European Commission
(DG Environment)
Stage II Petrol Vapour
Recovery - Final
Report
Service Contract to Assist the Commission
Services in the Evaluation of the Potential
Scope for and Costs of Further Reductions of
Emissions of VOCs from Refuelling
Operations at Service Stations ("Stage II") in
an Enlarged European Union
(Contract 070501/2004/379928/MAR/C1)
17 May 2005
Entec UK Limited
Report for
European Commission
Directorate General for Environment
Unit for Clean Air And Transport C.1
Office BU-9 06/196
B-1049 Brussels
Belgium
Main Contributors
Caspar Corden
Ben Grebot
Layla Harker
Christoph Hugi
Alistair Ritchie
Katherine Wilson
Issued by
European
Commission (DG
Environment)
Stage II Petrol Vapour
Recovery - Final
Report
(Contract 070501/2004/379928/MAR/C1)
17 May 2005
Entec UK Limited
…………………………………………………………
Caspar Corden
Approved by
…………………………………………………………
Alistair Ritchie
Entec UK Limited
17 Angel Gate
City Road
London
EC1V 2SH
England
Tel: +44 (0) 207 843 1400
Fax: +44 (0) 207 843 1410
13233CA065i1
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Document Revisions
No
Details
Date
0
Final report for client comment
12/4/05
1
Final report taking client comments into
account
17/5/05
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Final Report
i
Executive Summary
Aims and Objectives
This is the final report on a contract undertaken by Entec UK Limited for the European
Commission (DG Environment). The overall objective of the study was to evaluate the
potential scope for and costs of further reductions of emissions of volatile organic compounds
(VOCs) from refuelling operations at service stations (“Stage II”) in the enlarged European
Union. The key tasks in undertaking this evaluation were as follows:
1. To survey the current Member States and the ten new Member States as well as Bulgaria,
Romania and Croatia, and to identify the extent to which VOC “Stage II” measures are in
place.
2. To estimate the non-methane VOC emissions from the petrol distribution chain for each of
the Member States plus Bulgaria, Romania and Croatia on the basis of the energy outlooks
in the Clean Air for Europe (CAFE) baseline scenarios, for the years 2010, 2015 and 2020.
• This estimate will be based on the assumption that measures under Directive 94/63
are fully implemented, taking into account the transition periods for acceding
Countries.
• The estimate will take into account existing measures established at national level
for the recovery of refuelling losses of VOCs at service stations (“Stage II”).
• The estimate will be based on two scenarios regarding the maximum vapour
pressure of the petrol: the maximum vapour pressure specifications for petrol
contained in Directive 2003/17/EC (a maximum Reid vapour pressure (RVP) of 60
kPa); and a maximum RVP of 70 kPa.
3a. To assess the technical feasibility of VOC reductions from refuelling operations at service
stations as well as the (marginal) cost of reducing a tonne of VOCs by Stage II control
measures in different Member States and Accession Countries, using a 4% (+/- 2%)
discount rate. This will involve assessment of the total annual costs of “Stage II” controls.
The assessment of cost effectiveness will be based on different penetration rates for Stage II
controls.
3b. Comparison of the cost-effectiveness of Stage II measures is to be made using the current
database on VOC abatement costs for petrol distribution from the RAINS model used by the
International Institute for Applied Systems Analysis (IIASA).
This study relates to emissions from petrol distribution only. It does not concern other fuels
sold at service stations, such as diesel.
Approach to the Study
The work has involved an extensive survey of the 25 Member States and three Candidate
Countries to obtain available information on implementation of vapour recovery controls at
service stations (Stages I and II).
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In addition, detailed consultation has been undertaken with various Government, regulatory and
industrial experts in the 28 countries in order to collate relevant information on the current
effectiveness of Stage II controls implemented in various countries and that which is technically
achievable. Consideration has also been given to the technical and administrative issues that
can lead to sub-optimal performance in Stage II systems.
Furthermore, this consultation exercise has also sought a range of information on the costs of
introducing Stage II controls, broken down into the various elements associated with costs,
including capital and operating costs.
This consultation exercise has been supplemented with a detailed review of literature, including
product specifications, reports on testing of Stage II equipment and results of national
monitoring programmes on Stage II.
A spreadsheet model has been developed through which emissions have been estimated for a
range of scenarios related to the expected uptake of Stage II controls in each country over the
period 2010 to 2020 in particular. The model also allows examination of the implications of a
different RVP (70 kPa), as well as different assumptions regarding when additional Stage II
controls might be implemented at the EU level and for what size of petrol stations.
The spreadsheet model also allows for calculation of the costs and cost-effectiveness of Stage II
measures. Cost data for implementation of Stage II controls have been developed based on
consultation with petrol companies and associations; Stage II equipment suppliers; national
authorities; and other sources.
Business as Usual Implementation of Stage II
Table 1 provides a brief summary of the requirements in place for Stage II controls within each
of the 28 Member States and Candidate Countries. For each country, the percentage of
estimated EU25+3 petrol throughput at petrol stations in 2005 is also provided. Since unabated
emissions during refuelling in each country will be strongly correlated with throughput, the
percentage of throughput is also roughly equal to the percentage of unabated emissions (i.e. with
no Stage II controls in place).
Table 1
Country
Uptake of Stage II in the 25 Member States and Three Candidate Countries
% 2005 EU25+3
Petrol
Throughput
Details of Stage II Controls
Austria
1.5%
Legislation requiring Stage II for all petrol stations by 1998 at latest.
Belgium
1.7%
Brussels Capital – Legislation to apply to all stations by 2007 (except if <500m and
not situated below buildings).
3
3
Flemish Region - Legislation to apply to all stations by 2008 (except if <100m ).
Wallonia Region – Legislation for all new stations and all existing stations by 2010.
Cyprus
0.2%
No legislation. New stations fit below-ground pipework.
Czech Rep.
1.6%
Legislation in place requiring Stage II for all stations by 2004 with currently 86% of
petrol stations having Stage II.
Denmark
1.5%
Legislation in place for all stations >500m by year 2000 at latest.
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Country
% 2005 EU25+3
Petrol
Throughput
Details of Stage II Controls
Estonia
0.3%
No legislation.
Finland
1.4%
No legislation. 16% currently have Stage II; new stations fit below-ground pipework.
France
11.2%
Legislation in place for new stations (>500m ) by 2001 and existing (>3,000 m )
stations by 2002.
Germany
22.3%
Legislation in place for all new stations and existing stations >1,000m by 1997.
Greece
2.6%
No legislation.
Hungary
1.2%
Legislation in place for all stations >100m by 2003 at latest.
Ireland
1.3%
No legislation.
Italy
13.2%
Legislation requiring Stage II for all petrol stations by 2000 at latest.
Latvia
0.2%
Legislation in place for all new stations >100m from 2000.
Lithuania
0.3%
Legislation in place for new stations >100m (>500m in rural areas). Applies to all
stations by 2007.
Luxembourg
0.5%
Legislation requiring Stage II for all petrol stations by January 2005 at latest.
Malta
0.1%
No legislation.
Netherlands
3.2%
Legislation in place for all stations >500m by 1999.
Poland
4.0%
Legislation in place for all stations >100m by end of 2005
Portugal
1.7%
No legislation.
Slovakia
0.6%
Legislation in place for all stations >1000m and all others except those not located
3
under permanent living quarters or industrial areas and those <100m . By 2008 at
latest.
Slovenia
0.7%
Legislation applies to all new petrol stations and those that are reconstructed.
Spain
6.6%
No legislation.
Sweden
3.1%
Legislation in place for all stations >100m (with some exemptions). By 1995 at
latest.
UK
16.9%
Legislation planned, subject to consultation. Note that legislation on Stage II is not
included in the baseline emissions estimates for this study.
Bulgaria
0.5%
No legislation but the majority of petrol stations have Stage II controls in place.
Croatia
0.5%
No legislation.
Romania
1.3%
No legislation.
Total
3
3
3
3
3
3
3
3
3
3
3
100.0%
3
All throughput thresholds mentioned are in m per year.
Based on the information in Table 1, it can be seen that there are only 10 countries that do not
have either (a) legislation in place to require Stage II controls; (b) planned legislation for the
near future; or (c) significant implementation of Stage II without legislation (i.e. in the majority
of petrol stations). The total percentage of EU25+3 petrol throughput – and hence of unabated
VOC emissions – of these 10 countries is only around 16% of the total for the 28 countries. If
the UK is included in these figures, this would rise to around 33% of throughput.
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The United Kingdom is the only country where Stage II controls are not currently in place but
where it has been positively confirmed that legislation on Stage II is planned. For other
countries without Stage II legislation, no details of plans for Stage II have been made available.
In order to estimate emissions from the petrol distribution chain for the years 2010, 2015 and
2020, the uptake of Stage II controls in each Member State for each of these years has been
estimated.
Table 2 provides a summary of the emissions from each of the sources of emissions at petrol
stations with Stage IB controls implemented and the currently foreseen uptake of Stage II
controls in place. As can be seen from this table, emissions from refuelling of vehicles are
expected to remain the largest source of VOC emissions from service stations, for the EU25+3
as a whole. Emissions from refuelling are estimated to be reduced by around 50% (see Section
6 of the report) compared to uncontrolled emissions by 2010 and remaining relatively constant
thereafter. The increase in potential emissions through increased fuel throughput is offset by
continuing implementation of Stage II in some countries.
Table 2
BAU Controlled Emissions at Service Stations for the EU25+3 (kt VOC) (Scenario 01)
2010
2015
2020
Refuelling
87.2
84.3
86.8
Filling storage tanks
5.7
5.7
5.9
Spillage
10.4
10.3
10.7
Tank breathing
15.5
15.5
16.0
Total
118.9
115.8
119.4
Assumes currently foreseen uptake of Stage IB or Stage II controls. BAU = business as usual.
Table 3 provides a breakdown of emissions from service stations in each country, including all
sources of emissions.
Table 3
BAU Controlled Emissions from Service Stations by Country (kt VOC) (Scenario 01)
Country
2010
2015
2020
Austria
0.89
0.87
0.91
Belgium
1.09
1.08
1.12
Denmark
1.06
0.99
0.96
Finland
1.94
1.82
1.81
France
11.17
8.39
8.53
Germany
13.21
12.95
13.37
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Country
2010
2015
2020
Greece
5.37
5.41
5.58
Ireland
3.16
3.18
3.30
Italy
9.28
8.95
8.89
Luxembourg
0.30
0.28
0.28
Netherlands
2.49
2.54
2.73
Portugal
4.37
4.52
4.77
Spain
13.40
13.47
13.72
Sweden
1.85
1.72
1.70
United Kingdom
36.80
35.67
36.42
Cyprus
0.42
0.44
0.45
Czech Republic
0.98
1.03
1.07
Estonia
0.54
0.57
0.58
Hungary
0.88
0.94
0.96
Latvia
0.26
0.27
0.28
Lithuania
0.28
0.33
0.37
Malta
0.16
0.17
0.18
Poland
2.67
3.14
3.66
Slovakia
0.43
0.50
0.58
Slovenia
0.74
0.54
0.40
Bulgaria
0.40
0.46
0.52
Croatia
1.23
1.38
1.45
Romania
3.48
4.21
4.81
Total
118.9
115.8
119.4
Assumes currently foreseen uptake of Stage IB or Stage II controls. Includes all emissions from petrol stations,
including refuelling, tank breathing, spillage and fuel unloading.
Potential Additional Emissions Reductions and Costs
A number of different scenarios have been considered in terms of the modelling of emissions
and associated costs for the three reference years (2010, 2015 and 2020), including BAU and
possible further implementation of Stage II controls. Table 4 summarises the scenarios
considered. Only the emissions related to refuelling of vehicles has been varied; emissions from
fuel unloading, spillage and tank breathing are assumed to remain constant for all scenarios,
except Scenario 00 which includes uncontrolled emissions from both fuel unloading and
refuelling.
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Table 4
Emissions Scenarios
Scenario
Description
00 - Uncontrolled
Assumes no Stage IB or Stage II controls in place in any country (i.e.
completely unabated Stage II emissions).
01 - Business as usual - 60 kPa
Assumes Stage II controls implemented in Member States as currently
planned. Assumes current requirements on maximum RVP of petrol
(60 kPa in most countries).
02 - Business as usual - 70 kPa
Same as Scenario 01 but with a maximum RVP of 70 kPa where the
current maximum is 60 kPa.
3
03 - EU Stage II at >3000m from 2010
a) Assuming that Stage II controls are required for all petrol stations above
the annual throughput mentioned from 2010 onwards.
b) As for (a) but with a maximum RVP of 70 kPa.
3
04 - EU Stage II at >500m from 2010
a) Assuming that Stage II controls are required for all petrol stations above
the annual throughput mentioned from 2010 onwards.
b) As for (a) but with a maximum RVP of 70 kPa.
3
05 - EU Stage II at >500m from 2020
a) Assuming that Stage II controls are required for all petrol stations above
the annual throughput mentioned from 2020 onwards.
b) As for (a) but with a maximum RVP of 70 kPa.
06 - EU Stage II for new stations
a) Assumes that Stage II controls are required for all new petrol stations.
b) As for (a) but with a maximum RVP of 70 kPa.
Estimates have been derived for all emissions from petrol stations, including fuel unloading, tank breathing, spillage and
vehicle refuelling. However, the only aspect varied in each scenario is emissions from refuelling, which are affected by
Stage II implementation.
Table 5 summarises the potential ‘uncontrolled’ emissions at service stations (assuming no
Stage I or Stage II requirements), as well as the business as usual emissions and emissions under
Scenarios 03, 04, 05 and 06 in 2010, 2015 and 2020.
Table 5
Summary of Uncontrolled and BAU Emissions and Potential Impact of Stage II (kt)
Uncontrolled
BAU
Scenario 03
Scenario 04
Scenario 05
Scenario 06
2010
313.5
118.9
87.4
70.9
118.9
100.0
2015
312.5
115.8
84.7
70.7
115.8
80.1
2020
322.9
119.4
87.5
73.0
73.0
68.2
Figures relate to total emissions from service stations, including fuel unloading, tank breathing, spillage and vehicle
refuelling. Current requirements on Reid Vapour Pressure apply.
Table 6 presents a comparison of each of the scenarios considered above for the EU as a whole
based on emissions reductions achieved for 2010. It should be noted that there are several
uncertainties (discussed later in this summary) associated with the cost estimates and these are
taken into account in the more detailed consideration of Scenario 06, which is a ‘minimal
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model’ for Stage II controls, whereby requirements would only be introduced for newly built
service stations or those that are substantially rebuilt.
Table 6
Comparison of Scenarios for 2010
Country
Emissions
reduction
compared
to BAU (t)
Remaining
emissions
from petrol
stations (t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
00 - uncontrolled
-
313,538
-
-
-
-
01 - BAU, 60kPa
-
118,862
-
-
-
-
02- BAU, 70kPa
-
123,463
-
-
-
-
03a - Stage II at
3
>3000m in 2010
(60kPa)
31,499
87,362
86,100
18,882
2,733
2,134
03b - Stage II at
3
>3000m in 2010
(70kPa)
32,139
91,323
86,100
19,265
2,679
2,080
04a - Stage II at
3
>500m in 2010
(60kPa)
47,922
70,940
180,859
28,726
3,774
3,175
04b Stage II at
3
>500m in 2010
(70kPa)
49,483
73,980
180,859
29,661
3,655
3,056
06a - Stage II at
new/rebuilt
stations only
(60kPa)
18,892
99,970
39,600
11,324
2,096
1,497
06b - Stage II at
new/rebuilt
stations only
(70kPa)
19,559
103,904
39,600
11,724
2,025
1,425
Emissions reductions and associated costs relate only to refuelling. Remaining emissions include other emission sources at
petrol stations.
The United Kingdom is currently planning to implement legislation to require Stage II controls
at service stations with a throughput above a certain threshold, expected to be either 3,000m3 or
3,500m3 by 2010. As this has not yet been formally agreed, it is therefore not assumed to be a
business-as-usual commitment under our main analysis. However, for the purposes of this
study, an additional analysis of the scenarios has been undertaken assuming that Stage II
controls are applied in the UK at all service stations with a throughput greater than 3,000m3
from 2010 (since this is one of the thresholds used in the current analysis). Table 7 provides a
summary of the implications of possible UK legislation on Scenarios 3 and 6.
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Table 7
Scenario
Implications of Legislation in UK for Scenarios 3 and 6 in EU25+3
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
Scenario 03a
9,038
87,362
33,258
5,417
3,680
3,080
Scenario 06a
10,870
85,530
29,072
6,516
2,675
2,075
As can be seen from Table 7, if the implications of the possible UK legislation for Stage II are
included, the total additional emissions reductions under Scenario 3a would decrease from
around 31.5kt to around 9.0kt. The total additional annualised costs would decrease from €86.1
million to €33.3 million per year. The cost-effectiveness in terms of cost per tonne of VOC
abated would alter from around €2,100/t to around €3,100/t. Under Scenario 6a, the total
emissions reductions would decrease from around 18.9kt to around 10.9kt. The total annualised
costs would decrease from €39.6 million to €29.1 million per year. The cost-effectiveness in
terms of cost per tonne of VOC abated would alter from around €1,500/t to around €2,100/t.
Main Conclusions
Existing controls on emissions at service stations have a significant impact upon emissions, with
the currently foreseen uptake of Stage IB and Stage II controls expected to reduce total
emissions in the EU25+3 from service stations in 2010 from 313.5 kilotonnes (kt) to 118.9kt. If
the maximum Reid Vapour Pressure were allowed to be increased to 70 kPa for all Member
States, this reduction would only be to 123.5kt.
Reductions in emissions through introduction of Stage II controls could be achieved in the most
cost-effective manner for (a) service stations with a relatively large annual throughput of petrol;
and (b) for new and substantially rebuilt service stations.
If all service stations with an annual throughput greater than 3,000m3 were required to have
Stage II controls in place by 2010, total emissions at service stations could be reduced to 87.4kt
in 2010 (or 91.3 kt with a maximum RVP of 70 kPa). The annualised costs associated with
achieving these reductions are estimated at €81.6 million, although there could be savings
associated with the value of the recovered petrol of around €18.9 million per year. The overall
cost-effectiveness, expressed in Euros per tonne of VOC emission abated is estimated to be
around €2,100/t (including savings associated with recovered petrol).
Applying the requirements to smaller service stations as well would entail significantly greater
costs. For example, if all service stations with an annual throughput greater than 500m3 were
required to implement Stage II controls by 2010, the annualised costs would be estimated to be
around €180.9 million, with savings in recovered petrol of around €28.7 million per year.
However, total emissions from service stations would only be reduced to around 70.9kt to
74.0kt making the overall cost-effectiveness around €3,200 per tonne. However, the costeffectiveness for just the additional reductions for stations with a throughput in the range 5003,000m3 per year would be €5,200 per tonne, including the savings associated with the
recovered petrol (if these are excluded, the cost-effectiveness would be around €5,800 per
tonne). Therefore, there are diminished returns for requiring Stage II controls at existing service
stations with a relatively low throughput.
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Particular attention has been paid in this report to the potential to introduce minimal
requirements on Stage II controls at the Community level, given the extent of the existing
implementation in the Member States and the differences in technical and other requirements.
Such a model would include introducing requirements for Stage II controls only at service
stations that are newly built or that are knocked down and rebuilt. This would mean that the
majority of the additional costs associated with the need to dig up service station forecourts
would be avoided and would also mean that the need for retrofitting existing petrol dispensers
could be avoided (this is significantly more expensive than the additional costs for new
forecourt equipment including Stage II controls as compared to new equipment without such
controls).
Introducing requirements for Stage II at these stations only could reduce total VOC emissions
from service stations to around 100kt in 2010. However, there would be a significant additional
reduction in emissions continuing beyond this such that emissions would be reduced to an
estimated 68.2 - 71.0kt in 2020 (with a maximum RVP of 60kPa and 70kPa respectively)
compared to the ‘business as usual’ baseline of 119.4 - 124.0kt. If no vapour recovery controls
at service stations were applied (Stage IB or Stage II), emissions in 2020 could be around
313.5kt.
The additional annualised costs of introducing Stage II requirements under such a ‘minimal
model’ are estimated at €39.6 million per year. A detailed sensitivity analysis has been
undertaken on these estimates and it is evident that variations in certain key assumptions could
make significant differences to the cost estimates. These costs would be somewhat offset by the
value of the recovered petrol, which is estimated to be worth around €11.3 million per year.
The costs per tonne of VOC emissions abated are estimated to be around €1,500/t. This
includes the effect on cost-effectiveness of the value of the recovered petrol. If this element is
excluded from the calculations, the best estimate of cost-effectiveness is around €2,100/t.
Achieving these emissions reductions could potentially make a significant additional
contribution to the existing trend in reducing VOC emissions: VOC emissions in the EU25+3
are forecast to decline from 10,994kt in 2000 to 7,360kt in 2010 and 6,152kt in 2020.
It should be noted that no analysis has been undertaken within the scope of the current study for
the potential for petrol stations to close as a result of the additional costs of implementing
Stage II requirements. This has been an effect in some countries (such as Austria), particularly
where requirements have been introduced for smaller, existing petrol stations. There has been a
general decline in the number of petrol stations and a move towards stations of greater size in
many countries, due to a range of different factors, one of which may be the current
requirements for vapour recovery controls in some countries. This effect could be reduced if the
requirements on Stage II were only applied to new / rebuilt service stations.
There is a range of other potential VOC emissions reduction measures that could be introduced,
as identified in the RAINS model (see Section 6.6). Whilst there are potential measures that
could achieve greater emissions reductions than Stage II controls and which would be more
cost-effective in terms of the €/t of pollutant reduced, there are certain other advantages
associated with Stage II controls (such as conformance with recommended techniques under
international agreements such as the 1991 VOCs Protocol under Convention on Long-Range
Transboundary Air Pollution).
Stage II equipment is a fairly standardised and readily available technology that could be
relatively easily introduced in terms of legislative and technical requirements. Furthermore, a
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minimal model requiring Member States to introduce Stage II requirements only at new or
substantially rebuilt service stations would not interfere significantly with Member States’
existing legislative and regulatory requirements (provided that the techniques specified were not
too prescriptive).
It should be borne in mind that there is significant potential for the effectiveness of Stage II
systems to be compromised if there are inadequate monitoring and control requirements to
ensure that the equipment is fully functioning. For example, in several of the countries that
have had Stage II in place for several years, significant failures of equipment (up to 20-30% of
sites) have been identified, often due to insufficient monitoring and maintenance. A particular
issue is in ensuring that the ratio of the volume of petrol vapour recovered to petrol dispensed is
accurately maintained.
However, the detailed requirements could perhaps be more
appropriately addressed at the national level.
There is also the potential for further improving the environmental benefits associated with
Stage II controls through introducing greater consistency in type approval and in-situ testing
which could potentially reduce the costs of Stage II implementation (through a reduced need for
undertaking type approval tests in several Member States). However, this would have the
disbenefit of introducing more obligations on transforming legal and technical requirements in
the Member States.
In addition, whilst there appear to have been significant improvements in the efficiency of Stage
II systems in recent years, it appears that there remains the potential for achieving further
improvements in efficiency through uniform standards on vehicle filler necks (since
hydrocarbon efficiency of Stage II systems varies significantly amongst vehicles).
Uncertainties
There are a number of uncertainties associated with the data presented in this report, which is
inevitable given the need to incorporate information covering 28 different countries, with
varying levels of information available for each. Areas of particular uncertainty include:
• Costs of Stage II measures. These are expected to vary considerably amongst
countries due to variations in costs of installation, as well as costs of monitoring
and regulating compliance. The cost of equipment amongst countries may also
vary significantly. In addition, the costs would vary according to the scale of any
future requirements for further implementation of Stage II (e.g. due to economies
of scale in equipment and training of installation operatives). This has partially
been taken into account through a sensitivity analysis on key scenarios for Stage II
requirements on new petrol stations only in which the significance of varying the
capital costs and other parameters has been investigated.
• Efficiency of Stage II measures in the field. Whilst the figure of 80% efficiency
used in this analysis is considered to be readily achievable, there are differing
requirements for efficiency in different countries with Stage II already
implemented. In addition, there will be a certain proportion of service stations
where Stage II equipment may not be functioning fully and this will tend to reduce
the overall efficiency. This has been explored quantitatively in the sensitivity
analysis.
• Details of the petrol distribution network in each country. In many of the countries
considered, data were not available on the numbers and total throughput of petrol
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stations within each of the size categories considered for this study. In such cases,
historical average data have been used to provide an estimate of the potential
current profile of service stations in each country. It is recognised that there is a
general trend in several countries towards fewer and larger petrol stations. Since
the cost-effectiveness of implementing Stage II tends to improve for larger stations,
it might be expected that more cost-effective emissions reductions could be
achieved than those identified here. This could have significant implications for
the country-specific assessment of costs and is a key area where better collation of
data could improve future analysis1.
• Details of the business as usual uptake of Stage II controls in each country. It has
been necessary to make a number of assumptions regarding the expected uptake of
Stage II controls under current requirements. This is recognised as a further area of
uncertainty, particularly with regard to the expected uptake of Stage II where no
legislation currently applies.
1
In addition, for some countries where data were available on numbers of petrol stations, there were
some gaps in national statistics, such as exclusion of military and non-public service stations and
filling stations for buses (e.g. Czech Republic and Latvia). This is something that could potentially be
corrected once more work has been done by the Member States. However, it is also of note that a
number of these service stations are likely to supply predominantly diesel, such as for private fleets.
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Glossary
BAU
Business as usual. Relates to projected activity, emissions,
etc. with currently implemented policies and measures in
place.
Biofuel
Liquid or gaseous fuel for transport produced from biomass.
CARB
California Air Resources Board.
EU
European Union. EU25+3 includes the 25 current Member
States plus the Candidate Countries Bulgaria, Croatia and
Romania.
IIASA
International Institute for Applied Systems Analysis.
kPa
KiloPascals (Pascals x 103)
kt
Kilotonnes (tonnes x 103)
n.a.
Not applicable.
LED
Light emitting diode.
NECD
National Emission Ceilings Directive (2001/81/EC)
Petrol
Any petroleum derivative, with or without additives, having a
Reid Vapour Pressure of 27.6 kilopascals or more, which is
intended for use as a fuel for motor vehicles, except liquefied
petroleum gas (LPG) (definition from Directive 94/63/EC).
PJ
Petajoules (joules x 1015).
PVR
Petrol Vapour Recovery.
Reid Vapour Pressure (RVP)
The absolute pressure exerted by the gas produced by
evaporation from the liquid, as measured by Reid apparatus
under the specific conditions of test temperature,
vapour/liquid ratio and air saturation.
Stage I
Recovery of petrol vapours during petrol storage and loading
at terminals/refineries (Stage IA) and during filling of storage
tanks at service Stations (Stage IB).
Stage II
Recovery of petrol vapours during refuelling of vehicles at
service stations.
True vapour pressure (TVP)
The absolute pressure exerted by the gas produced by
evaporation from a liquid when the gas and liquid are in
equilibrium at the prevailing temperature.
Throughput
The total annual quantity of petrol unloaded and/or sold at a
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service station.
UNECE
United Nations Economic Commission for Europe
UST
Underground storage tank.
Vapour
Taken to mean any gaseous compound which evaporates
from petrol.
VOC
Volatile organic compound.
Defined as any organic
compound having at 293.15 K a vapour pressure of 0.01 kPa
or more, or having a corresponding volatility under the
particular conditions of use (definition from Directive
1999/13/EC).
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Contents
1.
2.
3.
4.
Introduction
1
1.1
Basis for this Study
1
1.2
Aims and Objectives
1
1.3
VOC Emissions in the European Union
2
1.4
Petrol Vapour Recovery – Stage I
4
1.5
Petrol Vapour Recovery – Stage II
5
1.6
Approach to the Study
7
Survey of Member States and Candidate Countries
9
2.1
Data Collation and Collation
9
2.1.1
2.1.2
2.2
Consultation Exercise
Data Included in Appendix A
Petrol Throughput and Projections
9
9
9
2.3
Overview of Stage II Implementation by Country
11
2.4
Technical Requirements
13
2.5
Vapour Pressure of Fuels
14
2.6
Implementation of Directive 94/63/EC
14
Hydrocarbon Efficiency and Stage II Effectiveness
in the Field
19
3.1
Hydrocarbon Abatement Efficiency of Stage II
19
3.1.1
3.1.2
3.2
Measuring hydrocarbon abatement efficiency
Typical efficiencies achieved in practice
Key factors influencing Stage II effectiveness
19
20
22
3.2.1
3.2.2
3.3
Air/liquid ratio
Effectiveness of equipment and importance of monitoring
Assumed abatement efficiency
22
22
26
Cost of Stage II Techniques
27
4.1
Elements of Stage II Costs
27
4.2
Stage II Costs Used in this Study
28
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5.
