Air emissions accounts (AEA) Quality report for September 2015 data transmission. Country: CH Date

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1 Air emissions accounts (AEA) Quality report for September 2015 data transmission Country: CH Date Contact person: Flavio Malaguerra Relevance The European Parliament and Council decided air emission accounts shall be provided, through Regulation (EU) No 691/2011 on European environmental accounts. Air emissions accounts present emissions of 14 different gases originating from 64 industries and from households. Linked to input-output tables, they provide a powerful analytical tool. These EU accounts are consistent with the System of Environmental-Economic Accounting Central Framework adopted by the United Nations Statistical Commission as a world-level statistical standard in March In Switzerland derived indicators are used in the system of Environmental indicators and in the first set of indicators to complement the GDP. Detailed data were used in studies made by the Federal Offices for the Environment (FOEN) and of Energy (SFOE). Timeliness and punctuality The Regulation requires air emissions accounts to be provided by 30 September every year. Switzerland transmitted the data to Eurostat on the 29 th of September 2015, covering the years The data was published nationally the same day. Accessibility and clarity Data will be made available on Eurostat s web site as soon as possible after checking. Data are available on the Swiss Federal Statistical Office (FSO) by the 29th of September 2015 on the following pages: Accuracy, comparability and coherence Approach used to compile air emissions accounts: inventory-first energy-first other (please specify): 1

2 The stationary emissions are based on an energy-first approach, while the rest follows an inventory-first approach. Please provide a description of the methods you use in compiling AEA, in particular: 1) Describe the sources of data such as emissions inventories and basic data on energy, transport, agriculture, etc. Most of the emissions presented in the AEA are produced using the GHG/UNFCCC/IPCC and CLRTAP/EMEP/EEA inventories that are established under the responsibility of the Federal Office for the Environment (FOEN). This year (2015 submission) we started using a database established at the FOEN containing high detailed data used to produce the GHG inventory. This has improved the quality of the AEA and we are counting to continue to use high detailed data also for future submissions. Data on the production and consumption of energy are compiled by the SFOE. To fill the AEA questionnaire two main energy statistics were used: the overall energy statistics (GEST), which accounts for all energy carriers and for all activities, and a sector-specific sample survey focussing on the consumption of electricity, extra-light oil and natural gas by industry. Emissions from agriculture were derived using the system of economic and satellite accounts for the primary sector, which are established by the FSO. Statistics issued by the Federal Office of Civil Aviation (FOCA) were used to estimate emissions from Swiss airline companies. Transport statistics produced at the FSO (e.g. number of vehicle-kilometres travelled by type of car, weight of transported goods,... ) were used to estimate some emissions related to the transport sections. In addition, several minor sources, mainly related to national-level industry associations, have been used for specific needs (e.g. data provided by the Swiss association of water and gas industry have been used to estimate the emissions linked to the distribution and production of drinking water, annual reports of the Swiss airports have been used to retrieve the emissions for the air transport ground sector,...) 2) How are the source data allocated to economic activities (NACE A*64)? Multiple techniques were used to allocate source data to the NACE divisions. The main approaches are summarized below. The transfer of emissions from the GHG or CLRTAP inventories to the AEA was straightforward for some positions. Thus, no specific allocation key was needed. 2

