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| sector:energy:fugitive:oil:start [2022/09/15 12:13] – [1.B.2.a.v- Distribution of oil products] Fix ref link hausmann | sector:energy:fugitive:oil:start [2023/03/27 11:02] (current) – [1.B.2.a.i - Exploration, production, transport] boettcher | ||
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| | 1.B.2.a.v | | 1.B.2.a.v | ||
| - | ^ Key Category | + | ^ Key Category |
| - | | 1.B.2.a.i | + | | 1.B.2.a.i |
| - | | 1.B.2.a.iv | + | | 1.B.2.a.iv |
| - | | 1.B.2.a.v | + | | 1.B.2.a.v |
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| __Table 1: Activity data applied for emissions from oil exploration__ | __Table 1: Activity data applied for emissions from oil exploration__ | ||
| - | ^ ^ Unit ^ 1990 ^ 1995 | + | ^ ^ Unit ^ 1990 ^ 1995 |
| - | | number of wells | No. | + | | number of wells | No. |
| - | | total of drilling meter | m | + | | total of drilling meter | m |
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| __Table 3: Annual amounts of oil produced, in [kt]__ | __Table 3: Annual amounts of oil produced, in [kt]__ | ||
| - | ^ 1990 | + | ^ 1990 |
| - | | 3,606 | 2,959 | 3,123 | 3,573 | 2,516 | 2,414 | 1,927 | + | | 3,606 | 2,959 | 3,123 | 3,573 | 2,516 | 2,414 | 1,907 |
| The emissions from production and processing are measured or calculated by the operators, and the pertinent data is published in the annual reports of the Federal association of the natural gas, oil and geothermal energy industries (BVEG) [(BVEG)]. The emission factors are determined from the reported emissions and the activity data. | The emissions from production and processing are measured or calculated by the operators, and the pertinent data is published in the annual reports of the Federal association of the natural gas, oil and geothermal energy industries (BVEG) [(BVEG)]. The emission factors are determined from the reported emissions and the activity data. | ||
| - | __Table 4: NMVOC emission factor applied for emissions from oil exploration, in [kg/m³]__ | + | __Table 4: NMVOC emission factor applied for emissions from oil production, in [g/m³]__ |
| - | ^ | + | ^ |
| - | | | + | | |
| + | | Mercury | ||
| + | |||
| Transport emissions are tied to activities of logistics companies and of pipeline operators and pipeline networks. After the first treatment, crude oil is transported to refineries. Almost all transport of crude oil takes place via pipelines. Pipelines are stationary and, normally, run underground. In contrast to other types of transport, petroleum transport is not interrupted by handling processes. | Transport emissions are tied to activities of logistics companies and of pipeline operators and pipeline networks. After the first treatment, crude oil is transported to refineries. Almost all transport of crude oil takes place via pipelines. Pipelines are stationary and, normally, run underground. In contrast to other types of transport, petroleum transport is not interrupted by handling processes. | ||
| __Table 5: Activity data applied for emissions from oil transportation, | __Table 5: Activity data applied for emissions from oil transportation, | ||
| - | ^ Activity | + | ^ Activity |
| - | | Transport of domestically produced crude oil | 3,660 | 2,940 | 3,123 | 3,572 | 2,516 | 2,414 | 1,927 | 1,907 | | + | | Transport of domestically produced crude oil | 3,660 | 2,940 | 3,123 | 3,572 | 2,516 | 2,414 | 1,907 | 1,804 | |
| - | | Transport of imported crude oil | + | | Transport of imported crude oil |
| - | | Transport via inland-waterway tankers | + | | Transport via inland-waterway tankers |
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| __Table 8: Activity data applied for emissions from oil refinement and storage__ | __Table 8: Activity data applied for emissions from oil refinement and storage__ | ||
| - | ^ Activity | + | ^ Activity |
| - | | Quantity of crude oil refined | + | | Quantity of crude oil refined |
| - | | Capacity utilisation in refineries | + | | Capacity utilisation in refineries |
| - | | Crude-oil-refining capacity in refineries | + | | Crude-oil-refining capacity in refineries |
| - | | Tank-storage capacity in refineries and pipeline terminals | + | | Tank-storage capacity in refineries and pipeline terminals |
| - | | Storage capacity of tank-storage facilities outside of refineries | + | | Storage capacity of tank-storage facilities outside of refineries |
| - | | Storage capacity of caverns | + | | Storage capacity of caverns |
| **Processing** | **Processing** | ||
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| __Table 10: Annual activity data for the distribution of oil products__ | __Table 10: Annual activity data for the distribution of oil products__ | ||
| - | ^ Activity | + | ^ Activity |
| - | | number of petrol stations | + | | number of petrol stations |
| - | | distribution of diesel | + | | distribution of diesel |
| - | | distribution of jet fuel | + | | distribution of jet fuel |
| - | | distribution of light heating oil | kt | 31,803 | 34,785 | 27,875 | 25,380 | 21,005 | 16,127 | 15,061 | | + | | distribution of light heating oil | kt | 31,803 | 34,785 | 27,875 | 25,380 | 21,005 | 16,127 | 15,558 | |
| - | | distribution of domestic petrol | + | | distribution of domestic petrol |
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| **Transport** | **Transport** | ||