6.
VOC Emissions Projections
31
5.1
Basis of Emissions Estimation
31
5.2
Assumptions and Approach on Vapour Pressure
33
5.2.1
5.2.2
5.3
Fuel Quality, RVP and the Biofuels Directive
Consideration of RVP within the estimation of emissions
Emissions Scenarios
33
34
34
5.3.1
5.3.2
5.3.3
5.3.4
5.4
Overview
Uncontrolled emissions
BAU controlled emissions
Scenario emissions
Emissions Estimation Spreadsheet Model
34
35
36
36
36
5.5
Business as Usual Assumptions on Stage I and II
Implementation
37
Possible European Union Emissions Reductions
and Costs
39
6.1
Stage II Implementation Options Considered
39
6.2
Potential Emissions and Possible Reductions
40
6.2.1
6.2.2
6.2.3
6.2.4
6.2.5
6.2.6
6.2.7
6.2.8
6.3
Scenario 00 - Uncontrolled Emissions
Scenario 01 - Business as Usual Emissions with Current RVP
Scenario 02 - Business as Usual Emissions with RVP of 70 kPa
Scenario 03 - Stage II at >3000m3 from 2010
Scenario 04 - Stage II at >500m3 from 2010
Summary of Maximum Potential Emissions Reductions in 2010
Scenario 05 - Stage II at >500m3 from 2020
Scenario 06 - Stage II at New Stations Only
Costs of Implementation
40
40
42
42
43
44
44
45
46
6.3.1
6.3.2
6.3.1
6.3.2
46
46
48
6.3.3
6.3.4
6.3.5
6.4
Overview
Scenario 03 - Stage II at >3000m3 from 2010
Scenario 04 - Stage II at >500m3 from 2010
Total Possible Further Reductions and Associated Costs for
2010
Scenario 05 - Stage II at >500m3 from 2020
Scenario 06 - Stage II at New Stations Only
Comparison of Scenarios
Potential for Automatic Monitoring Systems
50
50
51
52
54
6.5
Sensitivity Analysis on Key Scenarios
55
6.6
Comparison with Other Measures
61
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7.
8.
Conclusions
65
7.1
Current Uptake of Stage II and Emissions Reductions
65
7.2
Potential Further Reductions and Associated Costs
66
7.3
Uncertainties
69
References
Table 1
Table 2
Table 3
Table 4
Table 5
Table 6
Table 7
Table 1.1
Table 1.2
Table 2.1
Table 2.2
Table 3.1
Table 4.1
Table 4.2
Table 6.1
Table 6.2
Table 6.3
Table 6.4
Table 6.5
Table 6.6
Table 6.7
Table 6.8
Table 6.9
Table 6.10
Table 6.11
Table 6.12
Table 6.13
Table 6.14
Table 6.15
Table 6.16
Table 6.17
Table 6.18
Table 6.19
Table 6.20
Table 6.21
Table 6.22
Table 6.23
Table 6.23
Table 6.24
Table 6.25
Table 6.26
Table 6.27
Table 6.28
Table 6.29
71
Uptake of Stage II in the 25 Member States and Three Candidate Countries
BAU Controlled Emissions at Service Stations for the EU25+3 (kt VOC) (Scenario 01)
BAU Controlled Emissions from Service Stations by Country (kt VOC) (Scenario 01)
Emissions Scenarios
Summary of Uncontrolled and BAU Emissions and Potential Impact of Stage II (kt)
Comparison of Scenarios for 2010
Implications of Legislation in UK for Scenarios 3 and 6 in EU25+3
Estimated Total National VOC Emissions 2000 to 2020 Based on RAINS Model
Timescales for Introduction of Stage I Controls in Older Member States (EU15)
PRIMES Estimates of Petrol Throughput (000 m3) at Service Stations 2000-2020
Uptake of Stage II in the 28 Member States and Candidate Countries
Summary of Stage I Transition Periods for New Member States and Candidate Countries
Estimated Additional Costs of Stage II for Each Size of Service Station (€2005)
Assumed Value of Recovered Petrol
Scenarios for Calculation of Emissions and Potential Stage II Uptake
Uncontrolled Emissions at Service Stations for the EU25+3 (kt VOC) (Scenario 00)
BAU Controlled Emissions at Service Stations for the EU25+3 (kt VOC) (Scenario 01)
BAU Controlled Emissions from Service Stations by Country (kt VOC) (Scenario 01)
BAU Controlled Emissions at Service Stations for the EU25+3 (kt VOC) (Scenario 02)
Emissions at Service Stations for the EU25+3 with Stage II at >3000m3 from 2010
(kt VOC) (Scenario 03a)
Emissions at Service Stations for the EU25+3 with Stage II at >3000m3 from 2010
(kt VOC) (Scenario 03b)
Emissions at Service Stations for the EU25+3 with Stage II at >500m3 from 2010
(kt VOC) (Scenario 04a)
Emissions at Service Stations for the EU25+3 with Stage II at >500m3 from 2010
(kt VOC) (Scenario 04b)
Summary of Maximum Potential Emissions Reductions from Stage II (kt VOC) in the
EU25+3 in 2010
Emissions at Service Stations for the EU25+3 with Stage II at >500m3 from 2020
(kt VOC) (Scenario 05a)
Emissions at Service Stations for the EU25+3 with Stage II at >500m3 from 2020
(kt VOC) (Scenario 05b)
Emissions at Service Stations for the EU25+3 with Stage II at New and Substantially
Rebuilt Stations Only and a Maximum RVP of 60kPa (Scenario 06a)
Emissions at Service Stations for the EU25+3 with Stage II at New and Substantially
Rebuilt Stations Only and a Maximum RVP of 70kPa (Scenario 06b)
Costs of Stage II Under Scenario 03a (in 2010) (current RVP requirements)
Costs of Stage II Under Scenario 03b (in 2010) (maximum RVP of 70 kPa)
Costs of Stage II Under Scenario 04 (in 2010) (current RVP requirements)
Costs of Stage II Under Scenario 04 (in 2010) (maximum RVP of 70 kPa)
Summary of Possible Costs of Stage II Requirements by 2010 for All Petrol Stations
(Stage II in 2010)
Costs of Stage II Under Scenario 05 (Emissions Reductions and Costs for 2020)
Costs of Stage II Under Scenario 06 (Current RVP Requirements and 2010 Emissions)
Costs of Stage II Under Scenario 06b (Maximum RVP of 70 kPa and 2010 Emissions)
Comparison of Scenarios for 2010
Comparison of Scenarios for 2020
Summary of Possible Costs of Stage II Requirements by 2010 for All Petrol Stations with
Automatic Monitoring Required
Key Parameters Considered in Sensitivity Analysis for Scenarios 03 and 06
Sensitivity Analysis on Scenario 3 (all stations with throughput >3000m3 by 2010)
Sensitivity Analysis on Scenario 6 (new stations only, for 2010)
Implications of Legislation in UK for Scenarios 3 and 6 in EU25+3
RAINS Model VOC Cost Curve Data for 2020
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iv
iv
vi
vi
vii
viii
3
4
10
11
14
29
30
39
40
41
41
42
43
43
43
44
44
45
45
46
46
47
48
48
49
50
50
51
52
52
54
55
56
57
58
59
61
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Table A1.1
Table A2.1
Table A3.1
Table A4.1
Table A4.2
Table A5.1
Table A7.1
Table A7.2
Table A9.1
Table A11.1
Table A12.1
Table A13.1
Table A13.2
Table A13.3
Table A14.1
Table A14.2
Table A15.1
Table A16.1
Table A16.2
Table A21.1
Table A22.1
Table A23.1
Table A23.2
Table A25.1
Table A25.2
Table A25.3
Table A26.1
Table A26.2
Table A26.3
Table C1
Table D1
Table D2
Table E1
Table E2
Table F2.1
Table F2.2
Table F2.3
Table F2.4
Table F2.5
Table F2.6
Table F2.7
Table F2.8
Table F2.9
Table F2.10
Table F2.11
Table F3.12
Table G1
Table G2
Table G3
Table G4
Table H1
Appendix A
Appendix B
Appendix C
Appendix D
Appendix E
Appendix F
Appendix G
Appendix H
RVP of Petrol in Austria
III
Costs of installing Stage II controls in Belgium
VI
Percentage and Numbers of Service Stations by Throughput in Cyprus
VII
Percentage and Numbers of Service Stations in Czech Republic in 2003
X
Numbers of Service Stations in Czech Republic with Stage II controls in 2003 and
percentage of total number of service stations
XI
Percentage and Numbers of Service Stations by Throughput in Denmark in 2003
XIII
Percentage and Numbers of Service Stations in Finland in 2003
XVI
Percentage of Service Stations with Stage II controls in Finland in 2003
XVII
Percentage and Numbers of Service Stations in Finland in 2003
XIX
Timetable for Implementation of Stage II in Hungary
XXIII
Numbers and Sizes of Petrol Stations in Ireland in 2003
XXV
Sales of Petrol in Italy (tonnes)
XXVII
Numbers of Service Stations and Average Throughput (petrol and diesel)
XXVII
RVP Values in kPa in Italy (2001-03)
XXVIII
Percentage and Numbers of Service Stations by Throughput in Latvia
XXIX
Assumed Petrol Stations with Stage II in Place in Latvia up to 2020
XXXI
Percentage and Numbers of Service Stations in Lithuania in 2001
XXXII
Numbers of Petrol Stations in Luxembourg by Throughput
XXXIV
Thresholds and Timescales for Introduction of Stage II in Luxembourg
XXXV
Percentage and Numbers of Service Stations in Slovakia in 2003
XLII
Percentage and Numbers of Service Stations in Slovenia in 2004
XLIV
Timetable for Implementation of Stage II in Sweden
XLVII
Historical Cost Estimates for Stage II Controls in Sweden (for 1000-5000 m3/yr)
XLIX
UK annual petrol throughput by petrol station size
L
Capital costs of stage II controls per dispenser in UK
LII
UK total costs of installing stage II controls comparing deadlines, thresholds and
conversion rates (average number of dispensers assumed is 6)
LII
Percentage and Numbers of ‘Existing’ Service Stations and Total ‘New’ Service Stations
in Bulgaria in 2002
LIII
Total Throughput of Petrol in Service Stations in Bulgaria between 1999-2002
LIII
Level of implementation of Stage I controls in service stations in Bulgaria by end 2002
LIV
Data from EPTC Survey on Service Stations, Sales and Stage II Controls (2004)
LXIII
Assumed Uptake of Stage II Controls by Country Under Business as Usual Scenario
(values are percentage of throughput in each size band)
LXV
Basis of Assumptions for Stage II Uptake
LXIX
Concawe Data on % of Volume and % Numbers of Service Stations Below Given
Throughput Categories
LXXII
Assumed Numbers and Throughput of Petrol Stations by Size in Each Member State and
Candidate Country
LXXIII
Summary of Costs from CITEPA (2003)
LXXXIV
Summary of UK Costs from Entec in 1998
LXXXIV
Summary of UK Costs from Defra in 2002
LXXXV
Estimates of Costs from DGMK
LXXXV
Cost Data from Tokheim (2004, 2005)
LXXXVI
Costs of System for Recovery of Vapours at Dispenser
LXXXVI
Costs of Fafnir Automatic Monitoring System
LXXXVII
Cost Estimates from Concawe
LXXXVII
Investment Costs in Hungary 1994-2000
LXXXVII
Costs in Flemish Region of Belgium
LXXXVIII
Additional Costs of Stage II Above-Ground Equipment for New Dispensers
LXXXIX
Summary of Assumed Costs of Stage II Equipment
XCII
Results of Entec consultation on actual RVP values in individual countries
XCIII
Gasoline volatility classes adopted by individual countries in 1999 (CONCAWE, 2004)
XCIV
RVP ranges for volatility classes (kPa) (CONCAWE, 2004)
XCIV
RVP values used within spreadsheet
XCV
Costs and Emissions Reductions by Country and Throughput (by 2010)
XCVII
Background Data for Member States and Candidate Countries - Petrol Distribution and
Vapour Recovery Controls
List of Organisations Contacted
Data from EPTC Survey
Assumed Uptake of Stage II Controls
Assumed Numbers and Throughput of Petrol Stations by Size Band
Summary of Available Data on Stage II Costs
Review of Reid Vapour Pressure Data
Maximum Potential Emissions Reductions and Costs - Stage II by 2010
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1.
Introduction
1.1
Basis for this Study
Requirements for controls on emissions of volatile organic compounds (VOCs) in the petrol
distribution chain were introduced in the European Union in 1994 under Directive 94/63/EC.
These included controls for storage and loading/unloading at petrol terminals; mobile
containers; and loading into storage installations at service stations. These are referred to as
Stage I petrol vapour recovery.
Reductions in VOC emissions reduce levels of photochemical pollution in the troposphere,
particularly ozone pollution, which remains a serious problem in the European Union. VOCs
from petrol are an important precursor in such types of pollution.
Following the recent expansion of the EU to include 10 new Member States, along with the
inclusion of three further countries as candidates for EU membership, there is a need to revisit
the potential for introducing further controls on emissions of VOCs from petrol distribution.
One means of further reducing emissions of VOCs is through introducing requirements for
recovery of vapours during refuelling of vehicles at petrol service stations. This can be
achieved through use of equipment that allows the displaced vapours to be channelled back into
underground storage tanks through a separate vapour line connected to the nozzle that feeds the
petrol into the vehicle fuel tanks. This is referred to herein as “Stage II” petrol vapour recovery.
1.2
Aims and Objectives
The overall objective of this study is to evaluate the potential scope for and costs of further
reductions of emissions of VOCs from refuelling operations at service stations (“Stage II”) in
the enlarged European Union. The key tasks in undertaking this evaluation were as follows:
1. To survey the current Member States and the ten new Member States as well as Bulgaria,
Romania and Croatia, and to identify the extent to which VOC “Stage II” measures are in
place.
2. To estimate the non-methane VOC emissions from the petrol distribution chain for each of
the Member States plus Bulgaria, Romania and Croatia on the basis of the energy outlooks
in the CAFE baseline scenarios, for the years 2010, 2015 and 2020.
• This estimate will be based on the assumption that measures under Directive 94/63
are fully implemented, taking into account the transition periods for acceding
Countries.
• The estimate will take into account existing measures established at national level
for the recovery of refuelling losses of VOCs at service stations (“Stage II”).
• The estimate will be based on two scenarios regarding the maximum vapour
pressure of the petrol: the maximum vapour pressure specifications for petrol
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contained in Directive 2003/17/EC (a maximum Reid vapour pressure (RVP) of 60
kPa); and a maximum RVP of 70 kPa.
3a. To assess the technical feasibility of VOC reductions from refuelling operations at service
stations as well as the (marginal) cost of reducing a tonne of VOCs by Stage II control
measures in different Member States and Accession Countries, using a 4% (+/- 2%)
discount rate. This will involve assessment of the total annual costs of “Stage II” controls.
The assessment of cost effectiveness will be based on different penetration rates for Stage II
controls.
3b. Comparison of the cost-effectiveness of Stage II measures using the current database on
VOC abatement costs for petrol distribution from the RAINS model used by the
International Institute for Applied Systems Analysis (IIASA).
This study relates to emissions from petrol distribution only2. It does not concern other fuels
sold at service stations, such as diesel.
1.3
VOC Emissions in the European Union
Due to the concerns with the environmental impacts of VOCs, a number of legislative and nonlegislative measures have been introduced to ensure a reduction in emissions in the Member
States. In addition to legislation related to specific sectors3, there is also a ceiling set upon
national emissions of VOCs under Directive 2001/81/EC (the National Emission Ceilings
Directive, NECD). An advantage of an emission ceiling is that it provides countries with
flexibility in the way in which the ceiling is achieved, allowing countries to minimise the costs
of achieving specified limits on total national emissions and link to other policies and
objectives. Achieving emissions reductions through Stage II controls could be one means of
meeting emissions ceilings in certain Member States.
The estimated total VOC emissions in 2000 for each of the countries included within the scope
of this project are presented in Table 1.1. These emissions estimated are based on estimates
developed in the RAINS Model (www.iiasa.ac.at/RAINS) and do not include the analysis
undertaken within the scope of the current study in relation to emissions from petrol
distribution.
As can be seen from Table 1.1, there is expected to be a significant reduction in emissions of
VOCs in most of the Member States and Candidate Countries. In total, the reduction in
emissions by 2010 and 2020 as compared to emissions in 2000 are forecast to be 33% and 44%
respectively (note that these data do not include Bulgaria and Croatia).
2
Petrol is any petroleum derivative having a reid vapour pressure of 27.6 kPa or more, which is
intended for use as a fuel for motor vehicles, except liquefied petroleum gas.
3
Such as the Stage I Directive (94/63/EEC) and the Solvents Directive (1999/13/EC).
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Table 1.1
Estimated Total National VOC Emissions 2000 to 2020 Based on RAINS Model
Emission (kt) in year
2000
2005
2010
2015
2020
Austria
190
170
152
143
139
Belgium
242
182
149
148
147
Cyprus
13
9
6
6
6
Czech Rep.
242
196
146
128
120
Denmark
128
93
73
62
58
Estonia
34
32
25
19
17
Finland
171
155
125
109
97
France
1541
1195
1009
934
923
Germany
1527
1236
1048
863
776
Greece
280
229
167
150
144
Hungary
169
139
111
100
91
Ireland
88
70
54
49
46
1738
1391
984
823
734
Latvia
46
50
41
32
28
Lithuania
75
65
57
48
44
Luxembourg
13
10
8
8
8
Malta
5
3
2
2
2
Netherlands
264
221
210
205
203
Poland
582
498
417
359
321
Portugal
260
204
170
160
163
Slovakia
88
77
67
64
65
Slovenia
54
39
29
23
20
Spain
1120
1001
792
732
700
Sweden
305
267
220
195
179
UK
1472
1112
946
891
878
Bulgaria
n.a.
n.a.
n.a.
n.a.
n.a.
Croatia
n.a.
n.a.
n.a.
n.a.
n.a.
Romania
347
359
349
297
242
10,994
9,006
7,360
6,551
6,152
Italy
Total
Source: RAINS Model Database, CP_CLE (Aug 04) Scenario. Accessed 8 December 2004.
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1.4
Petrol Vapour Recovery – Stage I
The requirements for Stage I petrol vapour recovery were introduced through Directive
94/63/EC4. The requirements of this Directive are briefly summarised below.
For storage installations at terminals, above ground tanks must be painted with high heatreflectance paint. Tanks with external floating roofs must have primary and secondary seals
between the tank wall and the floating roof. Fixed roof tanks must be connected to a vapour
recovery unit.
When loading and unloading at terminals, displaced vapours must be returned through a vapourtight connection line to a vapour recovery unit for regeneration at the terminal (does not apply to
top-loading tankers). Vapours may be incinerated when loading onto vessels where vapour
recovery is unsafe or technically impossible because of the volume of return vapour.
Where intermediate storage of vapours is carried out at service stations and terminals, displaced
vapours must be returned through a vapour-tight connection line to the mobile container
delivering the petrol.
There are also various specifications included for bottom-loading, vapour collection and overfill
protection of road tankers.
Table 1.2 summarises the timescales for the implementation of Stage I requirements under the
Directive. It should be noted that several of the new Member States have requested transition
periods for implementation of Stage I controls (as outlined in Section 3.2).
Table 1.2
Timescales for Introduction of Stage I Controls in Older Member States (EU15)
Stage
Timescale and Petrol Throughput Requirements
Storage installations at
terminals
31 December 1995 for new installations.
st
st
31 December 1998 for existing installations unloading > 50,000 t/yr.
st
31 December 2001 for existing installations unloading > 25,000 t/yr.
st
31 December 2004 for all other existing installations.
Loading and unloading of
mobile containers at
[1]
terminals
st
31 December 1995 for new terminals (road/rail/vessels).
st
31 December 1998 for existing terminals >150,000 t/yr (road/rail/vessels).
st
31 December 2001 for existing terminals > 25,000 t/yr (road/rail).
st
31 December 2004 for all other existing terminals (road/rail).
Bottom loading equipment
[1]
(road tanker gantries)
4
st
31 December 2004 (all terminals, for at least one gantry).
European Parliament and Council Directive 94/63/EC of 20 December 1994 on the control of volatile
organic compound (VOC) emissions resulting from the storage of petrol and its distribution from
terminals to service stations, OJ L 365, 24, 31.12.1994.
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Stage
Timescale and Petrol Throughput Requirements
Mobile containers
31 December 1995 for all new containers (road/rail/vessels).
st
st
[2]
31 December 1998 for existing rail tankers and vessels .
When retrofitted for bottom loading for all existing road tankers.
Loading into storage at
[3]
service stations
st
31 December 1995 for all new service stations.
st
3
31 December 1998 where > 1000 m /yr or where located under living/working quarters.
st
3
31 December 2001 where > 500 m /yr.
st
31 December 2004 for all other service stations.
[1] Do not apply to existing terminals with a throughput less than 10,000 t/yr or new terminals with a throughput less
than 5,000 t/yr located in small remote islands.
[2] Only where loading takes place at terminals where Stage I requirements apply.
3
3
[3] Do not apply where throughput <100 m /yr. A derogation may be granted where <500 m /yr where located such that
emissions are unlikely to contribute significantly to environmental or health problems.
1.5
Petrol Vapour Recovery – Stage II
Figure 1.1 provides a simple schematic of the recovery of petrol vapours during refuelling of
vehicles at service stations.
Figure 1.1
Simplified Schematic of Stage II Petrol Vapour Recovery
Coaxial hose with coaxial adapter
P/V valve
Dispenser - includes vapour return vacuum pump
(and may include proportional valve)
VR Nozzle
Vapour Line
Fuel Line
Underground Storage Tank
There are two basic types of Stage II petrol vapour recovery systems: passive and active
systems.
Passive systems (“balance” systems) utilise the pressure generated by the flow of fuel into the
vehicle tank to force the vapours back through a return line into the underground storage tanks
at service stations. For this to work effectively, a good seal around the filler nozzle and the
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filler neck is required (usually achieved by a rubber bellow or boot fitted to the nozzle). Passive
systems are reportedly particularly awkward to operate due to the shape and weight of the
nozzle. The current use of passive systems in the EU is considered to be very limited, with open
active systems predominating.
Open active systems (“assist” systems) use a vacuum pump to draw the petrol vapours through a
return line to the underground storage tank. This is by far the most widely used system in
Europe. The key elements of active Stage II systems include:
• A vapour flow control system which regulates the amount of vapour drawn into the
storage tank in proportion to the amount of fuel dispensed (either through a
proportional valve or by controlling the speed of the vapour pump directly from the
fuel pump). The volumetric return rate of vapour should generally be as close as
possible to the volume of fuel dispensed;
• A vapour pump that sucks back vapour from the nozzle to the underground storage
tank, with a coaxial hose and a coaxial adapter. The vapour pump is generally
located in the dispenser, although central systems that work for several dispensers
may also be used in some cases;
• The vapour return nozzle, which generally looks similar to a normal pump nozzle
and which typically has a vapour sleeve positioned away from the spout. Where
there is more than one nozzle on each side of a dispenser, each nozzle is typically
fitted with a valve that ensures only the nozzle in use will suck back vapours.
A derivative of the open active system that is in place in some countries involves application of
a greater pumping rate to increase the ratio of vapours recovered to petrol dispensed. This is
discussed further in Section 3.
Whereas Stage II controls generally require a separate vapour return pipe, in certain simple
sites, it is possible to insert a plastic vapour return line down the original fuel pipe back to the
underground storage tank (the ‘pipe-in-pipe’ system). This has the advantage that, when
installing Stage II controls at existing petrol stations, there is no need to dig up the station
forecourt to insert a separate vapour return pipe. This system has reportedly been used fairly
extensively in Germany and Austria, although it may not be suitable at sites where the fuel pipe
is not smooth inside or where it has several bends because this makes it more difficult to insert
the vapour return pipe all the way between the dispenser and the underground storage tank.
A further recent development in petrol vapour recovery during refuelling of vehicles is a system
that recovers the displaced petrol vapours directly at the dispenser, rather than returning them to
the underground storage tank. This system uses standard Stage II nozzles and hoses and also
has a vacuum pump. It has a heat exchanger which condenses the petrol vapours and a tank in
which water is separated and the recovered petrol stored. The recovered petrol is then passed to
the dispenser petrol lines during refilling. This system is potentially promising as a new
technique for vapour recovery as it does not require additional below-ground pipework and it
has already been approved for use in one Member State. However, some concerns have been
expressed that the high vacuum pump suction required might collect vapours that may not
otherwise have been lost and could have remained in the vehicle’s petrol tank.
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1.6
Approach to the Study
The work has involved an extensive survey of the 25 Member States and three Candidate
Countries to obtain available information on implementation of vapour recovery controls at
service stations (Stages I and II). This is described in Section 2 of this report, with some of the
key resulting information detailed in Appendix A.
In addition, detailed consultation has been undertaken with various Government, regulatory and
industrial experts in the 28 countries in order to collate relevant information on the current
effectiveness of Stage II controls implemented in various countries and that which is technically
achievable. Consideration has also been given to the technical and administrative issues that
can lead to sub-optimal performance in Stage II systems.
Furthermore, this consultation exercise has also sought a range of information on the costs of
introducing Stage II controls, broken down into the various elements associated with costs,
including capital and operating costs.
This consultation exercise has been supplemented with a detailed review of literature, including
product specifications, reports on testing of Stage II equipment and results of national
monitoring programmes on Stage II.
A spreadsheet model has been developed through which emissions have been estimated for a
range of scenarios related to the expected uptake of Stage II controls in each country over the
period 2010 to 2020 in particular. The model also allows examination of the implications of a
different RVP (70 kPa), as well as different assumptions regarding when additional Stage II
controls might be implemented at the EU level and for what size of petrol stations.
The spreadsheet model also allows for calculation of the costs and cost-effectiveness of Stage II
measures. Cost data for implementation of Stage II controls have been developed based on
consultation with petrol companies and associations; Stage II equipment suppliers; national
authorities; and other sources.
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2.
Survey of Member States and Candidate
Countries
2.1
Data Collation and Collation
2.1.1
Consultation Exercise
A detailed consultation exercise has been undertaken in order to obtain, where available, the
information required to undertake an analysis of the current uptake of Stage II controls in each
of the 25 Member States and three Candidate Countries.
The information collated from consultees is included in Appendix A (see below), with a list of
organisations contacted included in Appendix B.
The aim of the consultation exercise has been to elicit the best available information for each of
the countries concerned and in relation to Stage II controls as a whole. Initial contact has been
made with organisations by telephone, with follow up correspondence by telephone and e-mail,
as well as letter and fax correspondence where a more formalised approach has been deemed
appropriate. Face-to-face discussions have been held with a small number of organisations.
At the outset of this project, it was recognised that the level of information available for each
Member State would inevitably differ and that there would be some data gaps. For the purposes
of this work, where information has not been available through this consultation process,
suitable methods for data extrapolation and other means of estimation have been used.
2.1.2
Data Included in Appendix A
Appendix A provides background data on petrol distribution and vapour recovery controls in
each of the Member States and Candidate Countries
• Data on petrol distribution, including numbers and sizes of petrol stations and
annual petrol throughput;
• Details of the implementation of Directive 94/63/EC (Stage I Directive);
• Details of any Stage II controls in place in each country;
• Relevant information on the costs of implementing Stage II in the country; and
• Information on fuel quality, Reid Vapour Pressure in particular.
