Denmark's National Inventory Report 2005 - Submitted under the ...

estimates and statistical sales. The fuel difference is accounted for by adjusting the cruise fuel use
and emissions in the model according to the domestic and international cruise fuel shares.
Prior to 2001 the calculation scheme was to first estimate each year’s fuel use and emissions for
LTO. Secondly, the total cruise fuel use was found year by year as the statistical fuel use total minus
the calculated fuel use for LTO. Lastly, the cruise fuel use was split into domestic and international
parts by using the results from a Danish city pair emission inventory in 1998 (Winther,
2001a). For more details of this latter fuel allocation procedure, see Winther (2001b).
A more thorough documentation of the emission calculations for civil aviation will be given in the
sector report for the 2003 inventory.
Non-road working machinery and equipment
The emissions from non-road working machinery and equipment are calculated by combining
information from the number of different machine types and their respective load factors, engine
sizes, annual working hours and emission factors. For gasoline and LPG no emission directives
have currently come into force and the emission calculations are carried out using equation 14:
102
( = 1 ⋅ +56 ⋅ +3 ⋅ /) ⋅ () (14)
Where E = emissions, N = number of engines, HRS = annual working hours, HP = average rated
engine size in kW, LF = load factor and EF = emission factor in g/kWh.
For diesel the simulations take into account the implementation of a two-stage emission legislation
directive for NO X , VOC, CO and TSP depending on engine size. Stage I and II of the directive becomes
effective for new machinery in use in 1999-2001 and 1999-2003 respectively.
In a specific year the weighted emission factors for each equipment type rely on the fractions of
conventional Stage I and Stage II engine technologies in use. Due to lack of data it is assumed that
all engines in a specific group have the same lifetime period.
If for a certain inventory year the lifetime period predicates the existence of conventional, Stage I
and Stage II engine technologies in the machinery stock, new sales of Stage II technology in a X Stage II
year period forms the newest part of the stock. Before that, in a period of X Stage I years, new sales of
Stage I technology took place, and the remaining conventional types was sold in a X Conv year period.
The sum of the three periods gives the lifetime period, and the aggregated emission factor
then becomes:
( ; ⋅ () + ; ⋅ () + ; ⋅ () )
() = (15)
/7
Where EF = emission factor in g/kWh, X = number of years with new sales of one technology and
LT = lifetime.
In specific cases where inventory years are before Stage I or Stage II implementation years, no
contributions from the latter technologies goes into equation 15. The emissions are calculated by
inserting (15) into (14).
Other sectors
For military, railways, national sea traffic and fishing the emissions are estimated with the simple
method using fuel-related emission factors and fuel use from the DEA:
( = )& ⋅ () (16)