meta data for this page
  •  

Differences

This shows you the differences between two versions of the page.

Link to this comparison view

Both sides previous revisionPrevious revision
Next revision		Previous revision
sector:energy:fugitive:oil:start [2023/03/21 11:41] – [Table] kotzullasector:energy:fugitive:oil:start [2023/03/27 11:02] (current) – [1.B.2.a.i - Exploration, production, transport] boettcher
Line 44: Line 44:
 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 production, in [kg/m³]__ +__Table 4: NMVOC emission factor applied for emissions from oil production, in [g/m³]__ 
-^  Value  ^ +^  Substance   ^  Emission Factor   ^ 
-|  0.079  | +|  NMVOC       |   79            | 
 +|  Mercury     |  0,001          | 
 + 
 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.
  
Line 140: Line 141:
 **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 m³ of gasoline fuel are transported annually in Germany via railway tank cars. Transfer/handling (filling/unloading) and tank losses result in annual emissions of only 1,400 t VOC [(JOAS2004)]. The emissions situation points to the high technical standards that have been attained in railway tank cars and pertinent handling facilities.+ 
 +About 13 million m<sup>3</sup> of gasoline fuel are transported annually in Germany via railway tank cars. Transfer/handling (filling/unloading) and tank losses result in annual emissions of only 1,400 t VOC [(JOAS2004)]. The emissions situation points to the high technical standards that have been attained in railway tank cars and pertinent handling facilities.
  
  
Line 147: Line 149:
  
 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)]; 21st BImSchV, [(BimSchV21)]) that required filling stations to limit such emissions promoted a range of reduction measures. The relevant reductions affect both the area of gasoline transfer and storage (20th BImSchV) and the area of fuelling of vehicles with gasoline at filling stations (21st BImSchV). The immission-control regulations issued in 1992 and 1993 (20th BImSchV [(BimSchV20)]; 21st BImSchV, [(BimSchV21)]) that required filling stations to limit such emissions promoted a range of reduction measures. The relevant reductions affect both the area of gasoline transfer and storage (20th BImSchV) and the area of fuelling of vehicles with gasoline at filling stations (21st BImSchV).
 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). 
Line 160: Line 163:
  
 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, UBA experts have adopted a conservative factor of 10ml/m per day. That factor is used to determine the NMVOC emissions. The calculation is carried out in accordance with the pertinent formula of the University of Stuttgart's Institute for Machine Components [(HAAS2015)]: 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, UBA experts have adopted a conservative factor of 10ml/m per day. That factor is used to determine the NMVOC emissions. The calculation is carried out in accordance with the pertinent formula of the University of Stuttgart's Institute for Machine Components [(HAAS2015)]:
- 
- 
  
 <WRAP center round box 80%> <WRAP center round box 80%>
Line 172: Line 173:
 Tank interiors are cleaned prior to tank repairs and safety inspections, in connection with product changes and with lease changes. Tank interiors are cleaned prior to tank repairs and safety inspections, in connection with product changes and with lease changes.
 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.  A study is thus underway to determine the extent to which "best practice" is being followed at all handling stations, and whether this extent has to be taken into account in emissions determination. In addition, improvements of fill nozzles enhance efficiency in prevention of VOC emissions during refuelling. 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.  A study is thus underway to determine the extent to which "best practice" is being followed at all handling stations, and whether this extent has to be taken into account in emissions determination. In addition, improvements of fill nozzles enhance efficiency in prevention of VOC emissions during refuelling.
 +
 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<sup>3</sup>, exhaust concentration levels can be reduced by 99.5 %, to less than 5 g/m<sup>3</sup>. 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)].
  
  
Line 182: Line 188:
  
 ^ **Process responsible for NMVOC emissions**                                                                                              ^                     ^ Emission factor [kg/t]  ^ ^ **Process responsible for NMVOC emissions**                                                                                              ^                     ^ Emission factor [kg/t]  ^
-| Drip losses in refuelling at filling stations                                                                                            |  gasoline           | 0.117                   | +| Drip losses in refuelling at filling stations                                                                                            |  gasoline           |  0.117                  | 
-| Transfers from road tankers to filling stations (20th Ordinance Implementing the Federal Immission Control Act – vapour displacement)    |  gasoline           | 1.4                     | +| Transfers from road tankers to filling stations (20th Ordinance Implementing the Federal Immission Control Act – vapour displacement)    |  gasoline           |  1.4                    | 
-| Ventilation in connection with transports with inland-waterway tankers                                                                   |  gasoline           | 0.025                   | +| Ventilation in connection with transports with inland-waterway tankers                                                                   |  gasoline           |  0.025                  | 
-| Transfers from filling station tanks to vehicle tanks (21st Ordinance Implementing the Federal Immission Control Act – vapour recovery)  |  gasoline           | 1.4                     | +| Transfers from filling station tanks to vehicle tanks (21st Ordinance Implementing the Federal Immission Control Act – vapour recovery)  |  gasoline           |  1.4                    | 
-| Drip losses in refuelling at filling stations                                                                                            |  diesel             | 0.1                     | +| Drip losses in refuelling at filling stations                                                                                            |  diesel             |  0.1                    | 
-| Transports from refineries to transport vehicles                                                                                         |  diesel             | 0.008                   | +| Transports from refineries to transport vehicles                                                                                         |  diesel             |  0.008                  | 
-| Transfers from filling-station tanks to vehicle tanks                                                                                    |  diesel             | 0.003                   | +| Transfers from filling-station tanks to vehicle tanks                                                                                    |  diesel             |  0.003                  | 
-| Drip losses in refuelling at transfer stations                                                                                           |  light heating oil  | 0.0011                  | +| Drip losses in refuelling at transfer stations                                                                                           |  light heating oil  |  0.0011                 | 
-| Transports from refineries to transport vehicles                                                                                         |  light heating oil  | 0.0053                  | +| Transports from refineries to transport vehicles                                                                                         |  light heating oil  |  0.0053                 | 
-| 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 refer to overarching chapter [[sector:energy:fugitive:start|1.B - Fugitive Emissions from fossil fuels]] +<WRAP center round info 60%> 
 +For more details please refer to the super-ordinate chapter [[sector:energy:fugitive:start|1.B - Fugitive Emissions from fossil fuels]] 
 +</WRAP>
 ===== Planned improvements ===== ===== Planned improvements =====