2.2
Petrol Throughput and Projections
As set out in the specification for this project, data on petrol throughput from the PRIMES
model (which is implemented in the RAINS Model) have been used in order to estimate petrol
sales within each of the countries of interest. These data have been implemented in the RAINS
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model. Information on expected petrol sales up to 2020 have been included based on the
CP_CLE scenario5 within the RAINS model.
It is recognised that there may information from Member States or Candidate Countries on
petrol sales and projected sales that have not been fully taken into account in this scenario.
However, this is considered to be the best available information at an EU25+3 level at the
current time and is consistent with the requirements of the specification for this project. If
further information on foreseen petrol sales is required to be taken into account in estimating
petrol refuelling emissions, this could be undertaken by the Commission at some time in the
future.
Table 2.1 provides a summary of the estimated petrol throughput at service stations in each
country for the years 2005, 2010, 2015 and 2020.
Table 2.1
Country
PRIMES Estimates of Petrol Throughput (000 m3) at Service Stations 2000-2020
Projected Petrol Throughput at Service Stations in 000 m3
2000
2005
2010
2015
2020
% of Total
EU25+3
Throughput
in 2005
Austria
2,432
2,536
2,469
2,408
2,504
1.5%
Belgium
3,038
2,933
2,849
2,813
2,934
1.7%
Cyprus
262
303
344
356
366
0.2%
Czech Rep.
2,361
2,639
2,863
3,020
3,122
1.6%
Denmark
2,455
2,576
2,473
2,305
2,248
1.5%
Estonia
355
444
504
536
544
0.3%
Finland
2,252
2,337
2,244
2,103
2,088
1.4%
France
17,662
18,943
18,820
18,357
18,670
11.2%
Germany
36,331
37,830
38,205
37,435
38,653
22.3%
Greece
4,106
4,356
4,363
4,390
4,527
2.6%
Hungary
1,699
2,070
2,417
2,578
2,640
1.2%
Ireland
1,864
2,139
2,230
2,243
2,330
1.3%
Italy
21,201
22,371
21,967
21,182
21,051
13.2%
Latvia
369
409
465
517
544
0.2%
Lithuania
472
552
697
811
919
0.3%
5
Climate policy scenario. This is the energy projection “with climate measures” developed in the
PRIMES model. This incorporates to the maximum possible extent national perspectives, while
maintaining Europe-wide consistency in assumptions about energy prices, electricity exports and
imports, etc. It assumes successful implementation of current legislation. Use of this scenario will
enable consistency to be achieved with the baseline scenarios under consideration in other
Commission studies.
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Projected Petrol Throughput at Service Stations in 000 m3
Country
2000
2005
2010
2015
2020
% of Total
EU25+3
Throughput
in 2005
Luxembourg
735
765
732
685
690
0.5%
Malta
90
102
117
125
130
0.1%
Netherlands
5,124
5,388
5,458
5,582
6,001
3.2%
Poland
6,305
6,865
7,893
9,289
10,815
4.0%
Portugal
2,699
2,916
2,989
3,088
3,263
1.7%
Slovakia
764
934
1,124
1,324
1,529
0.6%
Slovenia
1,026
1,171
1,219
1,180
1,178
0.7%
Spain
9,865
11,206
11,562
11,618
11,839
6.6%
Sweden
5,055
5,338
4,993
4,695
4,726
3.1%
UK
27,207
28,688
28,686
27,803
28,391
16.9%
Bulgaria
837
928
1,110
1,282
1,432
0.5%
Croatia
804
886
942
1,055
1,110
0.5%
1,571
2,261
3,115
3,770
4,307
1.3%
158,937
169,885
172,847
172,551
178,550
100.0%
Romania
Total
Source: Rains model (www.iiasa.ac.at/rains), accessed 9 December 2004 and IIASA (2004b). Calculated from
3
Petajoules based on a conversion factor of 1PJ = 28,900 m .
2.3
Overview of Stage II Implementation by Country
Table 2.2 provides a brief summary of the requirements in place for Stage II controls within
each of the 28 Member States and Candidate Countries. For each country, the percentage of
estimated EU25+3 petrol throughput at petrol stations in 2005 is also provided. Since unabated
emissions during refuelling in each country will be correlated with throughput, the percentage of
throughput is also roughly equal to the percentage of unabated emissions (i.e. with no Stage II
controls in place).
Table 2.2
Country
Uptake of Stage II in the 28 Member States and Candidate Countries
% 2005 Petrol
Throughput
Details of Stage II Controls
Austria
1.5%
Legislation requiring Stage II for all petrol stations by 1998 at latest.
Belgium
1.7%
Brussels Capital – Legislation to apply to all stations by 2007 (except if <500m and
not situated below buildings).
3
3
Flemish Region - Legislation to apply to all stations by 2008 (except if <100m ).
Wallonia Region – Legislation for all new stations and all existing stations by 2010.
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Country
% 2005 Petrol
Throughput
Details of Stage II Controls
Cyprus
0.2%
No legislation. New stations fit below-ground pipework.
Czech Rep.
1.6%
Legislation in place requiring Stage II for all stations by 2004 with currently 86% of
petrol stations having Stage II.
Denmark
1.5%
Legislation in place for all stations >500m by year 2000 at latest.
Estonia
0.3%
No legislation.
Finland
1.4%
No legislation. 16% currently have Stage II; new stations fit below-ground pipework.
France
11.2%
Legislation in place for new stations (>500m ) by 2001 and existing (>3,000 m )
stations by 2002.
Germany
22.3%
Legislation in place for all new stations and existing stations >1,000m by 1997.
Greece
2.6%
No legislation.
Hungary
1.2%
Legislation in place for all stations >100m by 2003 at latest.
Ireland
1.3%
No legislation.
Italy
13.2%
Legislation requiring Stage II for all petrol stations by 2000 at latest.
Latvia
0.2%
Legislation in place for all new stations >100m from 2000.
Lithuania
0.3%
Legislation in place for new stations >100m (>500m in rural areas). Applies to all
stations by 2007.
Luxembourg
0.5%
Legislation requiring Stage II for all petrol stations by January 2005 at latest.
Malta
0.1%
No legislation.
Netherlands
3.2%
Legislation in place for all stations >500m by 1999.
Poland
4.0%
Legislation in place for all stations >100m by end of 2005.
Portugal
1.7%
No legislation.
Slovakia
0.6%
Legislation in place for all stations >1000m and all others except those not located
3
under permanent living quarters or industrial areas and those <100m . By 2008 at
latest.
Slovenia
0.7%
Legislation applies to all new petrol stations and those that are reconstructed.
Spain
6.6%
No legislation.
Sweden
3.1%
Legislation in place for all stations >100m (with some exemptions). By 1995 at
latest.
UK
16.9%
Legislation planned, subject to consultation. Note that legislation on Stage II is not
included in the baseline emissions estimates for this study.
Bulgaria
0.5%
No legislation but the majority of petrol stations have Stage II controls in place.
Croatia
0.5%
No legislation.
Romania
1.3%
No legislation.
Total
3
3
3
3
3
3
3
3
3
3
3
3
100.0%
3
All throughput thresholds mentioned are in m per year.
Based on the information in Table 2.2 (above), it can be seen that there are only 10 countries
that do not have either (a) legislation in place to require Stage II controls; (b) planned legislation
for the near future; or (c) significant implementation of Stage II without legislation (i.e. in the
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majority of petrol stations). The total percentage of EU25+3 petrol throughput - and hence of
unabated VOC emissions - of these 10 countries is only around 16% of the total for the 28
countries. If the UK is included in these figures, this would rise to around 33% of throughput.
The countries concerned have introduced requirements on Stage II for a variety of related
reasons. For example, the Italian legislation (described in Appendix A) was introduced on
health grounds.
Some countries have introduced Stage II controls partly as a result of a requirement for Parties
to the 1991 VOCs Protocol6 to control and reduce emissions of VOCs. Stage II controls, in
combination with Stage I, are identified as the best available technology for reducing emissions
during petrol distribution. Countries that had signed and/or ratified to Protocol to varying
degrees as of 28 February 2005 include Austria, Belgium, Bulgaria, Czech Republic, Denmark,
Estonia, Finland, France, Germany, Hungary, Italy, Luxembourg, Netherlands, Slovakia, Spain,
Sweden and the United Kingdom. By comparison with Table 2.2, it is evident that there is a
reasonable correlation between implementation of Stage II and signature of the Protocol.
The United Kingdom is the only country where Stage II controls are not currently in place but
where it has been positively confirmed that legislation on Stage II is planned. For other
countries without Stage II legislation, no details of plans for Stage II have been made available.
In order to estimate emissions from the petrol distribution chain for the years 2010, 2015 and
2020, the uptake of Stage II controls in each Member State for each of these years has been
estimated. This is detailed in Appendix D.
2.4
Technical Requirements
There are various technical requirements for Stage II set out in the relevant national legislation
and associated implementing rules and procedures. However, some common themes amongst
most or all of the requirements include:
• A specified emission reduction efficiency (hydrocarbon efficiency) for the Stage II
controls. The hydrocarbon efficiency is generally undertaken within specific ‘type
approval’ tests for the Stage II equipment to be used. This testing is undertaken at
specially designated locations, rather than at commercial petrol stations. Type
approval tests vary amongst the countries. Some countries have developed their
own type approval tests whereas others allow approved equipment from other
countries to be used. This is discussed in more detail in Section 3.
• Requirements upon the ratio between the volume of recovered petrol vapours and
the volume of petrol dispensed (V/P ratio). This is a key factor in terms of
ensuring that Stage II equipment functions effectively when installed. In addition
to being measured during the type approval test and following installation, there is
generally a requirement to test these requirements periodically once the equipment
is installed.
6
Protocol to the 1979 Convention on Long-Range Transboundary Air Pollution Concerning the
Control of Emissions of Volatile Organic Compounds.
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• Maintenance and monitoring requirements are generally specified in the legislation.
In some countries, a specifically designated organisation undertakes the
monitoring, whereas in others monitoring may be undertaken by suitably
accredited service engineers or other organisations or individuals.
2.5
Vapour Pressure of Fuels
Along with temperature, the vapour pressure of petrol is one of the main contributory factors
affecting emissions of VOCs during vehicle refuelling. This is elaborated upon further in
Section 5 of this report. Whilst the relevant European fuel quality legislation and its
implementation in each Member State specifies Reid Vapour Pressure of petrol sold within each
country, additional information has been sought on the actual RVP in each country (based on
measured data from the authorities or petroleum associations).
Reid Vapour Pressure is the absolute pressure exerted by the gas produced by evaporation from
the liquid, as measured by Reid apparatus under the specific conditions of test temperature,
vapour/liquid ratio and air saturation. True vapour pressure is the absolute pressure exerted by
the gas produced by evaporation from a liquid when the gas and liquid are in equilibrium at the
prevailing temperature (IP, 2004).
Appendix G provides details of the information obtained from Member States on the current
Reid Vapour Pressure of petrol sold and relevant fuel quality legislation requirements,
particularly Directive 2003/17/EC.
2.6
Implementation of Directive 94/63/EC
As required in the technical specification for this work, the estimate of emissions has been
undertaken based on the assumption that Directive 94/63/EC on Stage I measures will be fully
implemented in the ‘older’ (EU15) Member States. However, several of the new Member
States and Candidate Countries have requested a transition period for implementation of the
requirements. These are summarised in Table 3.1.
Table 3.1
Summary of Stage I Transition Periods for New Member States and Candidate
Countries
Country
Transition period requested from Directive 94/63/EC
Czech Republic
No transition period requested.
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Country
Transition period requested from Directive 94/63/EC
Estonia
1. By way of derogation from Article 3 and Annex I of Directive 94/63/EC, the
requirements for existing storage installations at terminals shall not apply in Estonia:
•
until 31 December 2005 for the storage installations OÜ Tarkoil, Rakvere and OÜ
Tarkoil, Haapsalu,
•
until 31 December 2006 for the storage installation AS Tartu Terminaal, Kärkna,
Tartu maakond.
2. By way of derogation from Article 4 and Annex II of Directive 94/63/EC, the
requirements for loading and unloading of existing mobile containers at terminals shall
not apply in Estonia:
•
until 31 December 2005 for the terminals OÜ Tarkoil, Rakvere and OÜ Tarkoil,
Haapsalu,
•
until 31 December 2006 for AS Tartu Terminaal, Kärkna, Tartu maakond.
3. By way of derogation from Article 6 and Annex III of Directive 94/63/EC, the
requirements for loading into existing storage installations at service stations with a
3
throughput smaller than 1 000 m /year shall not apply in Estonia until 31 December
2006.
Cyprus
No transition period requested.
Latvia
1. By way of derogation from Article 3 and Annex I of Directive 94/63/EC, the
requirements for existing storage installations at terminals shall not apply in Latvia:
•
until 31 December 2005 to 17 storage installations with a throughput loaded less
than 25 000 tonnes/year;
•
until 31 December 2006 to a further 3 storage installations with a throughput
loaded less than 25 000 tonnes/year;
•
until 31 December 2008 to a further 19 storage installations with a throughput
loaded less than 25 000 tonnes/year.
2. By way of derogation from Article 4 and Annex II of Directive 94/63/EC, the
requirements for loading and unloading equipment at terminals shall not apply in
Latvia:
•
until 31 December 2005 to 1 terminal with a throughput less than 25 000
tonnes/year;
•
until 31 December 2006 to 17 terminals with a throughput less than 25 000
tonnes/year;
•
until 31 December 2007 to 1 terminal with a throughput less than 25 000
tonnes/year;
•
until 31 December 2008 to 20 terminals with a throughput less than 25 000
tonnes/year.
3. By way of derogation from Article 5 of Directive 94/63/EC, the requirements for
existing mobile containers at terminals shall not apply in Latvia until 31 December
2008 to 68 road tankers.
4. By way of derogation from Article 6 and Annex III of Directive 94/63/EC, the
requirements for loading into existing storage installations at service stations shall not
apply in Latvia:
•
until 31 December 2004 to 56 service stations with a throughput greater than
3
3
1000 m /year but less than or equal to 2000 m /year;
•
until 31 December 2008 to 112 service stations with a throughput greater than
3
3
500 m /year but less than or equal to 1000 m /year, and to 290 service stations
3
with a throughput less than 500 m /year.
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Country
Transition period requested from Directive 94/63/EC
Lithuania
1. By way of derogation from Article 3 and Annex I of Directive 94/63/EC, the
requirements for existing storage installations at terminals shall not apply in Lithuania
until 31 December 2007 to storage installations with a throughput loaded less than or
equal to 50 000 tonnes/year.
2. By way of derogation from Article 4 and Annex II of Directive 94/63/EC, the
requirements for loading and unloading of existing mobile containers at terminals shall
not apply in Lithuania until 31 December 2007 to 12 terminals with a throughput less
than or equal to 150 000 tonnes/year.
3. By way of derogation from Article 5 of Directive 94/63/EC, the requirements for
existing mobile containers at terminals shall not apply in Lithuania until 31 December
2005 to 140 road tankers and 1 900 rail tankers.
4. By way of derogation from Article 6 and Annex III of Directive 94/63/EC, the
requirements for loading into existing storage installations at service stations shall not
apply in Lithuania until 31 December 2007 to service stations with a throughput less
3
than or equal to 1 000 m /year.
Hungary
No transition period requested.
Malta
1. By way of derogation from Article 4 and Annex II of Directive 94/63/EC, the
requirements for loading and unloading equipment at terminals shall not apply in Malta
until 31 December 2004 to 4 gantries in the Enemalta terminal with a throughput
greater than 25 000 tonnes/year.
2. By way of derogation from Article 5 of Directive 94/63/EC, the requirements for
existing mobile containers at terminals shall not apply in Malta until 31 December 2004
to 25 road tankers.
3. By way of derogation from Article 6 and Annex III of Directive 94/63/EC, the
requirements for loading into existing storage installations at service stations shall not
apply in Malta:
Poland
•
until 31 December 2004 to 61 service stations with a throughput greater than
3
1000 m /year;
•
until 31 December 2004 to 13 service stations with a throughput greater than 500
3
m /year;
•
until 31 December 2004 to 8 service stations with a throughput equal to or less
3
than 500 m /year.
By way of derogation from Articles 3, 4, 5, 6 and Annexes I to III of Directive 94/63/EC,
the requirements for existing storage installations at terminals, for loading and
unloading of existing mobile containers at terminals, for existing mobile containers and
for loading into existing storage installations at service stations shall not apply in
Poland until 31 December 2005. At terminals with a throughput of more than 150 000
tonnes/year, the requirements for loading and unloading of existing mobile containers
shall apply as from 1 January 2005.
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Country
Transition period requested from Directive 94/63/EC
Slovakia
1. By way of derogation from Article 3 and Annex I of Directive 94/63/EC, the
requirements for existing storage installations at terminals shall not apply in Slovakia:
•
until 31 December 2004 to 41 storage installations with a throughput loaded
greater than 50 000 tonnes/year;
•
until 31 December 2007 to 26 storage installations with a throughput loaded less
than 25 000 tonnes/year.
2. By way of derogation from Article 4 and Annex II of Directive 94/63/EC, the
requirements for loading and unloading equipment at terminals shall not apply in
Slovakia:
•
until 31 December 2004 to 3 terminals with a throughput greater than 150 000
tonnes/year;
•
until 31 December 2007 to 5 terminals with a throughput less than 150 000
tonnes/year.
3. By way of derogation from Article 5 of Directive 94/63/EC, the requirements for
existing mobile containers at terminals shall not apply in Slovakia until 31 December
2007 to 74 road tankers.
4. By way of derogation from Article 6 and Annex III of Directive 94/63/EC, the
requirements for loading into existing storage installations at service stations shall not
apply in Slovakia:
•
until 31 December 2004 to 226 service stations with a throughput greater than
3
1000 m /year;
•
until 31 December 2007 to a further 116 service stations with a throughput
3
greater than 500 m /year;
•
until 31 December 2007 to a further 24 service stations with a throughput equal
3
to or less than 500 m /year.
Slovenia
No transition period requested.
Bulgaria
Bulgaria has requested a 1 year transitional period for installations and service
stations with medium capacity (‘second’ category) and a 3 year period for those with
low capacity (‘third’ category). Installations and service stations with high capacity
(‘first’ category) will comply with the requirements by 2006.
Croatia
No information available.
Romania
All facilities for petrol loading at terminals will be expected to comply with the Directive
by 2007, but Romania has requested an additional 3 year transition period for petrol
distribution stations with compliance to be achieved by 2010.
Source: http://europa.eu.int/comm/enlargement/negotiations/treaty_of_accession_2003/treaty_accession_2.htm.
As detailed in Section 1, Member States may grant a derogation from the requirements of
Directive 94/63/EC where petrol stations are located such that emissions are unlikely to
contribute significantly to environmental or health problems. Such a derogation has been
implemented by the United Kingdom for existing petrol stations with a throughput less than
500m3/yr (since these are not expected to contribute significantly to environmental or health
problems). All new stations built after December 2004 in the UK regardless of where they are
situated will be required to fit petrol vapour recovery controls on tanks (Defra, 2004). No
information on any derogations based on the size of petrol stations has been made available for
the other Member States and Candidate Countries.
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3.
Hydrocarbon Efficiency and Stage II
Effectiveness in the Field
3.1
Hydrocarbon Abatement Efficiency of Stage II
3.1.1
Measuring hydrocarbon abatement efficiency
An ‘abatement efficiency’ test is carried out once, as part of a type approval test of a vapour
recovery system. These are distinct from routine tests, which are regularly undertaken by
service companies and regulatory authorities to monitor volumetric flow in particular (APEA,
1995).
Efficiency testing uses activated carbon to trap hydrocarbons with and without vapour recovery
systems in place. There are a number of different methods for calculating the hydrocarbon
efficiency, but essentially it is a measure of the percentage of vapours that would otherwise have
been emitted that are captured by the vapour recovery system. For example:
• In Sweden, two carbon canisters are used. The first measures the recovered
emissions using the vapour recovery system, along with a gas meter. The second
canister measures the remainder of the emissions, which are collected by fitting a
rubber boot between the nozzle and the fuel tank filler neck. The efficiency is
calculated by dividing the recovered emissions by the sum of the recovered and
remaining emissions.
• In Germany, the set up for measurement of emissions is similar, but recovered
emissions are not specifically recorded. One test is made using a standard nozzle
and the hydrocarbon emissions are measured (again using a rubber boot between
the nozzle and the fuel filler tank to collect the escaping vapours), giving the ‘base
emissions’. A second test is then undertaken using a vapour recovery nozzle,
allowing the ‘remaining’ emissions to be determined. The efficiency is calculated
by calculating the ratio of the difference between the base emissions and remaining
emissions, divided by the base emissions.
Under German legislation, measurements are taken from a sufficiently large ‘representative’
sample of vehicles7. For each type of vehicle, the residual emission is calculated when the fuel
nozzle is in its normal position within the vehicle filler neck and when it has been rotated by at
least 45° from its normal position. Measurements are taken at the maximum petrol flow rate
stipulated by the fuel nozzle manufacturer, at least 35 l/min, and a fuel nozzle suitable for sale
must be used. The fuel tanks of the test vehicles must be pre-conditioned to contain a saturated
7
The representative sample is determined from the statistics of vehicles newly registered in Germany.
In the four market sectors (small cars, below medium-sized cars, medium-sized cars and luxury cars),
the two most common types of newly registered car in each category are tested. The current
requirement is for eight car types to be tested. However, in the 1990s, the number of cars to be tested
was 30 (the ’30 car test’).
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concentration of petrol vapours. The quality and temperature of fuel must remain constant.
During the taking of measurements, the ambient temperature should lie between 5 and 25°C.
The procedure can take up to around three weeks for the testing for a typical type approval.
Staff training to undertake this type approval testing may take an additional week. As such,
type approval is only cost-effective when there is a significant change to equipment (Tokheim,
2004). Companies can qualify for reduced testing for type approval of a configuration if it is
proven that the equipment will meet the required air to liquid ratio at low, medium and high
flow rates. This will then only require around 3 days of testing (costing approximately €3,0004,000) rather than the longer process, which would cost approximately €20,000.
3.1.2
Typical efficiencies achieved in practice
A number of studies cite typical efficiencies that are achieved in the field. These are
summarised in Table 3.1. Generally, these appear to range from 80% to 90%, with
improvements having been made in recent years, as systems have developed (Tokheim, 2004).
A recent study by the Department of Trade and Industry in the UK (DTI, 2002) found
hydrocarbon efficiencies ranging from 75% to 90% using two different types of nozzles and
three different cars. Recovery after ‘topping up’ was also measured, each fuel tank being filled
until the nozzle automatically shut off and then the trigger squeezed four times until it shut off
again.
In the 1990s, hydrocarbon recovery rates tested in Germany ranged from 68% to 90%, mainly
as a result of design deviations of the vehicle filler neck (Elaflex, 2004). More recent testing
from TÜV Suddeutschland (2002), using eight cars, indicates that average values of 88.6%
recovery can be achieved with a ‘speed-controlled pump’ when the nozzle is positioned
correctly within the filler neck. However, when the nozzle is positioned at a 45° angle, the
average recovery efficiency drops to 83.3%. Efficiency testing using a ‘proportional valve
controlled system’ on the same vehicles found an average recovery efficiency of 90.5%, with
the nozzle in the normal position. These latter figures are considered to be representative of the
level of efficiency that can currently be achieved using modern Stage II equipment and modern
vehicles.
In the above testing, the range of measured efficiency values for the most popular vehicles on
the German fleet indicates a range of around 85.5% (VW Golf) to 95% (BMW 3 series) with a
proportional valve and 83% (Mercedes E class) to 98.5% (BMW 3 series) with a speedcontrolled pump (TÜV Suddeutschland, 2002). This illustrates the differences in efficiency
amongst the most popular vehicles and it is likely that the efficiency would be lower in certain
other vehicles, particularly where there is a poor fit between the nozzle and the vehicle’s filler
neck. Furthermore, the efficiency in practice (rather than under test conditions) will vary
according to the specific equipment used and how it is used, as well as the level and
effectiveness of maintenance and monitoring.
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Table 3.1
Summary of typical hydrocarbon efficiencies for Stage II systems
Reference
Country
Year
Efficiency
required under
legislation
APEA (1995)
Germany
1995
[1]
“current state of
the art”
APEA (1995)
Sweden
1995
[1]
75% under normal
conditions
Efficiency measured
85% under
controlled
conditions
APEA (1995)
Switzerland
1995
[1]
90%
APEA (1995)
USA
1995
[1]
95%
1995
[1]
APEA (1995)
‘European
systems’
EGTEI model (as
described in CITEPA,
2003)
Europe
UNECE (1999)
Europe
92% when cars were pre-conditioned by
heating up the engine
Average values of 80-82% according to the
test method of TÜV Rhineland in Germany
and the SP in Sweden. Results can vary
between 55 and 95% with different fill pipes
Average efficiency of 60%, based on a range
of data sources and information on real field
conditions, including the assumed impact of a
lack of maintenance
1999
[1]
Average efficiency of 50-60% was assumed
[1]
85%
IIASA (2004b)
Europe
2004
IP (2000)
Europe
1995
90% taken from a publication by the US
Environmental Protection Agency (US EPA,
1995)
Equipment supplier
Switzerland
1997
90% Likely to be a high reading compared to
other European countries (c. 10% higher)
Equipment supplier
Germany
1997
at least 80% on average (readily achievable)
Equipment supplier
UK
1997
85%
Equipment supplier
Europe
2004
80% can readily be achieved. Some struggle
to meet 85%
TÜV Rheinland
Germany
1995
80 to 85%
TÜV Rheinland
Germany
1997
At least 80% as an achievable recovery
performance for any currently available active
open system and considering the different
types of car filler neck
TÜV Rheinland
Germany
1992
30 vehicle test – efficiencies ranged from
68%-90% with different vehicle types
TÜV Süddeutschland
(2002)
Germany
2002
Average recovery efficiencies for a speedcontrolled pump of 88.6% with the nozzle
positioned correctly within the filler neck and
83.3% when the nozzle is positioned at a 45°
angle.
TÜV Süddeutschland
(2002)
Germany
2002
Average recovery efficiencies for a
proportional valve controlled system of 90.5%,
with the nozzle in the normal position.
[1] Year when the abatement efficiency was cited from the reference source
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3.2
Key factors influencing Stage II effectiveness
3.2.1
Air/liquid ratio
Control devices within vapour recovery systems ensure that the amount of vapour recovered is
in proportion to the amount of fuel dispensed. More accurate control over vapour flow rates
improves the performance of vapour recovery systems.
Ideally the ratio between the volume of vapour recovered and the volume of petrol dispensed
should equal 100%. This is because when the ratio is less than 100%, the quantity of petrol
being recovered is lowered. However, when the ratio is more than 100%, there will be a net
increase in the volume of petrol (both liquid and vapours) in the underground storage tank. This
will lead to a loss of some of the recovered petrol vapours through the pressure vacuum relief
valve. However, in some cases, Stage II systems may have a ratio greater than 100%, allowing
a greater percentage of emissions to be recovered.
Effectiveness of the vapour recovery system can be tested by measuring the ratio of the volume
of vapour recovered to liquid petrol dispensed, the vapour/petrol ratio (V/P). According to most
national legislation the V/P ratio should be at least 95% and not greater than 105% to avoid
excessive pressure build up8. This is generally undertaken using the so-called ‘dry test’.
In the dry test, the V/P ratio can be determined by measuring the volume of air recovered with
fuel flow simulated at the dispenser and read electronically using the approved measuring
equipment. This provides the ratio of air recovered to liquid dispensed (air/liquid, A/L, ratio)
which should then be corrected to provide the V/P ratio using an appropriate factor to account
for the difference in viscosity between petrol vapour and air (‘k-factor’).
An example of where the ratio can be much greater than 100% is in Luxembourg, where ten
petrol stations are permitted a ratio up to 150%. In such a case, there will often be a need to
treat the emissions that may occur through the PV valve in order to ensure that there is indeed a
greater reduction in emissions. It should be noted that some concerns have been expressed that
such systems recover an excessive volume of petrol, perhaps including some that would
otherwise have been retained in the vehicle fuel tank.
3.2.2
Effectiveness of equipment and importance of monitoring
Potential poor functioning of Stage II and possible causes
There are various factors that affect the efficiency and the functioning of Stage II equipment.