| - | Inland-waterway gasoline tankers retain considerable quantities of gasoline vapours in their tanks after their gasoline has been unloaded. When the ships change loads or spend time in port, their tanks have to be ventilated. With such ships being ventilated on average 277 times per year, the quantity of NMVOC emitted in these operations amounts to 336 - 650 t [(BAUER2010)]. The highest value in the range is used to calculate the relevant emissions. | + | Inland-waterway gasoline tankers retain considerable quantities of gasoline vapours in their tanks after their gasoline has been unloaded. When the ships change loads or spend time in port, their tanks have to be ventilated. With such ships being ventilated on average 277 times per year, the quantity of NMVOC emitted in these operations amounts to 336 to 650 t [(BAUER2010)]. The highest value in the range is used to calculate the relevant emissions. |
| - | About 13 million | + | |
| + | About 13 million | ||
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| Significant quantities of fugitive VOC emissions are released into the environment during transfers from tanker vehicles to storage facilities and during refuelling of vehicles. To determine emissions, a standardised emission factor of 1.4 kg/t is used. This value refers to the saturation concentration for hydrocarbon vapours and thus, corresponds to the maximum possible emissions level in the absence of reduction measures. | Significant quantities of fugitive VOC emissions are released into the environment during transfers from tanker vehicles to storage facilities and during refuelling of vehicles. To determine emissions, a standardised emission factor of 1.4 kg/t is used. This value refers to the saturation concentration for hydrocarbon vapours and thus, corresponds to the maximum possible emissions level in the absence of reduction measures. | ||
| + | |||
| The immission-control regulations issued in 1992 and 1993 (20th BImSchV [(BimSchV20)]; | The immission-control regulations issued in 1992 and 1993 (20th BImSchV [(BimSchV20)]; | ||
| The use of required emissions-control equipment, such as vapour-balancing (20th BImSchV) and vapour-recovery (21st BImSchV) systems, along with the use of automatic monitoring systems (via the amendment of the 21st BImSchV on 6 May 2002), have brought about continual reductions of VOC emissions; the relevant high levels of use of such equipment are shown in the table below (Table 151). | The use of required emissions-control equipment, such as vapour-balancing (20th BImSchV) and vapour-recovery (21st BImSchV) systems, along with the use of automatic monitoring systems (via the amendment of the 21st BImSchV on 6 May 2002), have brought about continual reductions of VOC emissions; the relevant high levels of use of such equipment are shown in the table below (Table 151). | ||
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| In addition, permeation of hydrocarbons occurs in tank hoses. The DIN EN 1360 standard sets a limit of 12 ml / hose meter per day for such permeation. From analysis of measurements, | In addition, permeation of hydrocarbons occurs in tank hoses. The DIN EN 1360 standard sets a limit of 12 ml / hose meter per day for such permeation. From analysis of measurements, | ||
| - | |||
| - | |||
| <WRAP center round box 80%> | <WRAP center round box 80%> | ||
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| Tank interiors are cleaned prior to tank repairs and safety inspections, | Tank interiors are cleaned prior to tank repairs and safety inspections, | ||
| The inventory currently covers cleaning of railway tank cars. The residual amounts remaining in railway car tanks after these have been emptied – normally, between 0 and 30 litres (up to several hundred litres in exceptional cases) – are not normally able to evaporate completely. They thus produce emissions when the insides of tanks are cleaned. | The inventory currently covers cleaning of railway tank cars. The residual amounts remaining in railway car tanks after these have been emptied – normally, between 0 and 30 litres (up to several hundred litres in exceptional cases) – are not normally able to evaporate completely. They thus produce emissions when the insides of tanks are cleaned. | ||
| + | |||
| Each year, some 2,500 cleaning operations are carried out on railway tank cars that transport gasoline. The emissions released, via exhaust air, in connection with cleaning tank cars' interiors amount to about 40,000 kg/a VOC (Joas et al., 2004), p. 34. [(JOAS2004)]. | Each year, some 2,500 cleaning operations are carried out on railway tank cars that transport gasoline. The emissions released, via exhaust air, in connection with cleaning tank cars' interiors amount to about 40,000 kg/a VOC (Joas et al., 2004), p. 34. [(JOAS2004)]. | ||
| + | |||
| Any additional prevention and reduction measures could affect emissions in this category only slightly. At the same time, emissions can be somewhat further reduced from their current levels via a combination of various technical and organizational measures. Emissions during handling – for example, during transfer to railway tank cars – are produced especially by residual amounts of gasoline that remain after tanks have been emptied. Such left-over quantities in tanks can release emissions via manholes the next time the tanks are filled. | Any additional prevention and reduction measures could affect emissions in this category only slightly. At the same time, emissions can be somewhat further reduced from their current levels via a combination of various technical and organizational measures. Emissions during handling – for example, during transfer to railway tank cars – are produced especially by residual amounts of gasoline that remain after tanks have been emptied. Such left-over quantities in tanks can release emissions via manholes the next time the tanks are filled. | ||