3 Moreover, this year we began to use detailed raw data from the database used by the FOEN to establish the GHG inventory, which includes more detail about the processes and the fuels linked to the emissions. This helped us to improve the distribution of the emissions among the NACE division, especially in the industry sector (NACE 5-43) The allocation from road transport is explained below (see point 4). Emissions from railways, navigation and aviation were mainly distributed to the households and the groups of the H NACE A*21 categories using detailed data from the off-road emissions model. The allocation of emissions from stationary sources (i.e. issued by the use of energy carriers) into NACE divisions was determined using a yearly based sample survey on energy consumption by industry commissioned by the FSOE. In some cases, the sampling size of the NACE divisions was not large enough to provide reliable results. The statistical extrapolation was then performed on lumped groups (often following the NACE A*38 or NACE A*21 classification), and then reallocated among the more detailed category using weighting factors linked to the employment and the energy intensity per employee peculiar to each economic activity. The number of full-time equivalents in NACE A*64 sectors was the main socioeconomic parameter used to allocate emissions to industries when no better source was available (in fact this variable is generally used only to split small sub-groups of NACE divisions and not the complete NACE). The Structural Business Statistic, from which the number of full-time equivalent are derived, underwent a substantial change in 2015 (for years ) due to methodology adjustments. The allocation methodology described above allows producing a first version of the AEA in homogeneous branches (or at least as close as possible to this concept). However, our National accounts are produced by enterprises (institutional units). Therefore to produce a dataset compatible with the National Accounts, we calculated a second version of the AEA by using the Supply table (CPA by NACE) of the Swiss IOT established for the year 2011 (only year available by NACE rev. 2 classification). This second version of the AEA, which is compatible to economic data transmitted to Eurostat (e.g. gross value added), was used to fill the questionnaire. 3) How do you determine and distribute road transport emissions by NACE*64? The emissions accounting for the road transport in the GHG inventory are given according to the type of emitting vehicle (passenger cars, light duty vehicles, heavy duty vehicles, coaches, urban buses and motorbikes,...) and the type of fuel (gasoline, diesel, natural gas and biofuels) using the data issued from a model developed by INFRAS (consulting group, Zurich and Bern). The model uses emissions factors from the Handbook Emission Factors for Road Transport (HBEFA) to estimate the on-road fuel consumption on the territory. After the adjustment of the emissions to the residence principle (see below), the emissions for each vehicle type are allocated as follows: 3

4 For passenger cars and motorcycles, a mixed-approach model, based on households monthly expenditures for transportation fuel and on statistics from kilometres travelled by households, allowed separating the part of emission produced by the households to the part issued by industries. The emissions from taxicabs have been estimated separately and subtracted from the industry part. The remaining emissions were attributed to all divisions following an employment-based weighting. Emission from coaches and urban buses were directly allocated to the corresponding NACE divisions. This year (2015 submission) we adopted a new method to distribute the emissions from light duty vehicles (LDV) and heavy duty vehicles (HDV) by NACE. Thanks to a link established between the Swiss enterprises register and the lorry tax register (performance-related Heavy Vehicle Fee), we were able to identify the number of kilometers ant tons-kilometers travelled by all the vehicles (LDV and HDV) registered to a given NACE division (2 digits). The data are being used to distribute emissions linked to goods transports from the HBEFA model throughout the NACE divisions. This link is only available from Data of previous years have been estimated as follows: Distribution of LDV emissions prior to 2013 has been based on employment changes of the NACE divisions. Distribution of HDV emission prior to 2013 have been linked to the results of the method used to compile previous versions of the AEA: using the statistics on goods transport, the emissions of companies specialized on transport are identified and attributed to the relative NACE divisions (49, 52, 53), according to the number of employees of the corresponding economic areas. The rest of the emissions (transport for own account) were attributed to all divisions according to the weights-kilometres of the goods transported yearly and related to each economic activity. 4) How do you adjust for the residence principle (i.e. for residents abroad adding emissions from land transport, water transport and air transport. For non-residents on the territory deducting emissions from land transport, water transport and air transport.)? Road transport The Swiss overall energy statistics provides the amount of gasoline and diesel oil sold in the country. From these quantities, the off-road consumption and the fugitive emissions are subtracted, leading to the fuel sales on the territory for road transport. The off-road consumption is estimated by a traffic model developed by INFRAS (consulting group, Zurich and Bern) under the mandate of the FOEN. A second traffic model, also developed by INFRAS, uses emissions factors from the Handbook Emission Factors for Road Transport (HBEFA) to estimate the on-road fuel consumption on the territory. The output of this model includes data on fuel consumption and emissions for six vehicle types (passenger cars, light duty vehicles (LDV), heavy goods vehicles (HDV), coaches, urban buses and motorcycles) 4