These are highlighted by various monitoring undertaken in some of the countries with Stage II
controls in place already.
In Denmark, periodic measurements indicate that around 25% of vapour recovery systems have
an A/L ratio outside the required interval of 87-113% (Danish EPA, 2004).
8
In France, the volumetric ratios must be between 95% and 105% at the maximum supply flow rate,
whereas the ratio may be between 90 % and 110 % at half of the maximum flow rate. The ratios in
other countries vary: in Denmark, the A/L ratio may be in the range 87-113%; in Germany the range
is 95-105% but 85-115% for the automatic monitoring systems.
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In Germany, testing of Stage II systems indicated that around 30% were not compliant with
legislation (DGMK, 2003), due to the following factors:
• Poor installation, indicating a need for well-trained teams;
• Component failure - the throughput of petrol stations is one of the key determinants
in component failure, indicating the importance of training site operators to
examine equipment between official inspections; and
• Deviations in volumetric control, which is highly dependent upon temperature9.
In Sweden, the National Testing Institute (SP, 2004) found that at around 20% of sites, the
control of vapour return rate is faulty. The repair required is relatively straightforward, but
often a repeat inspection will discover the same fault. Such issues should be reported by the
filling station staff.
The California Air Resources Board (CARB) has conducted work on the effectiveness of
vapour recovery systems over time and determined that the performance of certified systems
can be affected by the following factors, amongst others:
• poor installation of aboveground or underground equipment;
• specific nozzle defects or malfunctions;
• hose tears, kinks or liquid blockage;
• vacuum pumps or vapour processor malfunction;
• poor maintenance; and
• poor operation by the public (CARB, 2002).
It follows that monitoring and inspections are important in maintaining efficiency, as defective
or poorly calibrated equipment can be identified and faults rectified.
There are a number of reasons why the equipment itself may become less effective. One factor
includes liquid entering the vapour recovery system, and this is believed to be a major cause of
failure in some cases. An alarm system has been developed in France that sounds when there is
liquid in the system, although this has apparently had mixed results (Tokheim, 2004).
Consultation with an equipment supplier (Tokheim, 2004) indicates that there has been
historical pressure to produce fuel dispensers with a high rate of fuel delivery (over 40 l/min),
whereas around 38 l/min is optimal for vapour recovery. As such, if a dispenser is running at
50 l/min, for example, the efficiency will be reduced. Also, at a higher rate of delivery, some
petrol may ‘splash back’ rather than entering the fuel tank, reducing value for money for the
customer and also destroying components.
Equipment wear is another significant factor. This can be compensated for, using electronically
calibrated systems, whereby if the petrol flow rate reduces from around 40 l/min to 30 l/min, the
9
For example, in the Netherlands, some systems were installed in the summer and checked in winter the differences in saturation and expansion of vapours are marked and were thus outside the +/-5%
A/L ratio. Self-calibrating systems can resolve this issue (Tokheim, 2004).
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PVR system is automatically calibrated to match. New systems are also being developed that
will provide the operator with an early warning when failure is imminent, allowing repairs to be
better co-ordinated and less expensive (Tokheim, 2004).
Filler neck design
The TÜV testing of various car types shows how the efficiency of the vapour recovery system
can vary significantly with the configuration of the fill pipe of the car. There are a number of
factors that may influence efficiency by a relatively small amount, such as differences in the
functioning of pumps, valves and calibration. However, one of the major factors is
inappropriate design of vehicle filler necks, which can have a significant impact. Indeed, a
document produced by Umweltbundesamt, the German Environmental Protection Agency
(2003) indicates that in future, hydrocarbon efficiency could be improved from 85% to 92% if
vehicle fill necks and stage II nozzles are optimised.
It is accepted that filling is generally more difficult with Stage II, particularly passive systems,
which are much more bulky. In Sweden, leaflets were distributed to service stations in order to
provide instructions for customers on the correct insertion of nozzles to gain best operation from
the vapour recovery system.
Over the past decade, there has been some improvement in fill neck design but the testing
results show that efficiencies vary. The US has set a standard (Underwriters Laboratory) and
accordingly filler neck design is much more harmonised and suited to Stage II (Tokheim, 2004).
In the EU, it is evident that filler neck design has been only partly optimised to be more
compatible with vapour recovery nozzles (partly as a result of discussions in the 1990s between
nozzle manufacturers and car manufacturers). However, this is an area where there is still
potentially room for improvement.
Monitoring
Monitoring is essential to the correct functioning of Stage II vapour recovery, as it highlights
deficiencies with the equipment and ensures that repairs are carried out. For example, anecdotal
evidence suggests that sales of Stage II equipment and repair services increase markedly
whenever the testing authority begins a round of inspections in one Member State.
Further, a recent survey of 87 stations in Rotterdam revealed a possible problem with the 3yearly inspections that are required, whereby some owners did not participate and 17 of the 87
did not require an inspection to be undertaken (despite Stage II having been implemented)
(DCMR, 2003).
There are various methods for checking functionality. In Austria, a simple manometer needle
on the dispenser has been used to show that the system is working. Other countries have used
LEDs and simple devices that fit over the nozzle to test functionality (on/off) may also be used.
However, there are drawbacks of these in that they may just measure whether there is power
input to the system or whether the valve is operating, but they may not, for example, reflect
whether the pump is actually functioning or not. In Germany, the automatic monitoring system
includes a flow sensor which actually monitors the A/L ratio, although this is relatively
expensive and is more complex than the simple systems (Tokheim, 2004). In addition, selfcalibrating systems that ensure the V/P ratio is as close to 100% as possible could increase the
efficiency still further (see below).
Regulations for the timescale of routine testing vary between countries. However, in terms of
the techniques used, the ‘dry test’ method is used in most. This method uses an electronic
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system to simulate the fuel flow by reading the electronic data from the dispenser using a typeapproved handset, which itself is pre-calibrated with the relevant parameters. The method
records only the air volume recovered, thereby checking the volumetric recovery rate without
dispensing fuel (APEA, 1995).
Automatic monitoring systems and self-calibration
In Germany, the requirements of the 21.BlmSchV legislation has meant that automatic
monitoring installations that constantly check the operation of vapour recovery systems have
been mandatory for new petrol stations since April 2003 and will be mandatory for existing
petrol stations between January 2005 and January 2006, depending on graded refit time limits.
Under German legislation, automatic monitoring devices shall:
i)
automatically detect faults in the proper functioning of the petrol vapour recovery
system and indicate the faults detected to the service station staff;
ii)
in the event of faults in the proper functioning of the petrol vapour recovery system
which have been indicated to the service station staff for more than 72 hours,
automatically cut off the flow of fuel;
iii)
automatically detect faults in its own proper functioning and indicate them to the
service station staff; and
iv)
in the event of faults in its own proper functioning, which have been indicated to the
service station staff for longer than 72 hours, automatically cut off the flow of fuel.
Furthermore, the legislation states that
“a fault in the proper functioning of the petrol vapour recovery system exists, if
continuous assessment of fuelling operations by the automatic monitoring
device shows that the ratio of volumes between the returned fuel vapour/air
mixture and the fuel put into the vehicle tank, determined over the period of the
refuelling operation, for ten consecutive refuelling operations, is either below
85 out of one hundred or exceeds 115 out of one hundred.”
The installation of automatic monitoring may eventually lead to a reduced requirement for
regular testing, because systems are more likely to be in working order (Tokheim, 2004).
In Germany, the tolerance for the air/liquid ratio is between 85% and 115% for the automatic
monitoring device to take account of variability with temperature and tolerances in the
monitoring (this compares to a range of 95% to 105% for the tests undertaken during regular
inspections). With self-calibration, the efficiency can be maintained to within the 95% to 105%
range automatically (Tokheim, 2004).
Automatic monitoring systems currently in use include one which includes a flow sensor that is
based on a calorimetric measuring principle, measuring differences in temperature as vapours
pass through (Fafnir, 2004). Tokheim (2004a) has developed a fully integrated, self-calibrating
vapour recovery system, which interfaces with calibration data, to monitor correspondence
between vapour flow and fuel flow for every delivery. The calibration data is updated after
every fuel delivery if accuracy falls outside pre-defined performance thresholds, enabling the
system to compensate automatically for any vapour head loss variation. The system stores
maintenance and operation incident data and can upload it to the management system for remote
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diagnosis, enabling system malfunctions to be detected in real time. As such maintenance and
recalibration expenses can be reduced as calibration is automatic and on-line.
3.3
Assumed abatement efficiency
Given the information above, for the purposes of this study, a hydrocarbon abatement efficiency
of 80% has been assumed for Stage II controls in the field. This is considered to be an
achievable value on average, provided that the equipment is functioning to its design intent with
appropriate maintenance and monitoring of the Stage II equipment in place and also that the
customer uses the nozzle correctly. It is a representative value that has been shown to be
achievable based on efficiency tests from a range of vehicles. The emissions estimation model
has been set up such that this efficiency can be easily modified.
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4.
Cost of Stage II Techniques
4.1
Elements of Stage II Costs
Appendix F provides a review of available data on the costs of various elements of Stage II
controls and details the individual cost elements that are included in this analysis.
Consideration has been given in this report to the additional or incremental costs of introducing
Stage II controls as compared to the baseline situation, rather than the total costs of Stage II
equipment. Thus, for a new or substantially rebuilt service station, there will be a need to
purchase new dispensers and associated equipment, regardless of whether Stage II controls are
applied. Only the differences between the non-Stage II equipment and that required for vapour
recovery are included in the analysis.
The key cost elements of introducing Stage II controls throughout the European Union would
include the following:
• Capital costs for above-ground equipment, including appropriately equipped
dispensers containing vapour return pumps, as well as vapour recovery nozzles,
coaxial hoses and other equipment;
• Capital costs for installing the required below-ground pipework, including a vapour
return line to the underground storage tank;
• Additional costs of digging up petrol station forecourts at existing petrol stations
where installation is not undertaken as part of a planned knock-down and rebuild
programme;
• Additional ongoing maintenance and testing costs of stage II equipment as
compared to standard equipment. In particular, the requirement for a regular check
on the volumetric ratio - with associated adjustments if required - is considered to
be essential to ensuring that a reasonable hydrocarbon efficiency is maintained;
• Costs of powering the Stage II equipment; and
• Savings due to the value of fuel recovered.
These costs have been included in the modelling undertaken for the purposes of this study. In
addition, there would be other costs associated with the implementation of Stage II controls,
including:
• Costs of undertaking any type approval tests for Stage II equipment if any
additional approval tests were to be required; and
• Costs of developing, implementing and enforcing the legislation by the Member
States and by the EU institutions.
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4.2
Stage II Costs Used in this Study
Appendix F provides a summary of the data available for the purposes of this study on the costs
of Stage II controls. This information has been obtained from a variety of sources including
consultation with equipment suppliers; Member State authorities; petrol companies and
associations; and a review of relevant literature.
Based on a review of the cost data in Appendix F, estimates have been made as to the costs of
introducing Stage II controls under each of the following three scenarios:
1. Where the below-ground pipework is already installed and only the additional above-ground
equipment is required (dispenser and associated nozzles and hoses, etc.);
2. Where additional below-ground equipment (pipework) is required and this can be installed
as part of a scheduled knock-down and rebuild or refit programme (the costs are equivalent
to the additional costs for a new petrol station); and
3. Where additional below-ground equipment (pipework) is required but this cannot be
installed as part of a scheduled knock-down and rebuild or refit programme.
Cost data from Appendix F have been reviewed and the costs taken forward to this assessment
are based on representative values from the range of different sources. The breakdown of costs,
including capital and operating costs is included in Table 4.1. This table gives the costs for
service stations of typical sizes (expressed in terms of throughput).
As detailed in Appendix F, the additional costs for a new Stage II dispenser including all
relevant above-ground equipment (such as vapour recovery pumps, nozzles and hoses) is
estimated to cost between €2,000 and €5,000. A value of €2,500 has been taken for the
purposes of this assessment. This is consistent with inventories of the additional equipment
required and with estimates from equipment suppliers.
However, the costs of Stage II equipment where retrofitting of existing dispensers is required
would be significantly higher at around €3,750 to €6,900 per dispenser with a best estimate of
around €5,500. Retrofitting of dispensers would only be required where the date when Stage II
controls are required to be in place is before the equipment reaches the end of its useful life (if
the date is later, only the additional costs for a new dispenser with Stage II controls would
apply). The shortest period before Stage II requirements would apply assumed in this study is
five years (between 2005 and 2010) and it is assumed that the majority of dispensers will have
reached the end of their useful life within this timeframe. Whilst this may not be true for some
of the smaller stations, it is considered to be a defensible assumption, particularly given that
most dispensers produced in recent years are constructed to allow for a simple upgrade to
include Stage II controls.
Estimates of the cost savings associated with the value of the recovered petrol have been
derived based on the quantities of petrol abated and returned to the storage tank and the value of
that recovered petrol. The unit value of petrol is assumed to be as shown in Table 4.2. The
value of petrol has been calculated by taking projected retail prices over the period 2005 to 2020
and subtracting the current average levels of VAT and excise duty.
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Table 4.1
Estimated Additional Costs of Stage II for Each Size of Service Station (€2005)
Annual Petrol Throughput (m3)
0-500
5001000
10002000
20003000
>3000
1
2
3
4
6
4
4
4
4
4
Additional cost of above-ground equipment per dispenser
2,500
2,500
2,500
2,500
2,500
Cost for below-ground pipework (scheduled rebuild)
1,000
2,000
3,000
4,000
5,000
Cost for below-ground pipework (not scheduled rebuild)
15,000
20,000
25,000
30,000
35,000
Total capital cost (above ground equipment only)
2,500
5,000
7,500
10,000
15,000
Total capital cost (during scheduled rebuild)
3,500
7,000
10,500
14,000
20,000
Total capital cost (requiring non-scheduled rebuild)
17,500
25,000
32,500
40,000
50,000
Additional maintenance and testing costs (per nozzle)
70
70
70
70
70
Total additional maintenance and testing costs
280
560
840
1120
1680
Power costs (€/dispenser)
10
10
10
10
10
Total power costs
10
20
30
40
60
Total operating costs
290
580
870
1160
1740
Total annualised cost (above ground equipment only)
562
1,123
1,685
2,246
3,369
Total annualised cost (during scheduled rebuild)
656
1,312
1,969
2,625
3,843
1,982
3,017
4,051
5,086
6,683
0.24
0.72
1.44
2.4
3.84
143.9
431.6
863.2
1,438.6
2,301.8
€/t VOC (above ground equipment only)
1,740
960
570
337
278
€/t VOC (during scheduled major rebuild)
2,135
1,223
768
494
401
€/t VOC (requiring non-scheduled rebuild)
7,657
3,590
2,214
1,520
1,141
Assumed number of dispensers
[1]
Number of petrol nozzles per dispenser
Capital costs
Operating costs (annual)
Total annualised costs
[2]
Total annualised cost (requiring non-scheduled rebuild)
Emissions abated and savings
VOC emissions recovered (t)
[3]
Savings from recovered petrol
Cost per tonne of VOC abated
[4]
[1] Based on consultation for this study, as well as previous work undertaken by Entec (1998).
[2] Total annualised costs are calculated assuming an investment lifetime of 5 years for above-ground equipment
(pumps, hoses, nozzles) and 14 years for below-ground equipment. A discount rate of 4% is used.
3
[3] Calculated assuming an annual throughput of 250, 750, 1500, 2500 and 4000m respectively. Assumed
3
emissions are 1.2 g/m throughput (this is varied according to temperature and RVP in the country-by-country
analysis). A hydrocarbon capture efficiency of 80% is assumed.
[4] Costs per tonne include savings associated with the recovered petrol. These are calculated based on the
assumed value of recovered petrol in Table 4.2 below (for 2010) and a conversion factor of 1,364 litres per tonne of
petrol recovered. Note that these values are not the same as those presented in Section 6 which take into account
the specific size profile (throughput per station), costs and emissions reductions in all of the countries combined.
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Table 4.2
Assumed Value of Recovered Petrol
Retail price (€/l)
Net value (€/l)
[2]
[1]
2005
2010
2015
2020
1.04
1.06
1.07
1.09
0.43
0.45
0.45
0.47
[1] Data from PRIMES model and reported by European Commission (2003).
[2] Value excludes excise duty and value added tax which have been assumed to be €441.4 per 1000l and 19.4%
respectively, taken as an average of the EU25 plus Bulgaria and Romania. Based on data from European Commission
(2005).
A key component of the costs is the assumed economic lifetime of the various equipment
associated with Stage II controls10. For the purposes of this study, it has been assumed that the
economic lifetime of the equipment is as follows:
For all below-ground equipment and pipework: 14 years (based on the assumed
replacement rate of petrol stations)
For all above-ground equipment:
5 years
Whilst there is some uncertainty regarding the actual lifetimes in practice, it is considered that
these values are likely to be the most representative based on consultation for this study with
equipment suppliers and other organisations11. However, the sensitivity of varying these
assumptions has also been examined within the study.
It has been assumed that the rate of new-built or significantly rebuilt petrol stations within each
size category is 1 in 14 years for the baseline analysis (though this has also been varied in a
sensitivity analysis). This assumption has been used only where no information has been
available in the expected future change in the size profile of petrol stations over time. For
example, information is available for the UK to suggest that the numbers of smaller stations will
decrease over time, reflecting a historical trend, and this information is included in the analysis.
However, it is not necessarily the case that smaller petrol stations will be replaced by larger
ones to the same extent for all countries. For example, in several countries there is a trend
towards building new unmanned (automatic) service stations that can have a smaller size both in
terms of throughput (making lower throughput more cost-effective) and in terms of spatial
extent (reducing the cost of land requirements).
10
Since the comparision of abatement costs and emissions reductions is done on a per-year basis, the
costs are annualised to provide a total annualised cost (including ongoing operational costs and oneoff capital expenditure with the latter annualised over the appropriate period).
11
For example, whilst vapour recovery pumps may not be exposed to the same wear and tear as nozzles
and hoses, information from a pump manufacturer suggests that the typical lifetime is 5-6 years
running before problems occur.
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5.
VOC Emissions Projections
5.1
Basis of Emissions Estimation
Aside from the presence or absence of emissions abatement techniques such as Stage II
controls, two of the key factors affecting the levels of emissions during refuelling of vehicles are
the Reid Vapour Pressure of the petrol and the temperature. These two factors combine to give
the true vapour pressure, which has a linear relationship with unabated VOC emissions during
refuelling.
Figure 5.1 illustrates the variation in uncontrolled emissions during refuelling as a function of
the Reid Vapour Pressure of petrol and the ambient temperature. As can be seen from this
figure, variability in temperature and RVP can have a significant impact upon uncontrolled
emissions during refuelling of vehicles.
Figure 5.1
Variation in VOC Emissions with RVP and Ambient Temperature based on IP, 2000
3
(grammes VOC emitted per m petrol throughput)
The EMEP/CORINAIR Emission Inventory Guidebook (UNECE, 2004) uses average emission
factors derived from a CONCAWE study (Williams et al., 1986) and a previous ECE task force
(ECE, 1990), to estimate VOC emissions from service stations. The emission factors are based
on average European gasoline properties, including an average true vapour pressure of 35 kPa.
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However, in order to estimate emissions based on differing assumptions on vapour pressure,
country-specific information on the key factors affecting emissions (particularly RVP and
temperature) are required and algorithms to determine emissions based on these factors will be
used, rather than the average emission factors included in the above Guidebook.
The scope of this project requires the assessment of emissions based on variable vapour
pressures. As such, in this study emissions will be estimated from the activity data using the
methodology described by the Institute of Petroleum (IP, 2000), which includes vapour pressure
as a key variable. Five emissions equations have been used (Box 5.1).
Box 5.1
Estimation of VOC emissions from activity data (IP, 2000).
Filling of underground tanks without Stage IB in operation
Emissions (tonnes/year) = 2.44 x Volume of gasoline dispensed per year (‘000s of m³) x True Vapour Pressure (bar)
Filling of underground tanks with Stage IB in operation
Emissions (tonnes/year) = 0.11 x Volume of gasoline dispensed per year (‘000s of m³) x True Vapour Pressure (bar)
Refuelling vehicles without Stage II or on-board controls
Emissions (tonnes/year) = 3.67 x Volume of gasoline dispensed per year (‘000s of m³) x True Vapour Pressure (bar)
Drips and spillage during dispensing of gasoline
Emissions (tonnes/year) = 0.22 x Volume of gasoline dispensed per year (‘000s of m³) x True Vapour Pressure (bar)
Breathing due to evaporation of gasoline within tanks and atmospheric pressure changes
Emissions (tonnes/year) = 0.33 x Volume of gasoline dispensed per year (‘000s of m³) x True Vapour Pressure (bar)
In order to model emissions with and without Stage II controls in place, the emissions equations
require calculation of the True Vapour Pressure (in bar) from the Reid Vapour Pressure (RVP)
in kPa. This is calculated according to Box 5.2. The equation includes temperature as a
variable, which enables differentiated emissions estimates across the variable climates in
Europe.
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Box 5.2
Converting between Reid Vapour Pressure and True Vapour Pressure (IP, 2000).
TVP = 0.01 x RVP x (10^(((0.000007047 x RVP) + 0.01392) x TEMP + ((0.0002311 x RVP) - 0.5236)))
Where
TVP
=
True Vapour Pressure (bar)
RVP
=
Reid Vapour Pressure (kPa)
TEMP
=
Product temperature (ºC)
In order to model emissions based on different assumptions for maximum the Reid Vapour
Pressure of petrol, a spreadsheet model has been developed, incorporating the equations in
Boxes 1 and 2.
The overall emissions from petrol stations for each country under each scenario (of Stage II
implementation and RVP assumptions) are thus calculated as the sum of (a) emissions during
filling of storage tanks, with appropriate assumptions on uptake of Stage I; (b) emissions during
vehicle refuelling, with appropriate assumptions on Stage II implementation; (c) constant
emissions assumed for tank breathing and spillage12. Where no information has been made
available on projected uptake of Stage II controls in individual countries and where no legal
obligation exists, no ‘voluntary’ uptake of Stage II controls at service stations has been
assumed.
5.2
Assumptions and Approach on Vapour Pressure
5.2.1
Fuel Quality, RVP and the Biofuels Directive
European Legislation on Fuel Quality (e.g. 98/7013; 2003/1714; EN22815, EN59016) sets
maximum RVP requirements for fuel sold within member states. The requirements of 60 kPa or
70 kPa for member states with ‘Arctic exemption’17 apply in the summer months only18.
12
Note that there is an initial loss of vapour when the fill cap is removed prior to refuelling. It has not
been possible to estimate these emissions within this study. However, these emissions will remain
unchanged, regardless of whether Stage II controls are implemented.
13
Directive 98/70/EC of the European Parliament and of the Council of 13 October 1998 relating to the
quality of petrol and diesel fuels and amending Council Directive 93/12/EEC
14
Directive 2003/17/EC of the European Parliament and of the Council of 3 March 2003 amending
Directive 98/70/EC relating to the quality of petrol and diesel fuels
15
2002/159/EC: Commission Decision of 18 February 2002 on a common format for the submission of
summaries of national fuel quality data
16
2002/159/EC: Commission Decision of 18 February 2002 on a common format for the submission of
summaries of national fuel quality data
17
Finland, Ireland, Sweden, and the United Kingdom.
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As part of a wide range of measures to promote sustainable development, and in particular to
tackle rising greenhouse gas emissions from transport, Directive 2003/30/EC (the ‘Biofuels
Directive’) was agreed by the European Council and Parliament on 8 May 2003. The Directive
aims to promote the use of biofuels or other renewable fuels as a substitute for petrol or diesel in
the transport sector. It requires Member States to set indicative targets for biofuels sales for
2005 and 2010, and to introduce a specific labelling requirement at sales points for biofuel
blends in excess of 5 percent. Member States must also report to the Commission each year on
measures taken to promote the use of biofuels and on levels of biofuel sales. Although the
Directive is clear that Member States are free to set their own indicative targets, it specifies that
the annual reports to the Commission should justify any differentiation between the proposed
national targets and the Directive’s reference values.
The requirements of the Biofuels Directive are highly relevant to this project in that adding
ethanol increases fuel RVP by approximately 7 kPa at 5% concentration. Depending on
ambient conditions, this may result in increased emissions of VOCs during refuelling. A key
part of this project is therefore to investigate the sensitivity of emissions estimates to different
RVPs. It is possible, for example, that the expected increase in emissions from addition of
ethanol to fuels could be offset through introduction of wider requirements for Stage II controls.
5.2.2
Consideration of RVP within the estimation of emissions
The methodology selected for the estimation of emissions allows variation of RVP of petrol as a
key parameter in determining emissions (Boxes 5.1 and 5.2). The spreadsheet model includes
two scenarios for RVP: BAU (business as usual) and ‘alternative’ (assuming a maximum of 70
kPa for all grades of petrol).
The BAU RVPs for summer and non-summer are determined for each country though
information obtained from the consultation exercise, as well as the requirements set out for each
country under the aforementioned fuel quality legislation.
The ‘alternative’ RVP scenario assumes a maximum summertime RVP of 70 kPa for all
countries. Winter RVPs are assumed to be equal to the BAU values for each country (i.e.
unchanged) since RVP is not currently limited to 60 kPa during non-summer periods.
Emissions are calculated for both the BAU and alternative RVP scenarios.
5.3
Emissions Scenarios
5.3.1
Overview
The emissions (for both BAU and alternative RVP) have been estimated in three distinct stages:
1. Uncontrolled emissions (without consideration for the application of either Stage IB or
Stage II controls);
2. Business as usual (BAU) controlled emissions (including consideration of BAU uptake and
abatement efficiency of Stage IB and Stage II controls); and
18
Defined as 153 days of the year for most member states except those with Arctic exemption, for
which summer is defined as 92 days (EC/2003/17).
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3. Scenario emissions (with variable levels of uptake and abatement efficiency of Stage II
controls).
All emissions have been estimated for each stage based on a range of sizes of petrol stations,
according to their throughput. Emissions have been estimated for filling of underground tanks;
refuelling vehicles; and spillage. Separate information is provided for petrol stations with
annual throughput in the following ranges:
• 0-500 m3/yr;
• 500-1,000 m3/yr;
• 1,000-2,000 m3/yr;
• 2,000-3,000 m3/yr; and
• >3,000 m3/yr.
The number of petrol stations in each country within each of these size bands, as well as the
total throughput within each of these size bands is required for calculation of emissions
estimates with Stage II controls in place and for estimation of the costs.
Within the scope of this project, it was not feasible to undertake detailed research to determine
the numbers and throughput of petrol stations within the various size bands for all of the
Member States. This would be a potentially very significant task, given that there are over
100,000 petrol stations in the EU. Instead, an attempt has been made to obtain the best available
information from consultees, including Member State authorities, as well as national and
international oil and petrol associations.
Given that this information is not complete for all countries, it has been necessary to use either
historical data on the numbers/throughput in each size band (Concawe, 1994) or to extrapolate
from data for countries that are expected to be similar in terms of the size profile of service
stations. Appendix D provides information on the assumed percentages of petrol stations within
each size band that are assumed to have Stage II controls in place.
5.3.2
Uncontrolled emissions
For each of the reference years19, uncontrolled emissions for filling underground tanks,
refuelling vehicles and spillage have been calculated using the RAINS/PRIMES activity data on
petrol sales and the emissions equations given in Boxes 5.1 and 5.2. Emissions for summer and
winter for each country are calculated separately, using the various assumptions for RVP
presented above. Uncontrolled emissions for the whole year are then be calculated on a pro-rata
basis, from the total number of summer/winter days in each country20.
19
2005, 2010, 2015 and 2020. Emissions for 2005 will also be calculated as a basis for determining
‘current’ emissions and potential reductions.
20
92 days of summer/273 days of winter for Member States with Arctic exemption and 153 days of
summer/212 days of winter for other Member States
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5.3.3
BAU controlled emissions
This information on uncontrolled emissions is combined with data on the expected uptake of
Stage II controls in each country, based on the consultation with Member States and other
organisations. Emissions associated with BAU uptake and abatement efficiencies of Stage IB
and Stage II across the 28 countries are estimated as follows:
• Uncontrolled emissions for filling underground tanks are multiplied by BAU
uptake and abatement efficiencies for Stage IB controls. The former is assumed to
be 100% in all cases from 2010 onwards. The latter is assumed to be 95% based
on IP (2000);
• Controlled emissions for refuelling vehicles are calculated by incorporating BAU
uptake (see Appendix D) and abatement efficiencies for Stage II controls (assumed
to be 80%, see Section 3.3) by the uncontrolled emissions; and
• Uncontrolled emissions for spillage and breathing remain unchanged.
