.045. For 2014, the correction factor is 0.96 (FOCA 2014). For the more recent years, the modelled and actual total fuel sales are listed in Table 3-5. Table 3-6 provides an overview of total fuel consumption of international aviation (bunker).
Table 3-5 Comparison between modelled and actual fuel sales in bunker fuel consumption for aviation.
1D Source Specification
1D1 International aviation (aviation bunkers)
Bunker fuels include fuel used for international aviation only.
1D2 International navigation (marine bunkers)
Marine bunkers of the Rhine river and crossborder navigation on Lake Geneva and Lake Constance.
Modelled and actual fuel sales 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Modelled domestic fuel sales 38'754 38'550 43'968 37'627 39'626 39'252 42'047 43'414 42'064 44'462
Modelled international fuel sales 1'152'614 1'196'731 1'287'062 1'391'656 1'345'919 1'395'428 1'511'279 1'527'522 1'528'863 1'561'678 Total modelled fuel sales (FOCA) 1'191'368 1'235'281 1'331'030 1'429'283 1'385'545 1'434'680 1'553'326 1'570'936 1'570'927 1'606'140 Actual fuel sales (GEST) 1'148'131 1'203'868 1'289'152 1'382'835 1'324'224 1'390'824 1'488'805 1'523'116 1'539'963 1'549'228
Difference between FOCA and GEST 3.8% 2.6% 3.2% 3.4% 4.6% 3.2% 4.3% 3.1% 2.0% 3.7%
Correction factor 0.962 0.974 0.968 0.966 0.954 0.969 0.957 0.969 0.980 0.963 Fuel consumption in t
3 Energy: 3.2 Source category 1A – Fuel combustion activities
Table 3-6 International bunker fuels (1D1): aviation bunkers. Consumption of kerosene in TJ (Liechtenstein’s kerosene consumption is subtracted, see chp. 3.2.4).
3.2.2.2.2 International navigation / navigation bunkers (1D2)
According to the decision tree concerning navigation bunkers (IPCC 2006, Volume 2 Energy, chp. 3 Mobile Combustion, Figure 3.5.1), emissions from international navigation are
calculated with a Tier 2 approach for CO2 (with country-specific carbon contents) and with a Tier 1 approach for CH4 and N2O using IPCC default emission factors. On the river Rhine and on the lakes of Geneva and Konstanz, some of the boats cross the border and go abroad (Germany, France). Fuels bought in Switzerland will therefore become bunker fuel.
Accordingly, the amount of bunker diesel oils is reported as a memo item “International bunker / navigation”.
Only diesel oil is relevant for navigation on the river Rhine. Since there is an
exemption from fuel taxation, activity data on marine river bunkers on the Rhine are well documented by the customs administration for the years 1997–2014 (FCA 2015a).
For navigation on two border lakes (Lake Constance, Lake Geneva), bunker fuel consumption was reported in INFRAS (2011a) after having performed surveys among the shipping companies involved. Activity data of these bunkers is summarised in Table 3-7. Data from 1995–2012 have been provided by the three navtigation
companies concerned as documented in INFRAS 2011a. For older data, proxies such as passenger data on a national basis had to be consulted. As marine lake bunkers provide only a minor share of the total international navigation (between 6% for the year 1990 and 23% for 2014) this approach is justified. The emission factor for CO2 is country-specific and in accordance with Table 3-12.
Table 3-7 International bunker fuels (1D2): Navigation. Consumption of diesel oil in TJ.
3.2.2.3 Uncertainties and time-series consistency for 1D International aviation: see general remarks in chp. 3.2.4.7.
Consistency: Time series of 1D are all considered consistent.
1D1 International aviation 1990 1995 2000
Total international aviation (1D1) 41'884 49'918 63'687
1990 = 100% 100% 119% 152%
1D1 International aviation 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
1D1 International aviation 47'671 50'109 53'543 57'844 55'238 58'118 62'211 63'627 64'709 65'006
1990 = 100% 114% 120% 128% 138% 132% 139% 149% 152% 154% 155%
Fuel consumption in TJ
Fuel consumption in TJ
1D2 International navigation 1990 1995 2000
1D2 International navigation 812 755 525
1990 = 100% 100% 93% 65%
1D2 International navigation 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
1D2 International navigation 499 461 475 458 433 470 419 377 354 309
1990 = 100% 61% 57% 59% 56% 53% 58% 52% 46% 44% 38%
Fuel consumption in TJ
Fuel consumption in TJ
3 Energy: 3.2 Source category 1A – Fuel combustion activities
3.2.2.4 Category-specific QA/QC and verification for 1D
The general QA/QC procedures are described in section 1.2.3. Furthermore QA/QC procedures conducted for all 1A source categories are listed in 3.2.4.8.
3.2.2.5 Category-specific recalculations for 1D
No category-specific recalculations were carried out in 2015 and 2016.
3.2.2.6 Category-specific planned improvements for 1D No category-specific improvements are planned.