Annual Danish informative inventory report to UNECE. Emission ...

170
( = )& ⋅ () (27)
where E = emission, FC = fuel consumption and EF = emission factor.
The calculated emissions for other mobile sources are shown in CollectER
format in Annex 2.B.14 for the years 2009 and as time-series 1985-
2009 in Annex 2.B.15 (NFR format).
(QHUJ\ EDODQFH '($ VWDWLVWLFV DQG 1(5, HVWLPDWHV
Following convention rules, the DEA statistical fuel sales figures are
behind the full Danish inventory. However, in some cases for mobile
sources the DEA statistical sectors do not fully match the inventory sectors.
This is the case for non road machinery, where relevant DEA statistical
sectors also include fuel consumed by stationary sources.
In other situations, fuel consumption figures estimated by NERI from
specific bottom-up calculations are regarded as more reliable than DEA
reported sales. This is the case for national sea transport.
In the following the transferral of fuel consumption data from DEA statistics
into inventory relevant categories is explained for national sea
transport and fisheries, non road machinery and recreational craft, and
road transport. A full list of all fuel consumption data, DEA figures as
well as intermediate fuel consumption data, and final inventory input
figures is shown in Annex 2.B.13.
1DWLRQDO VHD WUDQVSRUW DQG ILVKHULHV
For national sea transport in Denmark, the fuel consumption estimates
obtained by NERI (see 1.1.3 Activity data – national sea transport) are
regarded as much more accurate than the DEA fuel sales data, since the
large fluctuations in reported fuel sales cannot be explained by the actual
development in the traffic between different national ports. As a
consequence, the new bottom-up estimates replace the previous fuel
based figures for national sea transport.
There are different potential reasons for the differences between estimated
fuel consumption and reported sales for national sea transport in
Denmark. According to the DEA, the latter fuel differences are most
likely explained by inaccurate costumer specifications made by the oil
suppliers. This inaccuracy can be caused by a sector misallocation in the
sales statistics between national sea transport and fisheries for gas oil,
and between national sea transport and industry for heavy fuel oil (Peter
Dal, DEA, personal communication, 2007). Further, fuel sold for vessels
sailing between Denmark and Greenland/Faroe Islands are reported
as international in the DEA statistics, and this fuel categorisation
is different from the IPCC guideline definitions (see following paragraph
“Bunkers”).
Following this, for fisheries and industry the updated fuel consumption
time-series for national sea transport lead, in turn, to changes in the fuel
activity data for fisheries (gas oil), industry (heavy fuel oil) and international
sea transport, so the national energy balance can remain unchanged.
For fisheries, fuel investigations made prior to the initiation of the work
made by Winther (2008a) have actually pointed out a certain area of in-