The remaining emissions have been summed to give the total controlled emissions for each
country, in each reference year, under BAU.
5.3.4
Scenario emissions
The scenario emissions will be calculated in the same manner as the BAU emissions,
incorporating user-defined uptake rates and abatement efficiencies for each reference year. This
allows for determination of the emissions in each of the reference years assuming Communitywide requirements for Stage II controls.
5.4
Emissions Estimation Spreadsheet Model
The above information has been incorporated into a spreadsheet model for calculation of
emissions of VOCs both with and without additional requirements on Stage II.
The spreadsheet model includes estimations of emissions and additional costs of
implementation of Stage II controls at service stations of variable sizes across the EU25+3. It
has been used to generate information for this report, providing information on costs, emission
reductions and information on €/(tonne VOC) abated:
• For each size band of service station (details of size bands to be determined);
• For each country (EU25+3);
• For each of the reference years (2010, 2015 and 2020);
• For both assumptions of RVP (BAU and max 70 kPa);
• For variable assumptions of discount rate (4% +-2%); and
• For variable assumptions on the abatement efficiency of Stage II controls.
The model allows the user to modify a range of variables to test the implications of introducing
Stage II. In addition to the above variables, it allows for differing assumptions regarding the
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sizes of petrol stations that might be included in any possible future Community-wide
requirements on Stage II.
The key input data required for the spreadsheet are as follows:
• Data on total petrol throughput for each year. This is based on the energy outlooks
in the RAINS Model (see Section 2);
• Average ambient temperature in each country. This is based on the assumptions
used in the RAINS model, for consistency21;
• Baseline Reid Vapour Pressure values and days for summer and winter RVP.
These are discussed in Section 2;
• Assumed summer and winter temperatures in each country for separate calculation
of summer and winter emissions;
• A conversion between RVP and true vapour pressure and equations for the
estimation of emissions at petrol stations. These are detailed in Boxes 5.1 and 5.2;
• Total numbers of petrol stations and split of petrol stations between each size band
by numbers and by throughput (Appendices A and D);
• Abatement efficiency of Stage IB controls (assumed to be 95% based on Box 5.1);
• Abatement efficiency of Stage II controls (assumed to be 80% based on Section 3);
• Uptake of Stage IB controls (assumed to be fully implemented by 2010); and
• Uptake of Stage II controls (Appendices A and E).
5.5
Business as Usual Assumptions on Stage I and II
Implementation
It has been assumed that Stage I controls will be fully implemented in each of the Member
States by the year 2010. This is consistent with the transition periods for all of the new Member
States and Candidate Countries, except for Croatia, for which no information has been made
available.
Appendix D details the assumed uptake of Stage II over the period 2005 to 2020 based on the
information in Appendix A, as well as the summary in Section 2.
21
The emissions estimation method (IP, 2000) utilises the ambient temperature. However, the
temperature in the UST will be cooler and that in the car’s petrol tank will be warmer (e.g. due to
mixing with fuel injection systems).
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6.
Possible European Union Emissions
Reductions and Costs
6.1
Stage II Implementation Options Considered
A number of different scenarios have been considered in terms of the modelling of emissions
and associated costs for the three reference years (2010, 2015 and 2020), including BAU and
possible further implementation of Stage II controls. Table 6.1 summarises the scenarios
considered. Only the emissions related to refuelling of vehicles has been varied; emissions from
fuel unloading, spillage and tank breathing are assumed to remain constant for all scenarios,
except Scenario 00 which includes uncontrolled emissions from both fuel unloading and
refuelling.
Table 6.1
Scenarios for Calculation of Emissions and Potential Stage II Uptake
Scenario
Description
00 - Uncontrolled
Assumes no Stage IB or Stage II controls in place in any country (i.e.
completely unabated Stage II emissions).
01 - Business as usual - 60 kPa
Assumes Stage II controls implemented in Member States as currently
planned. Assumes current requirements on maximum RVP of petrol
(60 kPa in most countries).
02 - Business as usual - 70 kPa
Same as Scenario 01 but with a maximum RVP of 70 kPa where the
current maximum is 60 kPa.
3
03 - EU Stage II at >3000m from 2010
a) Assuming that Stage II controls are required for all petrol stations above
the annual throughput mentioned from 2010 onwards.
b) As for (a) but with a maximum RVP of 70 kPa.
3
04 - EU Stage II at >500m from 2010
a) Assuming that Stage II controls are required for all petrol stations above
the annual throughput mentioned from 2010 onwards.
b) As for (a) but with a maximum RVP of 70 kPa.
3
05 - EU Stage II at >500m from 2020
a) Assuming that Stage II controls are required for all petrol stations above
the annual throughput mentioned from 2020 onwards.
b) As for (a) but with a maximum RVP of 70 kPa.
06 - EU Stage II for new stations
a) Assumes that Stage II controls are required for all new petrol stations.
b) As for (a) but with a maximum RVP of 70 kPa.
Estimates have been derived for all emissions from petrol stations, including fuel unloading, tank breathing, spillage and
vehicle refuelling. However, the only aspect varied in each scenario is emissions from refuelling, which are affected by
Stage II implementation.
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6.2
Potential Emissions and Possible Reductions
6.2.1
Scenario 00 - Uncontrolled Emissions
Uncontrolled emissions (i.e. without any Stage IB or Stage II controls in place in any country)
have been calculated in order to determine the emissions reductions that are already expected to
be achieved under existing requirements (Directive 94/63/EC and national implementation of
Stage II controls).
Table 6.2 summarises total emissions for the 28 countries from each of the main sources of
emissions at service stations.
Table 6.2
Uncontrolled Emissions at Service Stations for the EU25+3 (kt VOC) (Scenario 00)
2010
2015
2020
Refuelling
172.8
172.2
177.9
Filling storage tanks
114.9
114.5
118.3
Spillage
10.4
10.3
10.7
Tank breathing
15.5
15.5
16.0
Total
313.5
312.5
322.9
Assumes no uptake of Stage IB or Stage II controls.
6.2.2
Scenario 01 - Business as Usual Emissions with Current RVP
Table 6.3 provides a summary of the emissions from each of the sources of emissions at petrol
stations with Stage IB controls implemented and the currently foreseen uptake of Stage II
controls in place (Appendix D). As can be seen from this Table, emissions from refuelling of
vehicles is expected to remain the largest source of VOC emissions from service stations, for the
EU25+3 as a whole. Emissions from refuelling are estimated to remaining relatively constant
from 2010. The increase in potential emissions through increased fuel throughput is partially
offset by continuing implementation of Stage II in some countries.
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Table 6.3
BAU Controlled Emissions at Service Stations for the EU25+3 (kt VOC) (Scenario 01)
2010
2015
2020
Refuelling
87.2
84.3
86.8
Filling storage tanks
5.7
5.7
5.9
Spillage
10.4
10.3
10.7
Tank breathing
15.5
15.5
16.0
Total
118.9
115.8
119.4
Assumes currently foreseen uptake of Stage IB and Stage II controls. Includes emissions from including fuel unloading,
tank breathing, spillage and vehicle refuelling.
Table 6.4 provides a breakdown of emissions from service stations in each country, including all
sources of emissions.
Table 6.4
BAU Controlled Emissions from Service Stations by Country (kt VOC) (Scenario 01)
Country
2010
2015
2020
Austria
0.89
0.87
0.91
Belgium
1.09
1.08
1.12
Denmark
1.06
0.99
0.96
Finland
1.94
1.82
1.81
France
11.17
8.39
8.53
Germany
13.21
12.95
13.37
Greece
5.37
5.41
5.58
Ireland
3.16
3.18
3.30
Italy
9.28
8.95
8.89
Luxembourg
0.30
0.28
0.28
Netherlands
2.49
2.54
2.73
Portugal
4.37
4.52
4.77
Spain
13.40
13.47
13.72
Sweden
1.85
1.72
1.70
United Kingdom
36.80
35.67
36.42
Cyprus
0.42
0.44
0.45
Czech Republic
0.98
1.03
1.07
Estonia
0.54
0.57
0.58
Hungary
0.88
0.94
0.96
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Country
2010
2015
2020
Latvia
0.26
0.27
0.28
Lithuania
0.28
0.33
0.37
Malta
0.16
0.17
0.18
Poland
2.67
3.14
3.66
Slovakia
0.43
0.50
0.58
Slovenia
0.74
0.54
0.40
Bulgaria
0.40
0.46
0.52
Croatia
1.23
1.38
1.45
Romania
3.48
4.21
4.81
Total
118.9
115.8
119.4
Assumes currently foreseen uptake of Stage IB or Stage II controls. Includes all emissions from petrol stations,
including refuelling, tank breathing, spillage and refuelling of vehicles.
6.2.3
Scenario 02 - Business as Usual Emissions with RVP of 70 kPa
Table 6.5 provides a summary of emissions at service stations assuming a higher maximum
RVP of 70 kPa for all countries during the summer months. As can be seen from this table,
allowing an increased RVP could increase VOC emissions in the EU by a small but significant
amount (around 4%).
Table 6.5
BAU Controlled Emissions at Service Stations for the EU25+3 (kt VOC) (Scenario 02)
2010
2015
2020
Refuelling
90.5
87.4
90.1
Filling storage tanks
6.0
6.0
6.2
Spillage
10.8
10.8
11.1
Tank breathing
16.2
16.1
16.7
Total
123.5
120.3
124.0
Assumes currently foreseen uptake of Stage IB or Stage II controls. Assumes maximum RVP of 70 kPa.
6.2.4
Scenario 03 - Stage II at >3000m3 from 2010
Emissions for this scenario for the EU as a whole are presented in Tables 6.6 and 6.7 for the two
different RVP assumptions. By comparing the data in Table 6.6 with that in Tables 6.4 and 6.5,
it can be seen that introducing Stage II requirements for the largest petrol stations could provide
a significant reduction in the remaining emissions in the EU from refuelling. As can be seen
from these tables, introducing requirements for Stage II controls at petrol stations with a
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throughput above 3000m3 per year could more than offset the expected increase in emissions
that would result from an increase in the maximum summer RVP of petrol.
Table 6.6
Emissions at Service Stations for the EU25+3 with Stage II at >3000m3 from 2010
(kt VOC) (Scenario 03a)
2010
2015
2020
Reduction in refuelling emissions
31.5
31.1
31.9
Total remaining emissions
87.4
84.7
87.5
Assumes maximum RVP of 60 kPa (with current exemptions)
However, these reductions would be dominated by the contribution from reductions in the
United Kingdom. Therefore, the actual incremental effect of any EU policy may not be as
significant.
Table 6.7
Emissions at Service Stations for the EU25+3 with Stage II at >3000m3 from 2010
(kt VOC) (Scenario 03b)
2010
2015
2020
Reduction in refuelling emissions
32.1
31.7
32.6
Total remaining emissions
91.3
88.6
91.4
Assumes maximum RVP of 70 kPa.
6.2.5
Scenario 04 - Stage II at >500m3 from 2010
Tables 6.8 and 6.9 present similar information as for Scenario 03 but assuming that Stage II
requirements apply at a lower threshold of throughput.
Table 6.8
Emissions at Service Stations for the EU25+3 with Stage II at >500m3 from 2010
(kt VOC) (Scenario 04a)
2010
2015
2020
Reduction in refuelling emissions
47.9
45.1
46.4
Total remaining emissions
70.9
70.7
73.0
Assumes maximum RVP of 60 kPa (with current exemptions)
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Emissions at Service Stations for the EU25+3 with Stage II at >500m3 from 2010
(kt VOC) (Scenario 04b)
Table 6.9
2010
2015
2020
Reduction in refuelling emissions
49.5
46.5
47.8
Total remaining emissions
74.0
73.8
76.2
Assumes maximum RVP of 70 kPa.
6.2.6
Summary of Maximum Potential Emissions Reductions in 2010
Table 6.10 presents a summary of potential emissions reductions beyond the BAU baseline that
could be achieved by implementing Stage II controls in each of the throughput bands of interest
in 2010. As can be seen from this table, the most significant emissions reductions could be
achieved by implementing requirements for petrol stations with a throughput greater than
3,000 m3/year. The emissions reductions that could be achieved for this size of petrol station is
greater than that for all of the petrol sold through smaller stations.
Table 6.10
Summary of Maximum Potential Emissions Reductions from Stage II (kt VOC) in the
EU25+3 in 2010
Potential
reduction from
Stage II
implementation
Remaining
emissions at
Service Stations
Reduction as %
of total
uncontrolled
refuelling
Reduction as %
of total BAU
refuelling
emissions
0-500
4.8
7.0
3%
5%
500-1000
3.8
7.2
2%
4%
1000-2000
6.8
11.9
4%
8%
2000-3000
5.8
9.6
3%
7%
>3000
31.5
30.5
18%
36%
Total
52.7
66.2
30%
60%
Throughput
3
(m /year)
Uncontrolled emissions from refuelling in 2010 are estimated at 172.8kt and BAU emissions from refuelling at 87.2kt
(see Tables 6.2 and 6.3).
It should be noted that around 45% of the potential emissions reduction for petrol stations
>3000m3/year relates to potential reductions in the United Kingdom. As detailed in Appendix
A, the UK is planning to introduce legislation on Stage II in the near future and this would
affect the potential further emissions reductions.
6.2.7
Scenario 05 - Stage II at >500m3 from 2020
Tables 6.11 and 6.12 present similar information as for Scenario 04 but assuming that Stage II
requirements apply in 2020 rather than 2010.
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Table 6.11
Emissions at Service Stations for the EU25+3 with Stage II at >500m3 from 2020
(kt VOC) (Scenario 05a)
2020
BAU emissions
119.4
Reduction in refuelling emissions
46.4
Total remaining emissions
73.0
Assumes maximum RVP of 60 kPa (with current exemptions)
Table 6.12 Emissions at Service Stations for the EU25+3 with Stage II at >500m3 from 2020
(kt VOC) (Scenario 05b)
2020
BAU emissions
124.0
Reduction in refuelling emissions
47.8
Total remaining emissions
76.2
Assumes maximum RVP of 70 kPa.
6.2.8
Scenario 06 - Stage II at New Stations Only
Introducing requirements for Stage II at existing stations could potentially have significant
financial implications for service stations, particularly where companies are not given sufficient
time to implement the techniques within normal business cycles for rebuilding service stations
and/or replacement of refuelling equipment.
Therefore, particular consideration has been given in this report - at the suggestion of the
European Commission - to a simplified, ‘minimum model’ for the introduction of Stage II at the
European Union level. This also reflects the fact that there is already legislation on Stage II in
several of the Member States and that this legislation differs amongst countries.
Under this model, Stage II would only be required for (a) new service stations and (b) service
stations that are completely refurbished, including full replacement of the service station
forecourt. There would be no exemption for stations of a particular size or throughput and there
would not be any predetermined deadlines for installation of Stage II controls.
Table 6.13 provides a summary of the potential reduction in emissions from refuelling by
implementation of this scenario compared to the business as usual baseline. Table 6.14 provides
equivalent data assuming a maximum RVP of 70 kPa. As can be seen from these tables, the
initial reduction in emissions (by 2010) is less significant than for the other scenarios considered
above. Overall, the reduction in emissions over the period to 2020 is more steady than where
requirements are introduced for existing stations, but the eventual reduction is broadly
equivalent.
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Table 6.13
Emissions at Service Stations for the EU25+3 with Stage II at New and Substantially
Rebuilt Stations Only and a Maximum RVP of 60kPa (Scenario 06a)
2010
2015
2020
Total BAU emissions
118.9
115.8
119.4
Reduction in refuelling emissions
18.9
35.7
51.2
Total remaining emissions
100.0
80.1
68.2
Assumes maximum RVP of 60 kPa (with current exemptions)
Table 6.14
Emissions at Service Stations for the EU25+3 with Stage II at New and Substantially
Rebuilt Stations Only and a Maximum RVP of 70kPa (Scenario 06b)
2010
2015
2020
Total BAU emissions
123.5
120.3
124.0
Reduction in refuelling emissions
19.6
36.9
53.0
Total remaining emissions
103.9
83.4
71.0
Assumes maximum RVP of 70 kPa.
6.3
6.3.1
Costs of Implementation
Overview
For each of the scenarios considered in Section 6.2, an assessment has been made as to the costs
of implementing Stage II controls in each of the Member States and Candidate Countries. Costs
have been estimated in terms of the following:
• The marginal cost of reducing VOC emissions using Stage II measures, expressed
in terms of Euros per tonne of VOC emissions abated. This has been assessed
using a 4% discount rate, with the potential for the discount rate to be varied (the
range 2-6% is of particular interest);
• Total annualised costs of Stage II measures.
For scenarios that would require Stage II controls to be retrofitted to existing service stations
outside of scheduled new build or substantial rebuild timeframes, it has been assumed that the
additional capital costs for such stations would be based on the retrofit costs for dispensers in
Appendix F. For all other stations, the additional capital costs for dispensers are based on the
extra cost of Stage II equipped dispensers compared to the cost of non-Stage II dispensers.
6.3.2
Scenario 03 - Stage II at >3000m3 from 2010
Table 6.15 provides a summary of the costs associated with introducing the requirements of this
scenario (assuming current requirements on Reid Vapour Pressure). Details of emissions
reductions, estimated remaining emissions, total annualised costs, and costs per tonne of VOC
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reduced are included. The table also includes an estimate of the value of the recovered petrol in
each country, assuming a cost of petrol of €0.43 per litre in 2005, rising to €0.44 in 2010, €0.46
in 2015 and €0. 47
in 2020 (European Commission, 2003). These values do not include excise duty and value
added tax.
Table 6.15
Costs of Stage II Under Scenario 03a (in 2010) (current RVP requirements)
Country
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
Austria
0
893
0
0
n/a
n/a
Belgium
0
1,090
0
0
n/a
n/a
Denmark
0
1,059
0
0
n/a
n/a
Finland
448
1,495
1,749
268
3,906
3,307
France
0
11,167
0
0
n/a
n/a
Germany
0
13,212
0
0
n/a
n/a
Greece
40
5,333
113
24
2,796
2,197
Ireland
928
2,235
2,342
556
2,524
1,925
Italy
0
9,276
0
0
n/a
n/a
Luxembourg
0
299
0
0
n/a
n/a
Netherlands
0
2,485
0
0
n/a
n/a
501
3,869
2,049
300
4,090
3,490
5,528
7,874
21,552
3,314
3,899
3,299
0
1,852
0
0
n/a
n/a
22,462
14,341
52,255
13,464
2,326
1,727
116
308
375
69
3,242
2,642
0
980
0
0
n/a
n/a
Estonia
147
390
903
88
6,154
5,554
Hungary
0
880
0
0
n/a
n/a
Latvia
0
262
0
0
n/a
n/a
Lithuania
0
282
0
0
n/a
n/a
Malta
44
116
152
26
3,475
2,876
Poland
0
2,672
0
0
n/a
n/a
Slovakia
0
429
0
0
n/a
n/a
Slovenia
0
741
0
0
n/a
n/a
Portugal
Spain
Sweden
United Kingdom
Cyprus
Czech Republic
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Country
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
Bulgaria
0
401
0
0
n/a
n/a
Croatia
336
892
1,083
201
3,227
2,628
Romania
951
2,529
3,528
570
3,708
3,109
31,499
87,362
86,100
18,882
2,733
2,134
TOTAL EU25+3
n/a = not applicable (no action required for country)
Table 6.16
Costs of Stage II Under Scenario 03b (in 2010) (maximum RVP of 70 kPa)
Country
TOTAL EU25+3
6.3.1
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
32,139
91,323
86,100
19,265
2,679
2,080
Scenario 04 - Stage II at >500m3 from 2010
Table 6.17 provides a summary of the costs associated with introducing the requirements of this
scenario (assuming current requirements on Reid Vapour Pressure). Table 6.18 provides a
summary of the total costs for the EU25+3 assuming a maximum RVP of 70kPa.
Table 6.17
Country
Costs of Stage II Under Scenario 04 (in 2010) (current RVP requirements)
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
Austria
0
893
0
0
n/a
n/a
Belgium
0
1,090
0
0
n/a
n/a
Denmark
0
1,059
0
0
n/a
n/a
Finland
1,059
884
6,359
635
6,005
5,406
France
2,565
8,602
15,944
1,538
6,216
5,617
0
13,212
0
0
n/a
n/a
2,394
2,980
13,055
1,435
5,454
4,854
Germany
Greece
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Country
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
2,031
1,132
6,930
1,217
3,412
2,813
Italy
0
9,276
0
0
n/a
n/a
Luxembourg
0
299
0
0
n/a
n/a
Netherlands
0
2,485
0
0
n/a
n/a
Portugal
2,637
1,734
9,112
1,580
3,456
2,857
Spain
8,972
4,430
49,677
5,378
5,537
4,938
0
1,852
0
0
n/a
n/a
24,393
12,410
61,652
14,622
2,528
1,928
256
168
1,133
153
4,433
3,834
0
980
0
0
n/a
n/a
Estonia
324
213
2,439
194
7,524
6,924
Hungary
0
880
0
0
n/a
n/a
Latvia
61
201
755
36
12,444
11,844
Lithuania
0
282
0
0
n/a
n/a
Malta
96
63
410
58
4,249
3,649
Poland
0
2,672
0
0
n/a
n/a
Slovakia
22
407
202
13
9,360
8,760
Slovenia
270
471
733
162
2,713
2,114
Bulgaria
0
401
0
0
n/a
n/a
Croatia
742
486
2,927
445
3,946
3,346
Romania
2,102
1,378
9,531
1,260
4,534
3,935
TOTAL EU25+3
47,922
70,940
180,859
28,726
3,774
3,175
Ireland
Sweden
United Kingdom
Cyprus
Czech Republic
n/a = not applicable (no action required for country)
Table 6.18
Costs of Stage II Under Scenario 04 (in 2010) (maximum RVP of 70 kPa)
Country
TOTAL EU25+3
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(not
including
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
49,483
73,980
180,859
29,661
3,655
3,056
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6.3.2
Total Possible Further Reductions and Associated Costs for 2010
Table 6.19 presents a summary of the total emissions reductions and associated costs for
implementation of Stage II controls in the EU as a whole for each of the five categories of
throughput considered (with current requirements on Reid Vapour Pressure assumed). It is
based on an assumption that all petrol stations would be required to have Stage II controls in
place by 2010.
Appendix H provides a summary of the detailed data for each of the 25 Member States and
three Candidate Countries.
Table 6.19
Summary of Possible Costs of Stage II Requirements by 2010 for All Petrol Stations
(Stage II in 2010)
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
Total
52,671
66,191
215,238
31,572
4,086
3,487
0-500
4,749
6,980
34,379
2,846
7,240
6,640
500-1000
3,825
7,152
21,894
2,293
5,725
5,125
1000-2000
6,806
11,920
40,605
4,079
5,966
5,367
2000-3000
5,792
9,591
32,260
3,472
5,569
4,970
>3000
31,499
30,549
86,100
18,882
2,733
2,134
Throughput
3
(m )
Assumes maximum RVP of 60 kPa (with current exemptions).
6.3.3
Scenario 05 - Stage II at >500m3 from 2020
Tables 6.20 provides a summary of the costs associated with introducing the requirements of
this scenario (assuming both current requirements on Reid Vapour Pressure and a maximum
RVP of 70kPa).
Table 6.20
Costs of Stage II Under Scenario 05 (Emissions Reductions and Costs for 2020)
Country
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
TOTAL EU25+3
(Current RVP)
46,378
73,024
128,973
29,374
2,781
2,148
TOTAL EU25+3
(Max. 70kPa)
47,848
76,169
128,973
30,305
2,695
2,062
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6.3.4
Scenario 06 - Stage II at New Stations Only
Table 6.21 provides a summary of the costs associated with introducing the requirements of this
scenario (assuming current requirements on Reid Vapour Pressure). Table 6.22 provides a
summary of the total costs for the EU25+3 assuming a maximum RVP of 70kPa.
Table 6.21
Costs of Stage II Under Scenario 06 (Current RVP Requirements and 2010 Emissions)
Country
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
Austria
0
893
0
0
n/a
n/a
Belgium
4
1,085
19
3
4,417
3,818
Denmark
41
1,017
34
25
817
218
Finland
434
1,509
1,300
260
2,993
2,394
France
1,476
9,690
4,277
885
2,897
2,298
0
13,212
0
0
n/a
n/a
Greece
1,298
4,076
3,838
778
2,957
2,358
Ireland
764
2,399
1,488
458
1,949
1,349
Italy
0
9,276
0
0
n/a
n/a
Luxembourg
0
299
0
0
n/a
n/a
Netherlands
150
2,335
542
90
3,612
3,013
Portugal
1,055
3,315
2,113
633
2,002
1,402
Spain
3,237
10,165
9,947
1,940
3,073
2,474
21
1,831
50
13
2,317
1,718
8,739
28,064
11,851
5,239
1,356
757
183
240
438
110
2,390
1,790
0
980
0
0
n/a
n/a
Estonia
130
407
510
78
3,936
3,337
Hungary
0
880
0
0
n/a
n/a
Latvia
35
227
229
21
6,588
5,989
Lithuania
6
275
27
4
4,243
3,643
Malta
39
121
86
23
2,223
1,624
Poland
0
2,672
0
0
n/a
n/a
Slovakia
17
412
41
10
2,409
1,809
Slovenia
118
623
139
70
1,179
580
Bulgaria
8
393
67
5
8,849
8,249
Germany
Sweden
United Kingdom
Cyprus
Czech Republic
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Country
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
Croatia
297
932
612
178
2,064
1,465
Romania
841
2,640
1,994
504
2,372
1,773
18,892
99,970
39,600
11,324
2,096
1,497
TOTAL EU25+3
Table 6.22
Costs of Stage II Under Scenario 06b (Maximum RVP of 70 kPa and 2010 Emissions)
Country
TOTAL EU25+3
6.3.5
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
19,559
103,904
39,600
11,724
2,025
1,425
Comparison of Scenarios
Table 6.23 presents a comparison of each of the scenarios considered above for the EU as a
whole based on emissions reductions achieved for 2010. Table 6.24 provides information on
the emissions reductions and costs for Scenarios 05 and 06 for the year 2020.
Table 6.23
Comparison of Scenarios for 2010
Country
Emissions
reduction
compared
to BAU (t)
Remaining
emissions
from petrol
stations (t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
00 - uncontrolled
-
313,538
-
-
-
-
01 - BAU, 60kPa
-
118,862
-
-
-
-
02- BAU, 70kPa
-
123,463
-
-
-
-
03a - Stage II at
3
>3000m in 2010
(60kPa)
31,499
87,362
86,100
18,882
2,733
2,134
03b - Stage II at
3
>3000m in 2010
(70kPa)
32,139
91,323
86,100
19,265
2,679
2,080
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Country
Emissions
reduction
compared
to BAU (t)
Remaining
emissions
from petrol
stations (t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
04a - Stage II at
3
>500m in 2010
(60kPa)
47,922
70,940
180,859
28,726
3,774
3,175
04b Stage II at
3
>500m in 2010
(70kPa)
49,483
73,980
180,859
29,661
3,655
3,056
06a - Stage II at
new/rebuilt
stations only
(60kPa)
18,892
99,970
39,600
11,324
2,096
1,497
06b - Stage II at
new/rebuilt
stations only
(70kPa)
19,559
103,904
39,600
11,724
2,025
1,425
Emissions reductions and associated costs relate only to refuelling. Remaining emissions include other emission sources at
petrol stations.