5 and four types of fuel (gasoline, diesel, compressed natural gas [CNG] and biodiesel). The model also provides information about the tank tourism, which is the difference between the fuel purchased abroad for journeys on the territory and the fuel purchased on the territory for journeys abroad. The adjustments related to the residents are calculated by combining the results of the on-road model described above and various national transport statistics. Calculations are done separately for the six types of vehicles. For each vehicle type, national transport statistics are used to define the proportion of non-residents emissions on the territory and the proportion of emissions of Swiss residents released abroad. Air transport The FOCA possess a movement database for the Swiss airports containing departure and/or destination airport of all flights from and to Switzerland by companies and by type of engine. Each year, the FOCA is calculating for the FSO the consumption and emissions of the Swiss airline companies with a bottom-up approach based on this detailed database (the same model is used in the framework of the UNFCCC inventory). The data are cross-checked with the companies reports. Sometimes (but rarely) discrepancies exist (companies figures being slightly higher): we consider that this difference can be explained by abroad-abroad flights which are not listed in the database. To produce the bridging items using the trade statistics, we consider that half of the kerosene used by the Swiss companies is bought on the Swiss territory, the other half being bought and emitted abroad. Moreover, it is considered that the amount of fuel represented by the difference between the kerosene bought in Switzerland by Swiss companies and the total kerosene bought in Switzerland by international bunkers is consumed by non-resident companies, and the related emissions are subtracted from the Swiss consumption. Water transport International water transport is marginal in Switzerland, and it is mainly limited to the Basel- Rotterdam river route. The fuel consumption by Swiss vessels on the Rhine River has been estimated combining the tonnage transported over the year, the average distance of each travel and the average emissions per ton-kilometre. The amount of fuel bought by nonresidents on the Swiss territory is estimated using the quantity of fuel bought by Marine bunkers (source: UNFCCC inventory) and the share of national vs. foreigner vessels in the tonnage transported. The remaining fuel is considered to be bought and emitted by residents. Moreover, it can be noted that some Swiss companies are operating vessels in international sea water (e.g. container ships, oil tankers, ). Although the emissions from these vessels may be significant, currently available data are too limited to produce reliable estimates. We are following the work of the Task Force on transport related issues in Environmental Accounts and we hope we can fill this gap in the future. 5) Do you recalculate data for years before 2008 in NACE Rev 2? If so, for which years and how? 5

6 Data were recalculated for years before 2008 in NACE rev 2 up to However, for quality reasons, the level of detail for years prior to 2008 and up to 2000 is coarser, and emissions by industry were given according to the NACE A*21 categories only. Before 2000, data were produced by economic sector (primary, secondary and tertiary). Since the Eurostat questionnaire do not include such classifications, only the total of industries was provided. Emissions from stationary sources is derived from energy statistics and estimated using sampling-based statistics. In 2008 this statistic was carried out using both NACE rev 1.2 and NACE rev 2 classifications, allowing the establishment of a transition matrix between the two systems for each of the three energy carriers sampled (electricity, extra-light oil and natural gas). Therefore, the method to calculate emissions from stationary sources before 2008 was not changed, but the original results in NACE rev1.2 were multiplied to the transition matrix in order to obtain the data under the NACE rev 2 classification. The calculation method for the emissions issued from the remaining sources (transport, agriculture, fugitive,...) were modified and carefully adapted to the NACE rev 2 classification for the complete time series. 6) Are there other discontinuities in time series resulting from changes in methodology, sources, etc. (please describe and indicate the years where the breaks occur)? Detailed data derived by the distance-related heavy vehicle fee is only available since 2002, and its link to the Swiss enterprises registry is effective since the 2013 data (distribution of HDV and LDV emissions by NACE*64). The time series of the fuel consumption of Swiss airline companies begins in 2007, and the sampling-based statistics on the stationary fuel consumption by industry are available from Data relative to previous years had to be estimated using less detailed data or others sources. However, it has to be noted that starting from 2008 there are no discontinuities in the time series used to produce the AEA. 7) What problems do you encounter adapting basic statistics to the concepts of the accounts? adjustments for the residence principle Please specify the main difficulties:. attributing emissions to the requested detailed level of economic activities (NACE A* 64) (in particular services industries) Please specify the main difficulties: The split of stationary emissions (mainly heating) in the Services sector (NACE G to U). Our estimates are based on the results of a yearly survey on energy consumption by industries. However, the sampling design of the survey has not been conceived for extrapolating the data at NACE 2 digits, but it considers instead 19 groups of industries corresponding to the groups of the Eurostat Energy statistics. This implies that confidence intervals for some NACE two digits estimates are high. Divisions in the service sector are particularly affected. In fact, according to the survey classification, the service 6

7 sector is split into 7 groups only, and data from H, M, N, R and S divisions are merged into a unique group. allocation of road transport emissions to NACE Please specify the main difficulties:. correspondence between emission sources in inventories (classified according to CRF/ NFR) and the detailed industry classification (NACE A*64) Please specify the main difficulties:. other (please specify): 8) Are there any particular parts of the AEA data which you would consider of doubtful quality? 9) Other assessments and quality reports: At the moment, documents describing the methodology used to produce the AEA are not publicly available. 7