| + | |||
| Pursuant to the UBA text (Joas et al., 2004), [(JOAS2004)] a total of 1/3 of all relevant transports are carried out with railway tank cars. The remaining 2/3 of all transports are carried out by other means – primarily with road tankers. | Pursuant to the UBA text (Joas et al., 2004), [(JOAS2004)] a total of 1/3 of all relevant transports are carried out with railway tank cars. The remaining 2/3 of all transports are carried out by other means – primarily with road tankers. | ||
| + | |||
| The 1/3 to 2/3 relationship given by the report is assumed to be also applicable to the emissions occurring in connection with cleaning. Currently, the inventory includes 36,000 kg of NMVOC emissions from cleaning of railway tank cars. Emissions from cleaning of other transport equipment – primarily road tankers – are derived from that figure; they amount to about 70,000 kg NMVOC. | The 1/3 to 2/3 relationship given by the report is assumed to be also applicable to the emissions occurring in connection with cleaning. Currently, the inventory includes 36,000 kg of NMVOC emissions from cleaning of railway tank cars. Emissions from cleaning of other transport equipment – primarily road tankers – are derived from that figure; they amount to about 70,000 kg NMVOC. | ||
| - | More-thorough emissions collection upon opening of manholes of railway tank cars (a volume of about 14.6 m³ escapes), along with more thorough treatment of exhaust from cleaning tank interiors, could further reduce VOC emissions. Exhaust cleansing is assumed to be carried out via one-stage active-charcoal adsorption. For an initial load of 1 kg/m³, exhaust concentration levels can be reduced by 99.5 %, to less than 5 g/m³. As a result, the remaining emissions amount to only 1.1 t. This is equivalent to a reduction of about 97 % from the determined level of 36.5 t/a (without adsorption) (Joas et al. (2004), p. 34) [(JOAS2004)]. | + | |
| + | More-thorough emissions collection upon opening of manholes of railway tank cars (a volume of about 14.6 m³ escapes), along with more thorough treatment of exhaust from cleaning tank interiors, could further reduce VOC emissions. Exhaust cleansing is assumed to be carried out via one-stage active-charcoal adsorption. For an initial load of 1 kg/m< | ||
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| ^ **Process responsible for NMVOC emissions** | ^ **Process responsible for NMVOC emissions** | ||
| - | | Drip losses in refuelling at filling stations | + | | Drip losses in refuelling at filling stations |
| - | | Transfers from road tankers to filling stations (20th Ordinance Implementing the Federal Immission Control Act – vapour displacement) | + | | Transfers from road tankers to filling stations (20th Ordinance Implementing the Federal Immission Control Act – vapour displacement) |
| - | | Ventilation in connection with transports with inland-waterway tankers | + | | Ventilation in connection with transports with inland-waterway tankers |
| - | | Transfers from filling station tanks to vehicle tanks (21st Ordinance Implementing the Federal Immission Control Act – vapour recovery) | + | | Transfers from filling station tanks to vehicle tanks (21st Ordinance Implementing the Federal Immission Control Act – vapour recovery) |
| - | | Drip losses in refuelling at filling stations | + | | Drip losses in refuelling at filling stations |
| - | | Transports from refineries to transport vehicles | + | | Transports from refineries to transport vehicles |
| - | | Transfers from filling-station tanks to vehicle tanks | diesel | + | | Transfers from filling-station tanks to vehicle tanks | diesel |
| - | | Drip losses in refuelling at transfer stations | + | | Drip losses in refuelling at transfer stations |
| - | | Transports from refineries to transport vehicles | + | | Transports from refineries to transport vehicles |
| - | | Transfers from filling-station tanks to vehicle tanks | light heating oil | 0.0063 | + | | Transfers from filling-station tanks to vehicle tanks | light heating oil | 0.0063 |
| ===== Recalculations ===== | ===== Recalculations ===== | ||
| - | Please | + | <WRAP center round info 60%> |
| + | For more details please | ||
| + | </ | ||
| ===== Planned improvements ===== | ===== Planned improvements ===== | ||
| - | No further improvements | + | * an ongoing research project estimate emissions from storage and cleaning of tanks for oil and oil products - results |
| ===== References ===== | ===== References ===== | ||
| [(MWV> | [(MWV> | ||
| - | [(BVEG> | + | [(BVEG> |
| - | [(WEG2008> | + | [(WEG2008> |
| [(IPCC2006> | [(IPCC2006> | ||
| [(THELOKE2013> | [(THELOKE2013> | ||
| [(CECH2017> | [(CECH2017> | ||
| - | [(MBBM2010> | + | [(MBBM2010> |
| - | [(Bender2019> | + | [(Bender2019> |
| [(VDI2000> | [(VDI2000> | ||
| [(BAUER2010> | [(BAUER2010> | ||