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Table 6.23
Comparison of Scenarios for 2020
Country
Emissions
reduction
compared
to BAU (t)
Remaining
emissions
from petrol
stations (t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
00 - uncontrolled
-
322,858
-
-
-
-
01 - BAU, 60kPa
-
119,402
-
-
-
-
02- BAU, 70kPa
-
124,017
-
-
-
-
05a - Stage II at
3
>500m in 2020
(60kPa)
46,378
73,024
128,973
29,374
2,781
2,148
05b - Stage II at
3
>500m in 2020
(70kPa)
47,848
76,169
128,973
30,305
2,695
2,062
06a - Stage II at
new/rebuilt
stations only
(60kPa)
51,243
68,159
102,460
32,456
1,999
1,366
06b - Stage II at
new/rebuilt
stations only
(70kPa)
53,008
71,009
102,460
33,573
1,933
1,300
Emissions reductions and associated costs relate only to refuelling. Remaining emissions include other emission sources at
petrol stations.
6.4
Potential for Automatic Monitoring Systems
In Germany, national legislation specifies that petrol stations should be equipped with an
automatic monitoring system which monitors the air/liquid ratio and shuts off the dispenser after
a specified time if it is found to be operating outside of specified parameters. This system was
introduced as a response to defects found in the operation of vapour recovery systems. Defects
have similarly been found in the operation of systems in other Member States (see Section 3.2.2
and Appendix A).
If requirements for Stage II were to be introduced through Community-level action, there exists
the potential for a substantial proportion of systems in place at service stations to be operating
inefficiently, reducing the emissions captured and the cost effectiveness of the measures.
By introducing a requirement for petrol stations to have in place an automatic monitoring
system, the efficiency of Stage II systems could be improved. The potential costs of including a
requirement for automatic monitoring systems for all stations that do not currently have Stage II
in place are outlined in Table 6.24.
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Table 6.24
Summary of Possible Costs of Stage II Requirements by 2010 for All Petrol Stations
with Automatic Monitoring Required
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
Total
52,671
66,191
282,202
31,572
5,358
4,758
0-500
4,749
6,980
43,035
2,846
9,063
8,463
500-1000
3,825
7,152
28,286
2,293
7,396
6,796
1000-2000
6,806
11,920
53,105
4,079
7,803
7,204
2000-3000
5,792
9,591
42,477
3,472
7,333
6,734
>3000
31,499
30,549
115,299
18,882
3,660
3,061
Throughput
3
(m per year)
A maximum RVP of 60kPa is assumed.
6.5
Sensitivity Analysis on Key Scenarios
This section provides further background to two of the scenarios deemed to be the most
promising. These are the ‘minimal model’ (Scenario 6) for introduction of Stage II controls
where requirements would only apply to new or substantially rebuilt service stations and
Scenario 6 where requirements for Stage II controls would apply in 2010 to all service stations
with a throughput greater than 3,000m3 per year.
Table 6.25 provides a summary of the key parameters that have been varied and their values for
the ‘best estimates’ provided above.
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Table 6.25
Key Parameters Considered in Sensitivity Analysis for Scenarios 03 and 06
Parameter
Best Estimate Value
Discount rate
4%
Reid Vapour Pressure
As present
Additional cost of Stage II above-ground equipment per dispenser
€2,500
Cost of retrofitting Stage II per dispenser
€5,500
Stage II abatement efficiency in practice
80%
Equipment lifetime for above-ground equipment
5 years
Equipment lifetime for below-ground equipment
14 years
Rebuild rate (years)
14 years
Cost of below-ground equipment for stations >3000m3
[1]
€35,000 per station
[1] Where the Stage II controls require digging up of the petrol station forecourt
Table 6.26 provides a summary of the impacts of varying these parameters upon the potential
emissions reductions and costs of implementing Stage II controls under Scenario 3. Table 6.27
provides equivalent information for Scenario 6. As highlighted in Tables 6.26 and 6.27, the
most sensitive parameters under both scenarios are the assumed equipment lifetime, the
abatement efficiency of Stage II controls and the capital costs of above and below ground
equipment.
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Table 6.26
Sensitivity Analysis on Scenario 3 (all stations with throughput >3000m3 by 2010)
Parameter Varied
Emissions
reduction
(t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings from
recovered
petrol (€k)
Cost per
tonne of VOC
(€/t)
(excluding
recovery)
Cost per
tonne of VOC
(€/t)
(including
[1]
recovery)
Best estimate
31,499
87,362
86,100
18,882
2,733
2,134
Discount rate = 2%
31,499
87,362
80,769
18,882
2,564
1,965 (-8%)
Discount rate = 6%
31,499
87,362
91,673
18,882
2,910
2,311 (+8%)
Max RVP = 70 kPa
32,139
91,323
86,100
19,265
2,679
2,080 (-3%)
All above-ground
equipment = €2,000
31,499
87,362
57,735
18,882
1,833
1,233 (-42%)
All above-ground
equipment = €5,000
31,499
87,362
92,774
18,882
2,945
2,346 (+10%)
Abatement efficiency
= 90%
35,437
72,731
86,100
21,242
2,430
1,830 (-14%)
Abatement efficiency
[2]
= 56%
22,050
122,477
86,100
13,217
3,905
3,305 (+55%)
Equipment life (above
-ground) = 8 years
31,499
87,362
68,577
18,882
2,177
1,578 (-14%)
Equipment life (belowground) = 10 years
31,499
87,362
91,934
18,882
2,919
2,319 (+9%)
Equipment life (belowground) = 20 years
31,499
87,362
81,801
18,882
2,597
1,997 (-6%)
Cost of below ground
equipment >3,000m3
= €20,000
31,499
87,362
78,206
18,882
2,483
1,883 (-12%)
Cost of below ground
equipment >3,000m3
= €45,000
31,499
87,362
91,363
18,882
2,900
2,301 (+8%)
Scenarios that affect the cost-effectiveness by more than 10% are highlighted in italics.
[1] Figures in parentheses highlight the percentage change in cost-effectiveness compared to the best estimate.
[2] A figure of 56% is equivalent to assuming that Stage II controls are ineffective in 30% of cases, as may be the case in
some Member States with existing Stage II requirements.
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Table 6.27
Sensitivity Analysis on Scenario 6 (new stations only, for 2010)
Parameter Varied
Emissions
reduction
(t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings from
recovered
petrol (€k)
Cost per
tonne of VOC
(€/t)
(excluding
recovery)
Cost per
tonne of VOC
(€/t)
(including
[1]
recovery)
Best estimate
18,892
99,970
39,600
11,324
2,096
1,497
Discount rate = 2%
18,892
99,970
37,864
11,324
2,004
1,405 (-6%)
Discount rate = 6%
18,892
99,970
41,396
11,324
2,191
1,592 (+6%)
Max RVP = 70 kPa
19,559
103,904
39,600
11,724
2,025
1,425 (-5%)
All above-ground
equipment = €2,000
18,892
99,970
34,792
11,324
1,842
1,242 (-17%)
All above-ground
equipment = €5,000
18,892
99,970
63,636
11,324
3,368
2,769 (+85%)
Abatement efficiency
= 90%
21,253
86,915
39,600
12,740
1,863
1,264 (-16%)
Abatement efficiency
[2]
= 56%
13,224
131,303
39,600
7,927
2,994
2,395 (+60%)
Equipment life (above
-ground) = 8 years
18,892
99,970
31,456
11,324
1,665
1,066 (-29%)
Rebuild rate
(<1000m3) = 20 years
17,956
100,906
36,832
10,763
2,051
1,452 (-3%)
Scenarios that affect the cost-effectiveness by more than 10% are highlighted in italics.
[1] Figures in parentheses highlight the percentage change in cost-effectiveness compared to the best estimate.
[2] A figure of 56% is equivalent to assuming that Stage II controls are ineffective in 30% of cases, as may be the case in
some Member States with existing Stage II requirements.
As mentioned in Section 2, the UK is currently planning to implement legislation to require
Stage II controls at service stations with a throughput above a certain threshold, expected to be
either 3,000m3 or 3,500m3 by 2010. Whilst this has not yet been formally agreed, for the
purposes of this study, an analysis of the scenarios has been undertaken assuming that Stage II
controls are applied in the UK at all service stations with a throughput greater than 3,000m3
from 2010 (since this is one of the thresholds used in the current analysis). Table 6.28 provides
a summary of the implications of possible UK legislation on Scenarios 3 and 6.
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Table 6.28
Scenario
Implications of Legislation in UK for Scenarios 3 and 6 in EU25+3
Emissions
reduction (t)
Remaining
emissions
(t)
Total
annualised
cost (€k)
Savings
from
recovered
petrol (€k)
Cost per
tonne of
VOC (€/t)
(excluding
recovery)
Cost per
tonne of
VOC (€/t)
(including
recovery)
Scenario 03a
with Stage II as
BAU in UK at
3
>3000m
9,038
87,362
33,258
5,417
3,680
3,080
Scenario 06a
with Stage II as
BAU in UK at
3
>3000m
10,870
85,530
29,072
6,516
2,675
2,075
A maximum RVP of 60kPa is assumed.
As can be seen from Table 6.28, if the implications of the possible UK legislation for Stage II
are included, the total additional emissions reductions under Scenario 3a would decrease from
around 31.5kt to around 9.0kt. The total additional annualised costs would decrease from €86.1
million to €33.3 million per year. The cost-effectiveness in terms of cost per tonne of VOC
abated would alter from around €2,100/t to around €3,100/t. Under Scenario 6a, the total
emissions reductions would decrease from around 18.9kt to around 10.9kt. The total annualised
costs would decrease from €39.6 million to €29.1 million per year. The cost-effectiveness in
terms of cost per tonne of VOC abated would alter from around €1,500/t to around €2,100/t.
Whilst requiring Stage II controls at new service stations only (Scenario 6) would not have such
a significant effect upon emissions in 2010 as compared to a situation where controls are
specified for existing stations as well (or even just all stations in the largest size band), there
would be a continuing reduction in emissions with comparable levels reached by 2020 (see
Figure 6.1). Note that this figure relates to emissions from refuelling of vehicles only.
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6.6
Comparison with Other Measures
As part of the CAFE Programme, a cost curve for stationary sources for VOCs has been
prepared by IIASA using the RAINS Model (www.iiasa.ac.at/rains). IIASA were only required
to produce a 2020 VOC cost curve so no data were available for 2010. The VOC cost curve is
based on the ‘with climate policies’ (CP_CLE Aug ’04 (Nov ’04)) scenario for EU25 Member
States plus Bulgaria and Romania (EU25+2). The CP_CLE (BAU) emissions for 2020 are taken
as the starting point and all additional measures that are not planned under this baseline scenario
up to the ‘maximum feasible reduction’ are ranked in order of cost-effectiveness.
Table 6.29 provides a summary of the VOC cost curve data including data on the maximum
feasible emissions reductions and associated cost-effectiveness for all of the measures identified
for reducing emissions of VOCs beyond those already assumed to be achieved under the current
legislation scenario. The potential emissions reductions have been calculated by adding the
potential reductions in each of the countries. The cost-effectiveness is the average across all
countries to which potential emission reductions apply.
Table 6.29
RAINS Model VOC Cost Curve Data for 2020
Sector
Emissions
Reduction (kt)
Average Cost
Effectiveness
(€/t)
Extraction, processing, distribution of liquid fuels (incl. new)
88.3
23,683
Manufacture of automobiles
6.98
10,636
Vehicle refinishing (new installations)
10.95
8,745
Dry cleaning (new installations)
2.11
8,113
Extraction, proc. and distribution of liquid fuels
1.15
5,030
Food and drink industry
119.97
4,445
Vehicle refinishing
10.95
3,980
Domestic use of solvents (other than paint)
46.48
3,320
Combustion in residential and commercial sector
251.65
2,701
Products incorporating solvents
16.94
2,055
Industrial paint applications - General industry
173.56
1,434
Screen printing, new installations
19.67
1,162
Flexography and rotogravure in packaging, new installations
84.28
1,040
Industrial paint applications - General industry (continuous processes)
42.32
899
Screen printing
0.05
820
Printing, offset, new installations
7.87
630
Manufacturing of shoes
15.71
580
Dry cleaning
0.05
530
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Sector
Emissions
Reduction (kt)
Average Cost
Effectiveness
(€/t)
8.74
488
Decorative paints
131.53
426
Polystyrene processing
11.38
337
Leather coating
4.13
328
Degreasing (new installations)
36.43
319
Rotogravure in publication, new installations
5.83
310
Synthetic rubber production
2.17
195
Steam cracking (ethylene and propylene production)
15.62
186
Printing, offset
0.63
175
Tyre production
7.51
171
Gasoline distribution - transport and depots (including storage at
refinery)
8.83
142
Industrial paint applications - General industry (plastic parts)
50.04
131
Organic chemical industry, storage
28.39
110
Pharmaceutical industry
15.13
101
Rotogravure in publication
0.11
100
Flexography and rotogravure in packaging
0.46
90
Industrial application of adhesives (high performance solvent based)
20.5
59
Degreasing
4.39
53
Agricultural waste burning
74.35
40
Other industrial sources
29.55
15
Polyvinylchloride production by suspension process
0.01
0
Coil coating (coating of aluminum and steel)
6.21
0
Wood preservation (not creosote)
17.15
0
Industrial application of adhesives (traditional solvent based)
82.77
0
Waste treatment and disposal
A summary of data from the RAINS model on the potential emissions reductions and associated
cost-effectiveness for all of the potential measures identified for VOCs is shown in Figure 6.2,
with detail at cost-effectiveness below €10,000 per tonne of VOC abated.
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Figure 6.2
Comparison of Cost-Effectiveness of Measures with RAINS Cost Curve for VOCs for
EU25+2 (excludes Croatia), Scenario CP_CLE Aug04(Nov04) for 2020 (no 2010 data
available in RAINS model)
70
60
€k/t
50
40
30
10
20
10
0
4500
9
5000
5500
6000
Emissi ons remaining (kt)
8
6500
7
All Stations >500m3 by
2010 (Scenario 04)
All Stations > 500m3 by
2020 (scenario 05)
€k/t
6
5
All Stations >3000m3 by
2010 (Scenario 03)
4
3
New stations 2010
(scenario 06)
2
1
0
4500
5000
5500
6000
6500
Emissions remaining (kt)
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7.
Conclusions
7.1
Current Uptake of Stage II and Emissions Reductions
As detailed in Section 2 of this report, it is evident from the survey of Member States and
Candidate Countries that many of the countries concerned have already implemented legislation
requiring installation of Stage II at petrol stations (17 countries). However, there is still a
significant number of countries that do not have legislation in place; which apparently do not
have plans to implement legislation; or which may not have in place extensive uptake of Stage
II controls in the absence of legislation.
There are many similarities amongst the various countries in terms of the requirements of
Stage II, including requirements for ‘type approval’ of Stage II equipment prior to installation;
specification of minimum hydrocarbon removal efficiency; specification of a range for the ratio
of vapour recovered to petrol dispensed; as well as specific requirements upon testing of
Stage II controls in-situ.
However, there are many differences amongst the countries in terms of the specific
requirements, such as:
• Type approval tests differ in terms of the equipment needed and the standards to be
achieved. For example, in France, type approval is undertaken using a standard
tank developed specifically for this purpose; in Germany, type approval is based on
measurements using a number (currently eight) of the most popular cars on the
market. Some countries allow systems approved for use in other countries to be
used (e.g. according to the German method).
• The minimum hydrocarbon efficiency varies amongst the countries. For example,
the Netherlands and the Flemish region of Belgium require a minimum efficiency
of 75%; Austria and France require an efficiency of 80%; Germany, Denmark and
Sweden require a minimum efficiency of 85%.
• The specified range for the air/liquid ratio varies amongst countries. This is a key
factor in ensuring effective vapour recovery in Stage II systems. Whilst most
countries specify a range of 95% to 105% under typical conditions, some countries
allow a larger range (such as Denmark). In Germany, an automatic monitoring
system is required to ensure that Stage II equipment is functioning within the range
85% to 115%22. This system automatically shuts down the petrol dispenser when
the vapour recovery system is not functioning properly.
For the purposes of this study, an average emission reduction efficiency of 80% has been
assumed. It is considered that this level of efficiency is achievable for the majority of modern
Stage II systems and vehicle fill necks. However, there are still significant differences amongst
vehicles in terms of measured efficiency, due to differences in filler neck design in particular.
22
Although the requirement is 95% to 105% for type approval tests.
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In addition to differences in normal functioning, several countries in which Stage II has been
implemented for some time have reported significant proportions of sites that are not compliant
with the requirements of the national legislation, due to factors such as poor installation;
component failure; and poor volumetric control (A/L ratio). Inadequate monitoring is also a key
cause of ongoing equipment failure.
Emissions have been estimated using country-specific information on the Reid Vapour Pressure
of petrol and average ambient temperatures within each country (during the summer and nonsummer periods). The approach to emissions estimation is based on a method developed by the
Institute of Petroleum (2000), with the efficiency of Stage II controls based on the data collated
and reviewed for the purposes of this contract.
A spreadsheet-based model has been developed for estimation of emissions in each of the 25
Member States and three Candidate Countries. This incorporates information from the
PRIMES/RAINS models (developed for the CAFE baseline scenarios) on forecast throughput of
petrol in each of the countries up to the year 2020.
Section 6.2 of this report presents an estimate of VOC emissions from service stations based on
an assumption that measures under Directive 94/63/EC are fully implemented (relating to
unloading of petrol at service stations), taking into account transition periods for new Member
States and Candidate Countries. The estimate also takes into account existing national Stage II
measures for refuelling of vehicles. Emissions estimates are provided for the years 2010, 2015
and 2020.
Based on Tables 6.2 and 6.3, the currently foreseen uptake of Stage II controls is estimated to
achieve reduction of around 49.5% of uncontrolled emissions from vehicle refuelling in the
EU25+3 by 201023. However, the United Kingdom is currently considering introducing
national requirements on Stage II and this may make the reduction greater still. Overall, total
emissions from petrol stations24 in the EU25+3 are estimated to be reduced by around 62% in
2010 compared to uncontrolled emissions.
7.2
Potential Further Reductions and Associated Costs
The technical feasibility and potential costs of introducing requirements on Stage II are outlined
in Section 6 of this report. A number of possible scenarios have been investigated using the
model developed for this contract.
A comparison of a number scenarios for implementation of Stage II requirements in the EU by
2010 has been undertaken and is detailed in Section 6 of this report. The key conclusions to be
drawn on the potential for further emissions reductions and the associated costs are as follows:
Existing controls on emissions at service stations have a significant impact upon emissions, with
the currently foreseen uptake of Stage IB and Stage II controls expected to reduce total
emissions in the EU25+3 from service stations in 2010 from 313.5 kilotonnes (kt) to 118.9kt. If
23
VOC emissions from refuelling assuming no Stage II controls and current requirements on RVP
would be an estimated 172.8kt in 2010.
24
Including unloading of fuel, tank breathing and spillage, as well as refuelling of vehicles.
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the maximum Reid Vapour Pressure were allowed to be increased to 70 kPa for all Member
States, this reduction would only be to 123.5kt.
Reductions in emissions through introduction of Stage II controls could be achieved in the most
cost-effective manner for (a) service stations with a relatively large annual throughput of petrol;
and (b) for new and substantially rebuilt service stations.
If all service stations with an annual throughput greater than 3,000m3 were required to have
Stage II controls in place by 2010, total emissions at service stations could be reduced to 87.4kt
(or 91.3 kt with a maximum RVP of 70 kPa). The annualised costs associated with achieving
these reductions are estimated at €86.1 million, although there could be savings associated with
the value of the recovered petrol of around €18.9 million per year. The overall costeffectiveness, expressed in Euros per tonne of VOC emission abated is estimated to be around
€2,100/t (including savings associated with recovered petrol).
Applying the requirements to smaller service stations as well would entail significantly greater
costs. For example, if all service stations with an annual throughput greater than 500m3 were
required to implement Stage II controls by 2010, the annualised costs would be estimated to be
around €180.9 million, with savings in recovered petrol of around €28.7 million per year.
However, total emissions from service stations would only be reduced to around 70.9kt to
74.0kt making the overall cost-effectiveness around €3,200 per tonne. However, the costeffectiveness for stations with a throughput in the range 500-3,000m3 per year would be €5,200
per tonne, including the savings associated with the recovered petrol (if these are excluded, the
cost-effectiveness would be around €5,800 per tonne). Therefore, there are diminished returns
for requiring Stage II controls at existing service stations with a relatively low throughput.
Particular attention has been paid in this report to the potential to introduce minimal
requirements on Stage II controls at the Community level, given the extent of the existing
implementation in the Member States and the differences in technical and other requirements.
Such a model would include introducing requirements for Stage II controls only at service
stations that are newly built or that are knocked down and rebuilt. This would mean that the
majority of the additional costs associated with the need to dig up service station forecourts
would be avoided and would also mean that the need for retrofitting existing petrol dispensers
could be avoided (this is significantly more expensive than the additional costs for new
forecourt equipment including Stage II controls as compared to new equipment without such
controls).
Introducing requirements for Stage II at these stations only could reduce total VOC emissions
from service stations to around 100kt in 2010. However, there would be a significant additional
reduction in emissions continuing beyond this such that emissions would be reduced to an
estimated 68.2 - 71.0kt in 2020 (with a maximum RVP of 60kPa and 70kPa respectively)
compared to the ‘business as usual’ baseline of 119.4 - 124.0kt. If no vapour recovery controls
at service stations were applied (Stage IB or Stage II), emissions in 2020 could be around
313.5kt.
The additional annualised costs of introducing Stage II requirements under such a minimal
model are estimated at €39.6 million per year. A detailed sensitivity analysis has been
undertaken on these estimates and it is evident that variations in certain key assumptions could
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make significant differences to the cost estimates25). These costs would be somewhat offset by
the value of the recovered petrol, which is estimated to be worth around €11.3 million per year.
The costs per tonne of VOC emissions abated are estimated to be between around €1,500/t.
This includes the effect on cost-effectiveness of the value of the recovered petrol. If this
element is excluded from the calculations, the best estimate of cost-effectiveness is around
€2,100/t.
Achieving these emissions reductions could potentially make a significant additional
contribution to the existing trend in reducing VOC emissions: VOC emissions in the EU25+2
are forecast to decline from 10,994kt in 2000 to 7,360kt in 2010 and 6,152kt in 2020.
It should be noted that no analysis has been undertaken within the scope of the current study for
the potential for petrol stations to close as a result of the additional costs of implementing
Stage II requirements. This has been an effect in some countries (such as Austria), particularly
where requirements have been introduced for smaller, existing petrol stations. There has been a
general decline in the number of petrol stations and a move towards stations of greater size in
many countries, due to a range of different factors, one of which may be the current
requirements for vapour recovery controls in some countries. This effect could be reduced if the
requirements on Stage II were only applied to new / rebuilt service stations.
There is a range of other potential VOC emissions reduction measures that could be introduced,
as identified in the RAINS model (see Section 6.6). Whilst there are potential measures that
could achieve greater emissions reductions than Stage II controls and which would be more
cost-effective in terms of the €/t of pollutant reduced, there are certain other advantages
associated with Stage II controls (such as conformance with recommended techniques under
international agreements such as the 1991 VOCs Protocol under Convention on Long-Range
Transboundary Air Pollution).
Stage II equipment is a fairly standardised and readily available technology that could be
relatively easily introduced in terms of legislative and technical requirements. Furthermore, a
minimal model requiring Member States to introduce Stage II requirements only at new or
substantially rebuilt service stations would not interfere significantly with Member States’
existing legislative and regulatory requirements (provided that the techniques specified were not
too prescriptive).
It should be borne in mind that there is significant potential for the effectiveness of Stage II
systems to be compromised if there are inadequate monitoring and control requirements to
ensure that the equipment is fully functioning. For example, in several of the countries that
have had Stage II in place for several years, significant failures of equipment (up to 20-30% of
sites) have been identified, often due to insufficient monitoring and maintenance. A particular
issue is in ensuring that the ratio of the volume of petrol vapour recovered to petrol dispensed is
accurately maintained.
However, the detailed requirements could perhaps be more
appropriately addressed at the national level.
There is also the potential for further improving the environmental benefits associated with
Stage II controls through introducing greater consistency in type approval and in-situ testing
which could potentially reduce the costs of Stage II implementation (through a reduced need for
25
Using different but potentially realistic assumptions regarding the capital cost of Stage II equipment,
its assumed economic life and its abatement efficiency.
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undertaking type approval tests in several Member States). However, this would have the
disbenefit of introducing more obligations on transforming legal and technical requirements in
the Member States.
In addition, whilst there appear to have been significant improvements in the efficiency of Stage
II systems in recent years, it appears that there remains the potential for achieving further
improvements in efficiency through uniform standards on vehicle filler necks (since
hydrocarbon efficiency of Stage II systems varies significantly amongst vehicles).
7.3
Uncertainties
There are a number of uncertainties associated with the data presented in this report, which is
inevitable given the need to incorporate information covering 28 different countries, with
varying levels of information available for each. Areas of particular uncertainty include:
• Costs of Stage II measures. These are expected to vary considerably amongst
countries due to variations in costs of installation, as well as costs of monitoring
and regulating compliance. The cost of equipment amongst countries may also
vary significantly. In addition, the costs would vary according to the scale of any
future requirements for further implementation of Stage II (e.g. due to economies
of scale in equipment and training of installation operatives). This has partially
been taken into account through a sensitivity analysis on key scenarios for Stage II
requirements on new petrol stations only in which the significance of varying the
capital costs and other parameters has been investigated.
• Efficiency of Stage II measures in the field. Whilst the figure of 80% efficiency
used in this analysis is considered to be readily achievable, there are differing
requirements for efficiency in different countries with Stage II already
implemented. In addition, there will be a certain proportion of service stations
where Stage II equipment may not be functioning fully and this will tend to reduce
the overall efficiency. This has been explored quantitatively in the sensitivity
analysis.
• Details of the petrol distribution network in each country. In many of the countries
considered, data were not available on the numbers and total throughput of petrol
stations within each of the size categories considered for this study. In such cases,
historical average data have been used to provide an estimate of the potential
current profile of service stations in each country. It is recognised that there is a
general trend in several countries towards fewer and larger petrol stations. Since
the cost-effectiveness of implementing Stage II tends to improve for larger stations,
it might be expected that more cost-effective emissions reductions could be
achieved than those identified here. This could have significant implications for
the country-specific assessment of costs and is a key area where better collation of
data could improve future analysis26.
26
In addition, for some countries where data were available on numbers of petrol stations, there were
some gaps in national statistics, such as exclusion of military and non-public service stations and
filling stations for buses (e.g. Czech Republic and Latvia). This is something that could potentially be
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• Details of the business as usual uptake of Stage II controls in each country. It has
been necessary to make a number of assumptions regarding the expected uptake of
Stage II controls under current requirements. This is recognised as a further area of
uncertainty, particularly with regard to the expected uptake of Stage II where no
legislation currently applies.
corrected once more work has been done by the Member States. However, it is also of note that a
number of these service stations are likely to supply predominantly diesel, such as for private fleets.
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8.
References
References for information used on individual member states and candidate countries are
included in Appendix A. The following references relate to sources quoted in the main part of
this report.
APEA (1995): Stage II Vapour Recovery, by Dr Harold Falckenberg, Association for
Petroleum and Explosives Administration, The Bulletin, 33 (4). Paper presented at the
Association for Petroleum and Explosives Administration Conference, Birmingham, September
1995.
CARB (2002): Vapor Recovery Equipment Defects List, California Air Resources Board, 23
September 2002.
CITEPA (2003): Background document on the sector: distribution of gasoline - service
stations, prepared in the framework of EGTEI, by CITEPA, Paris, final document 8th September
2003, plus correction of 2nd October 2003.
Concawe (2001): Motor Vehicle Emission Regulations and Fuel Specifications, Report 1/01.
Concawe (1994): Summary of Concawe Service Station Survey Undertaken in 1994, Personal
communication, 30 November 2004.
Danish EPA (2004): Personal communication, Erik Iversen, Danish Environmental Protection
Agency, 19 August 2004.
Defra (2004): Consultation on Petrol Vapour Recovery Phase I Derogation, United Kingdom
Department for Environment, Food and Rural Affairs, July 2004.
Department of Trade and Industry (DTI) (2004): Digest of United Kingdom Energy Statistics
2004, Published online at: http://www.dti.gov.uk/energy/inform/dukes/dukes2004/index.shtml,
accessed August 2004.
DGMK (2004): Vapour Recovery and Self-Monitoring Systems on Petrol Stations, Deutsche
Wissenschaftliche Gesellschaft für Erdöl, Erdgas und Kohle e.V., September 2004.
DGMK (2003):
Gasrückführung und selbstüberwachende Systeme an Tankstellen Durchführung von praktischen Feldtests / Testphase im ganzheitlichen System, Deutsche
Wissenschaftliche Gesellschaft für Erdöl, Erdgas und Kohle e.V., September 2004, April 2003
(in German).
ECE (Economic Commission for Europe) (1990): Emissions of Volatile Organic Compounds
(VOC) from Stationary Sources and Possibilities of their Control, Final Report, ECE - VOC
Task Force, Karlsruhe, July 1990.
Elaflex (2004): Personal communications, Elaflex Limited, December 2004.
Entec (1998): Design of a scheme to control evaporative emissions for petrol vehicle refuelling,
Report for the Department of Environment Transport and the Regions, March 1998.
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European Commission (2005): Excise Duty Tables (Part II - Energy Products and Electricity),
In accordance with the Energy Directive (Council Directive 2003/96/EC), References 1.020,
January 2005.
European Commission (2003): European Energy and Transport Trends to 2030, DirectorateGeneral for Energy and Transport, January 2003.
Fafnir (2004): VAPORIX for active Vapour Recovery.
Falckenberg H (1998): One for all and all for one? How Stage II VR translates in the
European Community: Vapor Recovery in Europe, Asia and the US, Petroleum Equipment &
Technology Magazine, July 1998. Dr. Harald Falckenberg is President of ELAFLEX
Tankstellentechnik, Hamburg, Germany. Available online at: www.elaflex.de/dokumente/
download/VapourRecoveryInEurope.pdf. Accessed August 2004.
Federal Law Gazette (2001): First Order amending the Order limiting hydrocarbon emissions
during the fuelling of motor vehicles of 7 October 1992, Adopted by the German Federal
Cabinet on 21 November 2001.
IIASA (2004b): Personal communication, Zig Klimont, 7 September 2004.
Infomil (2004): Personal communication, Henny Holtman, Infomil, Netherlands, 18 August
2004.
Institute of Petroleum (IP) (2004): HM40 Guidelines for the Crude Oil Washing of Ships’
Tanks and the Heating of Crude Oil being Transported by Sea, 2nd Edition, June 2004, London.
Institute of Petroleum (IP) (2000): Protocol for the estimation of VOC emissions from
petroleum refineries and gasoline marketing operations, February 2000, London.
SP (2004): Personal communication, Gunn-Mari Lofdahl, Swedish National Testing and
Research Institute, 26 August 2004
Tokheim (2005): Personal communication, Helene Ziese, April 2005.
Tokheim (2004): Personal communication, Helene Ziese, November 2004.
Tokheim (2004a): It’s time to clear the air - new vapour recovery solutions to better protect our
environment, Tokheim Customer Magazine.
TÜV Süddeutschland (2002): Ermittlung des Wirkungsgrades von Gasrückführungssystemen.
Umweltbundesamt (2003):
Novelle der 21. BImSchV (Saugrüssel-Verordnung) –
Bestandsaufnahme und Bewertung aus Sicht des Umweltbundesamtes, Germany.
UNECE (1999): Atmospheric Emission Inventory Guidebook, Published by the European
Environment Agency at: http://reports.eea.eu.int/EMEPCORINAIR4/en/tab_abstract_RLR,
accessed September 2004.
Unione Petrolifera Rilevazione e Analisi, EPTC Survey, 2004 Final Version.
US Environmental Protection Agency (US EPA) (1995): Compilation of air pollutant emission
factors, Volume 1 - Stationary point and area sources (AP-42), Chapter 5, Section 2:
Transportation and marketing of petroleum fuels.
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Williams, L. J., D. Beardshall, P. G. Edgington, F.O. Foster, R.H. Lilie, H.D. Richards (1986):
Hydrocarbon Emissions from Gasoline Storage and Distribution Systems, Report No. 85/54,
CONCAWE, DenHaag, September 1986.
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Appendix A
Background Data on Member States and
Candidate Countries – Petrol Distribution
and Vapour Recovery Controls
The following Sections provide background information for each of the Member States and
Candidate Countries. The information includes:
• Data on petrol distribution, including numbers and sizes of petrol stations and
annual petrol throughput;
• Details of the implementation of Directive 94/63/EC (Stage I Directive);
• Details of any Stage II controls in place in each country;
• Relevant information on the costs of implementing Stage II in the country; and
• Information on fuel quality and the Reid Vapour Pressure (RVP) in particular.
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A1. Austria
A1.1
Petrol Distribution
At the end of 2003, there were 2,852 public petrol stations in Austria, of which 1,897 were
owned by the four largest companies, with the remainder owned by other brands (Austrian
Petroleum Industry Association, 2004). The Austrian Petroleum Industry Association does not
hold any data on the size brackets of throughput.
A1.2
Implementation of Directive 94/63/EC
Stage I controls are understood to be fully implemented in Austria.
A1.3
Stage II Controls
Austrian legislation on Stage II came into effect on 1st January 1993 (federal ordinance
793/1992 of 17th December 1992). All existing installations were required to meet the terms of
the regulation by 1st January 1998. Those with a throughput of more than 1 million litres per
year were required to meet the requirements of the legislation by 1st January 1995. It also
applies to all new petrol stations.
Following implementation, it was envisaged that a significant number of petrol stations would
close through an inability to bear the costs of introducing the legislation. By October 1997,
2000 of the 3500 petrol stations had Stage II installed. By 2001, 99% of petrol stations had
Stage II installed, with the only exceptions being small fuel stations that are expected to close
(BMWA, 2004). For the purposes of this study, it is assumed that all petrol stations in Austria
will have Stage II controls in place from 2010 onwards.
Vapour recovery systems must be certified before installation at service stations. The vapour
recovery efficiency must be at least 80% and measurement/testing is undertaken by the Länder
(regional governments). Type approval testing and inspection are generally carried out by
contractors.
Testing of Stage II systems is undertaken by measuring the gas displaced when filling a 25 litre
container. This is a dry volumetric test in which the equipment is considered correctly adjusted
when the recovery of gas only begins once dispensing of petrol has begun and where three
individual measurements of the V/P ratio are not outside a range of 95% to 105%. A reduced
testing frequency is allowed where the tolerance is between 98% and 102%.
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A1.4
Fuel Quality Issues
The RVP of petrol sold in Austria is outlined in Table A1.1. This is in accordance with the
relevant European fuel quality legislation (see main report).
Table A1.1
RVP of Petrol in Austria
Period
st
RVP
th
1 May - 30 September
st
st
1 - 31 October
st
Transitional change (increase in range 45.0 - 90 kPa)
th
1 November - 28 February
st
45.0 - 60.0 kPa
th
1 March - 30 April
60.0 - 90.0 kPa
Transitional change (decrease in range 45.0 - 90 kPa)
Source: Austrian Petroleum Industry Association (2004).
A1.5
Costs of Stage II Controls
No data have been obtained on the costs of implementing Stage II in Austria.
A1.6
References
Austrian Petroleum Industry Association (2004):
Capek, 31st August 2004.
Personal communication from Christoph
BMWA (2004):
Personal communication from Michael Struckl (now at European
Commission), Austrian Federal Ministry for Economic Affairs, 23rd August 2004.
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A2. Belgium
A2.1
Petrol Distribution
The Ministries of the Flemish and Walloon Region have both made reference to the EPTC
survey (see Appendix C) with respect to the number of service stations in Belgium (no other
specific data have been provided). The latest data for Belgium collected as part of this survey
shows that there are 4,177 service stations distributing an average volume of 487 m3/year of
gasoline (1173 m3/year of gasoline and diesel). In 2000 the total throughput of gasoline in
Belgium was 2,974,000 m3 (1,723,727 m3 in the Flemish Region alone).
A2.2
Implementation of Directive 94/63/EC
Flemish Region
Directive 94/63/EC has been implemented in the Flemish Region through the Order of the
Flemish Government concerning general and sectoral provisions relating to environmental
safety (VLAREM II) and Stage I (and II) controls are specified in the sectoral environmental
conditions for classified establishments. These requirements will have to be met by all
installations by 1 January 2005 at the latest (earlier for some installations).
Wallonia Region
Directive 94/63/EC has been transposed in the Wallonia Region through the following
regulation:
‘23 mai 1996 - Arrêté du Gouvernement wallon portant modification du
Règlement général pour la protection du travail, en ce qui concerne les dépôts
de liquides inflammables, visant à limiter les émissions de composés
organiques volatils lors du stockage de l'essence et de sa distribution des
terminaux aux stations-service (M.B.27.06.1996).’
This applies to all new installations from the date of publication (27/06/1996). For existing
installations, the legislation must be complied with by certain dates, dependent upon
throughput:
• 1 January 1999 for the largest ones;
• 1 January 2002 for medium sized installations; and,
• 2005 for all.
A2.3
Stage II Controls
Brussels Capital Region
Stage II legislation has been in force in the Brussels Capital Region of Belgium since January
1999. Requirements for Stage II controls are specified in Article 71 of the 21 January 1999
‘Arrete du Gouvernement de la Region de Bruxelles-Capitale fixant les conditions d’exploiter
des stations-service’ adopted by the Ministry of the Brussels Capital Region. This applies to all
new service stations from its date of entry into force and to existing stations from three years
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after publication of the legislation. By 2007 all service stations should have installed Stage II
controls except for those with a throughput less than 500 m3/year whose pumps and/or tanks are
not situated directly below a building, as provided for under the regulations.
Flemish Region
Stage II legislation is in force in the Flemish Region and applies to all petrol stations with a
throughput which exceeds 100 m3/year. The following transition periods apply:
• 1 January 2002 for all petrol stations with a throughput greater than 500 m3/year;
• 1 January 2005 for all other petrol stations (except those below); and,
• 1 January 2008 for petrol stations which have recently made environmental
investments.
Therefore from 2008 onwards, all petrol stations with a throughput greater than 100 m3/year
will have introduced Stage II controls. The legislation sets a recovery efficiency of at least 75%
of petrol vapours. All systems must be certified prior to installation according to the TÜV
vapour recovery system certification standard or an equivalent testing method. The efficiency
and compliance with technical specifications of the Stage II vapour recovery systems must be
checked prior to being brought into service or if any modifications are carried out. Regular
inspections must also be carried out after installation. The legislation sets down specific
requirements for the testing procedure itself and reporting to AMINAL, the Environmental
Licence Department. Compliance with the legislation is regulated by the Environmental
Inspectorate of the Ministry of the Flemish Regions.
Wallonia Region
Stage II legislation has been in place since 1999 through the following regulation:
‘4 MARS 1999. - Arrêté du Gouvernement wallon modifiant le titre III du
Règlement général pour la protection du travail en insérant des mesures
spéciales applicables à l'implantation et l'exploitation des stations-service
(M.B. du 11/06/1999, p. 21882) - Modifié par l'AGW du 30 novembre 2000.’
Petrol vapour losses must not exceed 0.04g/l during vehicle refueling. All new service stations
must comply with this regulation from the date of its publication. For existing service stations,
this regulation must be complied with by:
• before 1 January 2003 if tanks have been installed for > 30 years;
• before 1 January 2006 if tanks have been installed for > 20 years but < 30; and,
• before 1 January 2010 for all other service stations.
Entire Country
In relation to the extent of implementation of Stage II controls, reference has been made to the
EPTC Survey which estimates that approximately 15% of service stations in Belgium have
fitted Stage II controls. Approximately 100% will have them by 2010.
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A2.4
Fuel Quality Issues
Flemish Region
The Reid Vapour Pressure of petrol in the Flemish Region is 95 kPa during the winter and 60
kPa during the summer. This is consistent with the information on RVP for Belgium included in
the main report.
No data were available for the other regions.
A2.5
Costs of Stage II Controls
Flemish Region
A BAT (best available techniques) study was conducted for the Flemish Region in 1999 looking
at the costs of installing Stage II controls. The results of this Study are summarised below:
Table A2.1
Costs of installing Stage II controls in Belgium
Costs in Euros
Stage II Investments
Retrofit of pumps (nozzles, vacuum systems)
Type 1
Type 2
13,634
27,269
1,135/pistol
Vapour return equipment (piping etc.)
4,958
7,437
Excavation work
7,437
14,874
Co-ordination, licensing, engineering etc.
7,437
14,874
TOTAL
33,466
64,454
If existing pumps can’t be retrofitted and new pump are necessary
+24,790
+49,580
Type 1 = 2 multi product pumps (MPP) in each dispenser with 3 gasoline pumps for every MPP and 2 nozzles for every
gasoline pump: in total 12 nozzles.
Type 2 = 4 MPP with 3 gasoline pumps for every MPP and 2 nozzles for every gasoline pump: in total 24 nozzles.
No data were available for the other regions.
A2.6
References
Air Division, Environmental Administration AMINAL, Ministry of the Flemish Region (2004):
Personal communications from David Knight, Ministry of the Flemish Region, 17 & 25 August
2004.
Ministry of the Walloon Region (2004): Personal communication from Pascal Theate, Air
Division, Directorate General of Natural Resources and the Environment, Ministry of the
Walloon Region, 28 October 2004.
IBGE (2004): Personal communication from Gabriel Torres, Institut Bruxellois pour la Gestion
de l'Environnement, 6 December 2004.
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A3. Cyprus
A3.1
Petrol Distribution
There are currently 252 petrol stations in Cyprus. Data covering 242 of these stations has been
collated and provided by the Cypriot Department of Labour Inspection, based on data collected
from the four main petrol companies operating in Cyprus. These stations can be divided
according to throughput as shown in Table A3.1.
Table A3.1
Percentage and Numbers of Service Stations by Throughput in Cyprus
3
Size (m /year)
Actual Number
Percentage
Assumed Number [1]
>1000
130
54%
135
500 - 1000
72
30%
75
100 - 500
39
16%
41
< 100
1
0%
1
Unknown
10
-
-
Total
252
100%
252
[1] The 10 petrol stations for which no data are held have been assigned to size bands on a pro-rata basis (calculation
by Entec).
Source: Cyprus DLI (2004).
Data are available for petrol consumption in Cyprus in 2002: consumption of leaded petrol was
104,508 tonnes and consumption of unleaded petrol was 154,997 tonnes. Leaded petrol has not
been available in Cyprus since 1st May 2004. The combined figure of 259,505 tonnes per year
is slightly greater than that assumed in the PRIMES model (192,000 and 222,000 tonnes in 2000
and 2005 respectively).
A3.2
Implementation of Directive 94/63/EC
All petrol stations have now installed the equipment required for implementation of Directive
94/63/EC. The Department of Labour Inspection expected all of the petrol terminals in Cyprus
to have installed the required vapour recovery units by the end of September 2004. It was
expected that all road tankers would be fully compliant and the Directive fully implemented by
the end of 2004 (Cyprus DLI, 2004a).
A3.3
Stage II Controls
In 1999, the Cypriot Government reached an agreement with the petrol stations operating in
Cyprus that all new and reconstructed petrol stations should have the required below-ground
pipework for Stage II (connecting the pumps with the underground storage tank). If Stage II is
required in the future, a vacuum pump and a new fuel delivery hose and nozzle will need to be
installed to make Stage II operational.
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Thus far, a total of 61 petrol stations have installed the below-ground pipework. In Cyprus,
replacement/reconstruction of storage tanks generally takes place every 10-15 years. It is
expected, therefore, that all stations will have the pipework in place by 2020. If it is assumed
that the number of petrol stations remains constant, the number with the required pipework in
place will be as shown in Figure A3.1.
Assumed Number with Stage II Pipework in Place
Figure A3.1 Assumed Number of Petrol Stations with Stage II Pipework in Place in Cyprus
300
250
200
150
100
50
0
2004
2008
2012
2016
2020
However, it should be noted that there is currently no requirement for the above-ground Stage II
equipment to be installed.
A3.4
Fuel Quality Issues
The Reid Vapour Pressure of leaded petrol in Cyprus in 2002 was 54 - 61 kPa and that of
unleaded petrol is 50 - 80 kPa (Cyprus DLI, 2004b). Leaded petrol is no longer sold in Cyprus.
A3.5
Costs of Stage II Controls
The additional costs of installing the remaining above-ground equipment is estimated at €4,250
to €6,000 per pump. Based on information from one company which has 70 petrol stations with
a total of 376 pumps, it is assumed that there are around 5.4 pumps per station on average.
Therefore, the capital costs of installing the above-ground equipment would be around €5.8 to
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€8.1 million27. This does not include the costs of installing the below-ground pipework, nor the
operating costs of the equipment (Cyprus DLI, 2004).
A3.6
References
Cyprus DLI (2004): Personal communication from Stelios Georghiades, Cyprus Department of
Labour Inspection, 12 August 2004.
Cyprus DLI (2004a): Personal communication from Stelios Georghiades, Cyprus Department
of Labour Inspection, 25 August 2004.
Cyprus DLI (2004b): Personal communication from Stelios Georghiades, Cyprus Department of
Labour Inspection, 30 August 2004.
27
Total number of stations (252) * 5.4 (average number of pumps per station) * €4,250 to €6,000 =
€5.6-8.1m.
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A4. Czech Republic
A4.1
Petrol Distribution
Data collected by the Ministry of Industry and Trade for the Czech Republic from 320
companies shows that in 2003 there were 1,843 service stations with a total throughput of
3,996,180 m3. A breakdown of these service stations, by throughput, is presented in Table A4.1
below.
Table A4.1
Percentage and Numbers of Service Stations in Czech Republic in 2003
3
Size (m /year)
Number
Percentage
< 500
172
9%
500 – 999
375
20%
1,000 – 1,499
363
20%
1,500 – 1,999
234
13%
2,000 – 2,499
191
10%
2,500 – 2,999
132
7%
> 3,000
376
20%
Total
1843
100%
Source: Czech Republic Ministry of Industry and Trade (2004).
However, these figures do not include information on ‘other’ service stations such as those that
are non-public for the military. Further work is being carried out by the Czech authorities in
this area to correctly identify the total number of service stations in the Czech Republic. The
Ministry of Industry and Trade estimate the total number to be approximately 3000.
A4.2
Implementation of Directive 94/63/EC
Directive 94/63/EC has been implemented in the Czech Republic through the Decree of the
Ministry of the Environment Establishing Emissions Limit and Other Conditions for Operation
of Other Stationary Sources of Air Pollution by VOC from the Processes Using Organic
Solvents and from the Storage and Distribution of Petrol, No. 355/2002 Coll., of July 11, 2002
(Directives 94/63/ES, 96/61/ES, 1999/13/EC). This entered into force on 14 August 2002.
A4.3
Stage II Controls
Decree No. 355/2002, described above, also sets requirements for Stage II controls. The
Ministry of Industry and Trade also collected information on the numbers of service stations
that have Stage II controls installed. These are summarised in the table below:
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Table A4.2
Numbers of Service Stations in Czech Republic with Stage II controls in 2003 and
percentage of total number of service stations
3
Size (m /year)
Number
Percentage of total number of
service stations
< 500
116
6%
500 – 999
311
17%
1,000 – 1,499
320
17%
1,500 – 1,999
208
11%
2,000 – 2,499
174
9%
2,500 – 2,999
121
7%
> 3,000
342
19%
Total
1592
86%
Source: Czech Republic Ministry of Industry and Trade (2004).
In total, approximately 86% of the ‘main’ service stations (i.e. not military, non-public etc.)
have installed Stage II controls.
Service stations in the Czech Republic are regulated by the Czech Inspection of the
Environment, which checks permits and compliance of sites with the requirements of Decree
No. 355/2002 Coll. including the functioning of Stage II equipment.
All vapour recovery pumps used for the dispensing of petrol must bear a clear sign notifying
customers that it is necessary to insert the dispensing nozzle fully into the filler neck of the
vehicle tank.
Service station staff are required to inspect the functionality of the system for vapour collection
at least once per shift (either by a sensor or by checking an electronic indication that indicates
functionality). The results of this must be recorded in the service station operation log book.
Identified faults must immediately and demonstrably be identified to the competent authorised
person who should carry out servicing and clear the defect and, after repair or adjustment and
determination of the effectiveness of vapour pumping, the staff receive a report documenting the
functionality of the system.
Any person who carries out repairs, maintenance or servicing activities must record these in a
standard form.
Servicing may only be carried out by a professionally qualified person (i.e. by a person who
holds a valid registration certificate from the manufacturer of the petrol pumps).
Inspections of the effectiveness of the vapour recovery system must be carried out at least once
a year and the period between two inspections must not be shorter than 6 months. Inspections
of effectiveness shall also be carried out after actions concerning the petrol pumps such as the
exchange of the dispensing nozzle or collection of a test sample. The owner of the service
station is required to lay down this duty in the contractual relationship with the person providing
the servicing of petrol pumps or this duty can be observed by the service station owner in
another demonstrable manner.
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Measuring equipment must be approved, examined and gauged in accordance with a special
legal provision 7. Two procedures can be used: a wet test using a calibrated vessel at 50% and
100% of the nominal flow rate of the petrol; or a dry test.
The A/L ratio is specified as 95 - 115% in the implementing legislation.
Companies are required to comply with the Stage II requirements from the date of the decree’s
publication, which was the 13th of April 2004. Requirements are understood to apply to all
service stations. Therefore, it is assumed that Stage II controls will be fully implemented in all
service stations over the period of interest between 2010 and 2020.
A4.4
Fuel Quality Issues
No information was made available directly on the Reid Vapour Pressure of petrol sold in the
Czech Republic.
A4.5
Costs of Stage II Controls
The costs of installation of Stage II controls at 251 service stations was estimated to be
approximately €17 million at a cost of approximately € 67,000 per service station.
A4.6
References
Czech Republic Ministry of Environment (2004): Personal communication from Jarmila
Dobiasova, 21 September 2004 (information collected from Ministry of Industry and Trade).
Czech Republic (2002): Decree No 355 of the Ministry of the Environment of 11 July 2002,
setting down emission limits and other terms and conditions for the operation of other stationary
air pollution sources emitting volatile organic compounds from processes using organic solvents
and from petrol storage and distribution, Czech Ministry of Environment internet site
(www.env.cz/ris/vis-edice.nsf/0/2dea067d88b92b9ac1256ed70049ed70?OpenDocument),
accessed 13 January 2005.
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A5. Denmark
A5.1
Petrol Distribution
There were reported to be 2,264 petrol stations in Denmark in 2003. This compares to over
8,000 in 1967 and around 3,000 in 1990 (Danish Petroleum Industry Association, 2004).
Service stations can be divided according to throughput as described in Table A5.1.
Table A5.1
Percentage and Numbers of Service Stations by Throughput in Denmark in 2003
3
Size (m /year)
Percentage [1]
Number [1]
< 500
8.8
199
500 - 1000
23.8
539
1000 - 1500
24.9
564
1500 - 2000
16.6
376
2000 - 2500
9.1
206
2500 - 3000
5.9
134
> 3000
10.9
247
Total
100
2264
Source: Danish Petroleum Industry Association (2004).
[1] Percentage values taken from chart in source document and number calculated based on total.
In recent years, there has been a significant decline in the number of smaller petrol stations in
Denmark: stations with an annual throughput less than 500m3 represented 22% of all petrol
stations in 1990, 14% in 2000, 12% in 2001, 10% in 2002 and 8% in 2003.
A5.2
Implementation of Directive 94/63/EC
Stage I controls are assumed to be fully implemented in Denmark.
A5.3
Stage II Controls
Legislation requiring introduction of Stage II controls was introduced under Government Notice
990 of 7th December 1994 (as amended in 1997 and 200128). The requirement to apply Stage II
controls applied to new stations from 1st April 1995 and to existing stations from 1st January
2000. It only applies to service stations with an annual throughput of more than 500 m3/year.
28
Bekendtgørelse om begrænsning af udslip af dampe ved benzinpåfyldning af motorkøretøjer, BEK nr
507 af 30/05/2001.
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The legislation requires that the systems in place have a minimum vapour recovery of 85%
under controlled conditions and 70% under field conditions. In practice, systems are accepted if
they are covered by either a TÜV approval from Germany or a SP approval from Sweden.
There is a tax incentive for service stations that have Stage II controls in place of 3 øre per litre
(around €0.004 per litre). Stage II was implemented relatively rapidly in Denmark, due
particularly to this incentive scheme. Around 46% of service stations had Stage II controls in
place as of March 1996. It is understood that all service stations currently required to have
Stage II controls in place are compliant (July 2004). In addition, some service stations with a
throughput <500 m3/year have also implemented these controls and the overall uptake is
understood to be around 95% of service stations.
Whilst no measurements have been taken of actual efficiency at service stations, periodic
inspections indicate that around 25% of service stations have vapour return rate outside the
required volumetric return rate of 87% to 113%. This is consistent with information on other
countries with Stage II controls in place (see main report).
A5.4
Fuel Quality Issues
For RON 95 petrol, the average RVP during the summer months in 2003 was 58.3 kPa, with
measurements varying between 55.3 and 61.7 kPa.
A5.5
Costs of Stage II Controls
No evidence of recent costs for Stage II have been made available. However, the Danish EPA
indicates that oil industry estimates from 10 years ago gave the following specific costs for
implementation of Stage II:
• 0.02 Dkr (€0.0027) per litre for petrol stations with a throughput of 5,000 m3/year;
• 0.04 Dkr (€0.0054) per litre for petrol stations with a throughput of 1,500 m3/year;
• 0.08 Dkr (€0.011) per litre for petrol stations with a throughput of 500 m3/year.
A5.6
References
Danish Petroleum Industry Association (2004): Olieberetningen 2003, Oliebranchens Faelles
Repreasentation internet site (http://www.oil-forum.dk), accessed 16 July 2004.
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A6. Estonia
A6.1
Petrol Distribution
There are currently approximately 500 service stations in Estonia (MoE, 2004).
A6.2
Implementation of Directive 94/63/EC
Directive 94/63/EC has been transposed in Estonia through the Ambient Air Protection Act
(passed on 5 May 2004). The legislation relating to Stage I controls was passed on 31 January
200529.
Implementation of the requirements of the directive will be carried out according to the
transition periods agreed upon in the negotiations. These include:
‘By way of derogation from Article 6 and Annex III of Directive 94/63/EC, the
requirements for loading into existing storage installations at service stations with
a throughput smaller than 1 000 m3/year shall not apply in Estonia until
31 December 2006.’
Therefore, Stage I controls are expected to be fully implemented in Estonia by 2010.
A6.3
Stage II Controls
Estonia does not currently have any legislation requiring Stage II controls.
A6.4
Fuel Quality Issues
No information was made available directly on the Reid Vapour Pressure of petrol sold in
Estonia.
A6.5
Costs of Stage II Controls
No information was made available directly on the costs of Stage II in Estonia.
A6.6
References
MoE (2004): Personal communication from Alla Romanova, Environmental Management and
Technology Department, Ministry of the Environment of Estonia, 26 November 2004.
MoE (2004a): Personal communication from Alla Romanova, Environmental Management and
Technology Department, Ministry of the Environment of Estonia, 8 December 2004.
29
Bensiini veo ja bensiini terminalides ning tanklates hoidmise nõuded lenduvate orgaaniliste ühendite
piiramise eesmärgil, Keskkonnaministri, 31 jaanuari 2005 a määrus nr 4, RTL, 10.02.2005, 19, 203.
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A7. Finland
A7.1
Petrol Distribution
Data collected by Finland’s Ministry of Environment from the Finnish Oil and Gas Federation
indicates that there are 1,668 service stations with a total throughput of 2,469,041 m3 in 2003.
The total number of service stations has been relatively stable for the past 10 years. The table
below summarises the total number of service stations in each size band:
Table A7.1
Percentage and Numbers of Service Stations in Finland in 2003
3
Size (m /year)
Number
Percentage
< 500
339
20%
500 – 999
548
33%
1,000 – 1,499
452
27%
> 1,500
329
20%
Total
1668
100%
Source: Finland’s Ministry of Environment (2004).
A7.2
Implementation of Directive 94/63/EC
In Finland, Directive 94/63/EC was implemented in 1996 and approximately 100% of the total
throughput is now covered by Stage I controls.
A7.3
Stage II Controls
Although there is no legislation in Finland on Stage II controls, approximately 16% of all
service stations have installed relevant equipment, as shown in Table A7.2.
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Table A7.2
Percentage of Service Stations with Stage II controls in Finland in 2003
Throughput (m3/year)
Percentage
< 500
3%
500-999
7%
1,000-1,499
15%
> 1,500
27%
Total
16%
Source: Finland’s Ministry of Environment (2004).
In addition, in anticipation of legislative requirements on Stage II controls, companies install the
required below-ground equipment/pipework for Stage II when petrol stations are refurbished
and underground storage tanks replaced. One petrol company installs Stage II controls as
standard on all service stations. In addition, in some cases local authorities have required Stage
II as a condition to get the permit to operate a petrol station.
One concern has been raised that in Finland, vapour recovery may be less effective than
expected since the systems may break down during winter (Oil and Gas Federation, 2005).
A7.4
Fuel Quality Issues
The Reid Vapour Pressure of petrol in Finland is 45-70 kPa in summer and 70-90 kPa during
the winter.
A7.5
Costs of Stage II Controls
The Finnish Oil and Gas Federation believes that the costs of any legislation requiring Stage II
controls would be very high and would not be cost effective based on the ‘…minor
improvement in the field of environment protection’.
Information from the Finnish Oil and Gas Federation (2005) suggests that that the average costs
for Stage II controls are €2,500 per pump for a normal size petrol station.
A7.6
References
Finland’s Ministry of Environment (2004): Personal communication, Anneli Karjalainen (data
collected from Finnish Oil and Gas Federation), Ministry of the Environment, 8th September
2004.
Oil and Gas Federation (2005): Personal communication, Pekka Huttula, Finnish Oil and Gas
Federation (via European Commission), 13 May 2005.
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A8. France
A8.1
Petrol Distribution
Information provided by France’s Ministry of Ecology and Sustainable Development indicates
that there are 14,530 service stations in France with a total throughput of 51.4 million m3 in
2003 (16.4 million m3 petrol and 35.0 million m3 diesel).
A8.2
Implementation of Directive 94/63/EC
It is understood that Stage IB controls should be fully implemented in France according to the
Directive.
A8.3
Stage II Controls
France has adopted national legislation (Decree no 2001-349 of 18 April 2001) requiring Stage
II controls to be installed at new (>500m3) and existing (>3,000 m3) service stations from 2001
onwards. All new service stations >500m3 were required to install Stage II controls by 21 April
2001. Existing service stations >4,500 m3 had to comply by 21 April 2002 and those with a
throughput of 3,000-4,500 m3 had to comply 6 months later (21 October 2002).
The legislation requires the abatement efficiency of the controls to reach a minimum of 80%.
The efficiency of controls has to be guaranteed by a certificate of conformity, which is the
responsibility of the owner of the service station.
A8.4
Fuel Quality Issues
No information was made available directly on the Reid Vapour Pressure of petrol sold in
France.
A8.5
Costs of Stage II Controls
No information was made available directly on the costs of Stage II in France.
A8.6
References
French Ministry of Ecology and Sustainable Development (2004): Personal communication
from Ghislaine Verrhiest, French Ministry of Ecology and Sustainable Development, 10
November 2004.
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A9. Germany
A9.1
Petrol Distribution
Data collected by Germany’s Federal Environment Agency indicates that there were 15,623
service stations with a total throughput of 34,447,000m3 in 2003. Since April 2003,
approximately 150 new service stations have been installed. The table below summarises the
total number of service stations in each size band:
Table A9.1
Percentage and Numbers of Service Stations in Finland in 2003
3
Size (m /year)
Number
Percentage
< 1,000
2,500
16%
1,000-2,500
6,500
42%
2,500-5,000
5,500
35%
> 5000
1,100
7%
Total
15,623
100%
Source: Germany’s Federal Environment Agency (2004). Data are rounded.
A9.2
Implementation of Directive 94/63/EC
Directive 94/63/EC has been fully implemented in Germany with all service stations having
controls installed (EPTC, 2004).
A9.3
Stage II Controls
Stage II controls are currently required in Germany under the Twenty-first Ordinance on the
Execution of the Federal Emission Control Act (ordinance on the limitations of hydrocarbon
emissions resulting from the fuelling of motor vehicles – 21st BimSchV) of October, 1992, and
the more recent First Order amending this Ordinance (November 2001). Stage II controls are
currently required on all new and existing service stations except for those with a throughput of
less than 1,000 m3/year which were installed before 1993. Therefore only approximately 1,500
of Germany’s service stations do not have Stage II controls.
The initial Twenty-first Order relating to Stage II controls (October 1992) required petrol
stations to install petrol vapour recovery controls by 31st December 1997. However, during its
implementation a series of defects were revealed in the vapour recovery systems installed at
petrol stations (spot checks found up to a third of systems were faulty). This led to a call for
further legislation to optimise the use of these controls and to ensure that they operated
efficiently and effectively.
The First Order amending this Ordinance sets specific technical and operative requirements for
the systems installed. Compliance with this legislation is ensured through certification of the
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vapour recovery systems and the automatic monitoring of these systems by the German TÜV
prior to their installation at the service stations. Details of the inspections carried out are
specified in ‘Fuelling stations 908, May 2000 issue’ (Association of Technical Inspection
Bodies – Verband der Technischen Überwachungs-Vereine e.V. – VdTÜV). The equipment
installed at petrol stations constructed after the most recent Order came into force (2001) must
achieve an efficiency of at least 85% (determined by an expert under test conditions set in
Annex I) and be constructed and operated to certain specifications.
The legislation sets down requirements for dealing with faults or defects to the equipment and
for testing of the equipment to ensure they are operating correctly. The vapour recovery system
has to be comprehensively tested for leaks prior to installation and every 5 years at least. There
are also specific requirements for reporting of the performance of the equipment to the
competent authority.
The most recent legislation includes a requirement for an automatic monitoring system to ensure
the proper functioning of the vapour recovery system. This automatic monitoring device tests
the system on a continuous basis. The device must:
• Automatically detect any faults in the functioning of the system and notify the
petrol station staff;
• Where faults in the functioning of the system were notified to the petrol station
staff over 72 hours previously, shut off the supply of petrol (where the flow is
greater than 25 litres per minute and the duration of filling is greater than 20
seconds); and
• Automatically detect any faults in its own operation and notify the petrol station
staff of these.
Several transitional periods have been specified for existing service stations (i.e. those
constructed before the Order came into force) in relation to the latest requirements. These are
summarised below:
• January 2005 for service stations with a throughput > 5,000 m3/year
• January 2005 for service stations situated in an ‘inspection area’ with a throughput
of 2,500-5,000 m3/year
• January 2006 for service stations not situated in an ‘inspection area’ with a
throughput of 2,500-5,000 m3/year
• January 2007 for service stations with a throughput of 1,000 to < 2,500 m3/year
• January 2008 for service stations with a throughput < 1,000 m3/year
A9.4
Fuel Quality Issues
The Reid Vapour Pressure of petrol in Germany is 35-70kPa in summer and 55-90 kPa during
the winter.
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A9.5
Costs of Stage II Controls
The Federal Environment Agency (2004) have estimated that the costs of installing a vapour
recovery system with automatic monitoring is approximately 10,000 German marks for a
service station with 6 pumps (approximately €5,100).
A9.6
References
German Federal Environment Agency (2004): Personal communication from Bernd Krause,
German Federal Environment Agency, 7th September 2004.
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A10. Greece
A10.1 Petrol Distribution
In Greece there are approximately 7,000 service stations with a total throughput of
approximately 2,200,000 tonnes of petrol and 5,500,000 tonnes of diesel.
A10.2 Implementation of Directive 94/63/EC
Directive 94/63/EC has been fully implemented in Greece and all petrol stations should have
Stage I controls installed.
A10.3 Stage II Controls
Greece does not have any legislation concerning Stage II controls and no petrol stations have
installed the equipment (MWPPPW, 2004).
A10.4 Fuel Quality Issues
No information was made available directly on the Reid Vapour Pressure of petrol sold in
Greece.
A10.5 Costs of Stage II Controls
No information was made available directly on the costs of Stage II in Greece.
A10.6 References
MEPPPW (2004): Personal Communication from Mr George Ladopoulis, Greek Ministry for
Environment, Physical Planning and Public Works, 3 December 2004.
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A11. Hungary
A11.1 Petrol Distribution
In Hungary there are 815 petrol service stations covered by Stage I requirements.
A11.2 Implementation of Directive 94/63/EC
Hungary introduced Stage I and Stage II controls through a single ministerial decree, No.
9/1995 KTM of 31 August 1995. The entry into force of this decree was 30th September 1995.
No transition period for implementation of the Directive applies to petrol stations in Hungary.
Therefore, it will be assumed for the purposes of this work that Stage I controls will be fully
implemented in Hungary over the period of interest (2010 to 2020).
A11.3 Stage II Controls
Stage II measures are required under Section 2(3) of decree 9/1995 KTM. Under Section 9(5),
the requirements for Stage II were required to be implemented as shown in Table A11.1.
Table A11.1 Timetable for Implementation of Stage II in Hungary
Annual Throughput
Throughput > 1000m
Outskirts and Suburbs
3
Throughput 100 – 500m
Throughput < 100 m
3
th
30 September 2000
th
30 September 2003
30 September 2004
th
30 September 2003
-
30 September 2003
30 September 2001
Throughput 500 – 1000m
3
3
Inner Towns
30 September 2003
th
th
th
th
Source: KVVM (2004).
No distinction has been made between new and existing installations, because of the relatively
long period for implementation of Stage II. It is anticipated that Stage II will essentially be fully
implemented throughout the country by the end of 2004 (KVVM, 2004). Stations with an
annual throughput <100m3 in non-urban areas will be exempt but the throughput through such
stations is expected to be minimal or negligible.
The Stage II requirements were introduced prior to any EU-wide legislation because:
• After the dates mentioned in Table A11.1, new service stations could only be built
in Hungary with an environmental permit that includes Stage II; and
• The largest owner of existing petrol stations has an environmental policy which
requires that Stage II must be introduced in a similar manner to the largest foreign
petrol distributors in Hungary. This company also took into account the savings of
petrol through implementing Stage II (KVVM, 2004).
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There are 12 Regional Environmental Inspectorates in Hungary that are responsible for
enforcement of the Stage I and II requirements under the aforementioned decree. It is also
checked by members of the Ministry of Environment and Water.
Stage II equipment must be accredited by the official accrediting organisation ROHE at petrol
stations that are members of the Hungarian Petroleum Association.
A11.4 Fuel Quality Issues
The vapour pressure of petrol sold in Hungary is set in order to meet the requirements of
Directive 98/70/EC, with the ranges set as follows (KVVM, 2004a):
• 45-60 kPa from 1 May to 30 September;
• 60-90 kPa from 15 November to the end of February; and
• 50-80 kPa from 1 March to 30 April and from 1 October to 14 November.
A11.5 Costs of Stage II Controls
Information has been provided by the Hungarian Ministry of Environment and Water (KVVM,
2004a) on the historical investment (capital) costs of installing Stage II in existing petrol
stations in Hungary over the period 1994 to 2000. These were as follows:
• Reconstruction of the petrol station costs around €2000 per station;
• A new Stage II vapour recovery column (dispenser) costs around €2000 per
column; and
• The verification cost (annual verification of the proper operation of Stage II) costs
around €80 per dispenser per year.
A11.6 References
KVVM (2004): Personal Communication, Tamás Lotz, Hungarian Ministry of Environment
and Water, 10th September 2004.
KVVM (2004a): Personal Communication, Nándor Zoltai, Hungarian Ministry of Environment
and Water, 16 December 2004.
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A12. Ireland
A12.1 Petrol Distribution
Data have been provided on the numbers and sizes of petrol stations in Ireland via the Irish
Petroleum Industry Association (IPIA, 2004). These are illustrated in Table A12.1. This does
not include petrol stations that are not members of the IPIA.
Table A12.1 Numbers and Sizes of Petrol Stations in Ireland in 2003
3
Size Band (m )
Number of
Stations
Petrol Sales (m3)
Diesel Sales (m3)
Total (m3)
0-100
143
5,957
1,481
7,438
101-250
170
22,067
6,673
28,740
251-500
212
59,150
20,840
79,990
501-1000
311
164,574
63,652
228,226
1001-2001
379
396,156
145,889
542,045
2001-3000
185
331,093
105,626
436,719
3001-4000
120
312,257
103,976
416,233
4001-5000
51
160,440
53,704
214,144
>5000
63
277,429
152,847
430,276
Total
1,634
1,729,123
654,688
2,383,811
Source: IPIA (2004).
Total numbers of petrol stations have declined in recent years: in 1999 there were 2,230; in
2000 there were 2,087; in 2001 there were 1,894; in 2002 there were 1,746 and in 2003 there
were 1,634. Most of the reduction in numbers is understood to have been due to the closure of
petrol stations. Whilst some sites may continue under a different brand, the total number is not
expected to exceed 2000 (i.e. with around 300 independents, which would generally be small
volume sites) (IPIA, 2004a)
A12.2 Implementation of Directive 94/63/EC
Stage I requirements have been introduced by two pieces of legislation in Ireland:
• Requirements for storage of petrol at terminals were introduced through the
Environmental Protection Agency Act, 1997 (Control of Volatile Organic
Compound Emissions Resulting from Petrol Storage and Distribution) Regulations
1997 (Statutory Instrument No. 374 of 1997); and
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• Requirements for mobile containers, service stations and for unloading at service
stations were introduced through the Air Pollution Act, 1987 (Petroleum Vapour
Emissions) Regulations, 1997 (Statutory Instrument No. 375 of 1997).
A12.3 Stage II Controls
No legislation on Stage II petrol vapour recovery has been introduced in Ireland. It is not
thought that there is any significant uptake of Stage II in Ireland.
A12.4 Fuel Quality Issues
There is one refinery in Ireland which produces around 30% of the country’s petrol, with the
remainder mainly imported from the United Kingdom. The State Laboratory (2004) has
provided information on sampling undertaken during the “summer” period, June to August.
This indicates that the RVP of petrol varied from 49.8 to 69.9 kPa in 2003, with an average of
62.4 kPa (State Laboratory, 2004). The average RVP for the non-summer grade is about 90
kPa.
A12.5 Costs of Stage II Controls
No information has been made available on the costs of implementing Stage II controls in
Ireland.
A12.6 A12.6 References
DOEHLG (2004): Fuel quality monitoring report to European Commission, Ireland
Department of the Environment, Heritage and Local Government, 22 July 2004.
IPIA (2004): Motor Fuels Volume Bands – 2003, Ireland, personal communication from John
Forde, Irish Petroleum Industry Association (via DOEHLG), 13 October 2004.
IPIA (2004a): Personal communication from John Forde, Irish Petroleum Industry Association
(via DOEHLG), 25 September 2004.
State Laboratory (2004): Personal communication from John McBride, Irish State Laboratory,
5 August 2004.
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A13. Italy
A13.1 Petrol Distribution
As detailed in Table A13.1, the total throughput of petrol stations in Italy in 2003 was around
15.4 million tonnes. Table A13.2 details the total numbers of service stations in Italy and the
average throughput of petrol and diesel. No data were made available on numbers in different
size bands.
Table A13.1 Sales of Petrol in Italy (tonnes)
Year
Refuelling Stations
Commercial Sites
Total (tonnes)
2003
14,816,511
614,873
15,431,384
2002
15,540,645
512,239
16,052,884
2001
15,974,492
491,291
16,465,783
Source: Italian Ministry of Environment (2004). Data provided by Ministry of Environment.
Table A13.2 Numbers of Service Stations and Average Throughput (petrol and diesel)
Year
Refuelling stations
[1]
Average throughput (m3) [2]
2003
22,450
1,643
2002
22,800
1,602
2001
23,400
1,539
2000
23,900
1,479
Source: Italian Ministry of Environment (2004).
[1] The total fuel distribution network was estimated by Unione Petrolifera (association comprising the main petroleum
companies operating in Italy in the refining and distribution of oil).
[2] Petrol and diesel average throughput was estimated by Unione Petrolifera
A13.2 Implementation of Directive 94/63/EC
The requirements of Directive 94/63/EC were implemented in Italy under Decree no 107 of 21st
January 2000 on the technical requirements of the installations, vehicles and vessels used for
storage, loading and transport from one terminal to another or from a terminal to a service
station.
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A13.3 Stage II Controls
The law no. 413 adopted in 1997 fixed at 1st July 2000 the deadline to implement Stage II in all
service stations in Italy. The technical requirements to be followed for the Stage II
implementation was fixed by the Ministerial Decree no. 156 of May 16 1996.
Since year 2000 all service stations (100%) of the Italian retail network have implemented Stage
II.
Under Ministerial Decree no. 156, the hydrocarbon efficiency of the installed systems must be
at least 80% and the vapour liquid ratio must be in the range 0.95 to 1.05.
The Ministry of Industry must approve all petrol vapour recovery systems. Local authorities
carry out periodic controls.
A13.4 Fuel Quality Issues
Italy strictly follows the EN 228 norm and so the Reid Vapour Pressure is 60 kPa max in
summer and 90 kPa max in winter. Intermediate values apply during the transitional periods.
The average values are detailed in Table A13.3.
Table A13.3 RVP Values in kPa in Italy (2001-03)
Summer Period
Year
Winter Period
Min
Max
Mean
Min
Max
Mean
2003
50.3
67.7
55.9
-
-
-
2002
50.0
62.9
56.7
57
86.6
72.1
2001
50.9
65.7
57.3
51.3
85.4
71.54
Summer period is 1 May to 30 September; winter period is 16 November to 15 March.
Source: Italian Ministry of Environment (2004):
A13.5 Costs of Stage II Controls
The costs for the Italian average service station were about €20,000 to €25,000 for an average
petrol station which has around four pumps/dispensers (Italian Ministry of Environment, 2004).
A13.6 References
Unione Petrolifera (2004):
Petrolifera.
Personal communication, Ing. Franco Del Manso, Unione
Italian Ministry of Environment (2004): Personal communication, Carlotta Angelini, Ministero
dell'Ambiente e della Tutela del Territorio, 30 December 2004.
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A14. Latvia
A14.1 Petrol Distribution
The Latvian Environment Agency maintains a ‘Register of Petrol Stations and Oil
Terminals’. There are 590 petrol stations and 60 oil terminals included on the Register, which
does not include small local fuel filling points on sites for bus fleets and other traffic companies.
The total volume of the tanks at petrol stations is 220,700 m3 and the volume of storage tanks at
oil terminals is 1,728,500 m3 (Latvian Environment Agency, 2004). Note that this is not
equivalent to the throughput.
Table A14.1 details the number of petrol stations within various categories of throughput.
These data do not cover all petrol stations so a pro-rata calculation has been used to estimate the
number in each category based on the 590 petrol stations present.
Table A14.1 Percentage and Numbers of Service Stations by Throughput in Latvia
3
Size (m /year)
Actual Number
Percentage
Assumed Number [1]
< 100
39
10%
61
100 - 500
141
37%
219
500 - 1000
89
23%
139
1000 - 2000
75
20%
117
> 2000
35
9%
54
Unknown
211
-
-
Total
590
100%
590
[1] The 211 petrol stations for which no data are held have been assigned to size bands on a pro-rata basis.
Source: Latvian Environment Agency (2004).
A14.2 Implementation of Directive 94/63/EC
Whilst Latvia has requested a transition period for implementation of Directive 94/63/EC,
legislation has already been implemented on Stage I controls, through Regulation No. 269 of 8th
March 1999 on ‘Regulations Regarding Environmental Quality Requirements for Service
Stations, Oil Terminals and Mobile Containers’.
This Regulation includes requirements on vapour storage in tanks at terminals, during transport
and primary vapour extraction at service stations. The requirements are largely the same as
those under Directive 94/63/EC in terms of Stage IA and IB controls and they apply to all oil
terminals that received a permit for construction or operation after 1 March 2000. For older
terminals, the controls are required over the following timescales:
• 31 December 2002 for those with a throughput more than 50,000t per year;
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• 31 December 2003 for those with a throughput more than 25,000t per year; and
• 31 December 2008 for those with a throughput less than 25,000t per year.
For petrol stations, those with a throughput more than 2,000 m3/yr had to comply by 31
December 2002; those with a throughput more than 1,000 m3/yr by 31 December 2004; and
those with a throughput more than 100 m3/yr by 31 December 2008. Those with a throughput
less than 100 m3/yr are not required to implement the controls.
A14.3 Stage II Controls
Through the same legislation, Stage II controls have been introduced in Latvia and these apply
to all service stations that received a permit for construction or operation after 1 March 2000
(the requirements do not apply to existing service stations). The requirements do not apply to
service stations with a throughput less than 100 m3/yr.
Service station administrators are required to ensure that dynamic counter-pressure, obstruction
of flow and leakage of the Stage II systems are inspected at least once every three years. The
inspections must be conducted by accredited assessment institutions and the results must be
recorded in the service station’s maintenance log.
The Stage II equipment must be installed so as to prevent accumulation of liquid that may
obstruct the vapour return hoses. The underground vapour return hoses must have a downward
gradient to the underground tank or must have a non-return valve for the fuel condensate such
that it allows condensate to accumulate without blocking the vapour line.
Service station administrators are required to visually inspect the air-tightness and effectiveness
of the Stage II controls at least once a day and to disconnect damaged components until the
system is repaired.
Data from the Latvian Environment Agency (2004) indicate that there are 105 petrol stations
with Stage II already installed. There are 215 petrol stations with Stage IB controls installed
(these will include those with Stage II in place).
If it is assumed that there were no petrol stations with Stage II controls in place before 2000
when the legislation was implemented, it can be determined that the rate at which petrol stations
are currently installing controls is around 26 per year. Therefore, the number of petrol stations
with Stage II controls in place up to 2020 can be estimated as shown in Table A14.2.
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Table A14.2 Assumed Petrol Stations with Stage II in Place in Latvia up to 2020
2000
2004
2010
2015
2020
0
105
263
394
525
Percentage of > 100 m /yr
0%
20%
50%
74%
99%
Percentage of total number
0%
18%
44%
67%
89%
Number with Stage II in Place
3
3
It is assumed that the estimated 61 petrol stations below 100 m /yr will not install Stage II controls, leaving 525 petrol
stations that will be assumed to implement controls.
Calculated based on a replacement/new build rate of 26 per year.
A14.4 Fuel Quality Issues
No information was made available directly on the Reid Vapour Pressure of petrol sold in
Latvia.
A14.5 Costs of Stage II Controls
No information was made available directly on the costs of Stage II in Latvia.
A14.6 References
Latvian Environment Agency (2004): Personal communication from Ilgmars Lustiks, Latvian
Environment Agency, 31 August 2004.
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A15. Lithuania
A15.1 Petrol Distribution
In 2001 a study was carried out by the Kaunas Technological University (KTU) with support
from experts from the Swedish Environmental Protection Agency. The aim of this study was to
estimate the extent to which Lithuania’s existing terminals, mobile containers and service
stations met the EU requirements. In 2001 there were 626 petrol stations in Lithuania with a
total throughput of 440,000 tonnes. The size distribution of these service stations is summarised
in Table A15.1.
Table A15.1 Percentage and Numbers of Service Stations in Lithuania in 2001
3
Size (m /year)
Number
Percentage
< 500 in urban areas
130
21%
<500 not in urban areas
134
21%
500-999 in urban areas
122
20%
500-999 not in urban areas
46
7%
>1,000
194
31%
Total
626
100%
Source: Lithuanian Ministry of Environment (2004).
A15.2 Implementation of Directive 94/63/EC
Lithuania has requested a transition period until the end of 2007 for the implementation of
Directive 94/63/EC. However, legislation has already been developed by the Ministry of
Environment, Ministry of Transport and Ministry of Social Security and Labour and was
adopted in 2000 (‘Restrictions on the emission of volatile organic compounds into the ambient
air for new installations used for storage, loading and transport of petrol – LAND 35 – 2000’,
Regulation of the Ministry of Environment of the Republic of Lithuania, Vilnius 2000). This
regulation was developed to match the requirements of the Directive but also includes
requirements for Stage II controls.
A15.3 Stage II Controls
Stage II controls have been required in new service stations by order of the Ministry of the
Environment since 1995. This requirement has been further enhanced by the inclusion of the
requirement for Stage II controls in the national legislation implementing Directive 94/63/EC
(see Section A15.2). Annex III of this Regulation sets out the specific requirements for Stage II
controls. These controls, along with those for limiting emissions from the delivery of petrol into
storage tanks, are designed to reduce evaporative emissions of VOCs to below 0.01% (by
weight) of the throughput of a service station. Service stations with a throughput less than 100
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m3/year are exempt from these requirements, as are those with a throughput less than 500
m3/year located in non-urban areas. All other new and existing service stations must implement
these controls by the end of 2007 in line with the transitional period for Directive 94/63/EC.
Eight Regional Environmental Protection Departments undertake monitoring of the
implementation of these regulations. Monitoring of the technical requirements is carried out
separately by the Ministry of Social Security and Labour’s accredited public offices.
A15.4 Fuel Quality Issues
Up until 2003, the Reid Vapour Pressure of petrol in Lithuania was limited to a maximum of 60
kPa between May and September (by order of the Ministry of Economy, Ministry of
Environment and Ministry of Transport). However, this has now been changed to 70 kPa (as
with some other Member States).
A15.5 Costs of Stage II Controls
No information was available on the costs of Stage II in Lithuania.
A15.6 References
Ministry of Environment of Lithuanian Republic (2004): Personal communication from Elena
Augliene, Ministry of the Environment, 14th September 2004.
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A16. Luxembourg
A16.1 Petrol Distribution
There are currently 240 petrol stations in Luxembourg with a total throughput of 567,438 tonnes
in 2003. Table A16.1 provides a summary of the number according to various levels of
throughput. At the start of the 1990s, many of the existing service stations underwent extension
and modernisation. The total number of petrol stations decreased from over 400 to 244. There
is not expected to be any further significant change in numbers.
Table A16.1 Numbers of Petrol Stations in Luxembourg by Throughput
Annual Throughput
< 500m
500 - 999m3
1000 - 1499m3
> 1500m3
16
13
41
174
Number of Stations
3
Source: Administration de l’Environnement (2004).
A16.2 Implementation of Directive 94/63/EC
A requirement for introduction of Stage I controls was introduced along with the requirement
for Stage II controls (see below). Stage I was fully implemented during the modernisation
programme at the start of the 1990s.
A16.3 Stage II Controls
Currently all petrol stations are equipped with Stage II controls. The requirements for Stage I
and Stage II were introduced through the Règlement grand-ducal du 16 octobre 1996 relatif à la
lutte contre les èmissions de composés organiques volatils résultant du stockage de l’essence de
la distribution de l’essence des terminaux aux stations-service et du ravitaillement en essence
aupris des stations-service.
The thresholds and timescales for which Stage II was required to be implemented are as shown
in Table A16.2.
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Table A16.2 Thresholds and Timescales for Introduction of Stage II in Luxembourg
Timescale
th
16 October 1996
Stations Covered
All new stations and existing stations with an annual throughput > 3000 m
st
Existing stations with an annual throughput 500 - 3000m
st
Existing stations with an annual throughput > 500m
st
Existing stations integrated in a residential building
st
All other existing stations
1 May 1997
1 May 1998
1 January 1999
1 January 2005
3
3
3
st
Existing stations are those in place before 1 January 1998.
A modification to the 1996 Act was introduced on 10th June 1999. Under this legislation, the
Minister of the Environment decides the operating conditions for service stations. All
installations must have type approval for Stage II equipment in their country of origin. The
ratio between refuelled petrol and displaced vapour must not be greater than 105%, except
where the manufacturer of the Stage II equipment specifies higher ratios (ten petrol stations are
permitted a ratio up to 150%).
A16.4 Fuel Quality Issues
Most of the petrol sold in Luxembourg is sourced from Belgium, with a smaller quantity
originating from Germany. There are no petrol refineries in Luxembourg.
The Reid Vapour Pressure of petrol sold in Luxembourg is set in accordance with Directive
2003/17/EC. Maximum RVP during the summer is 60 kPa with an average of 58.2 kPa (57.8 –
59.1 kPa). During the winter the average RVP is 87 kPa (78.5 – 92.8 kPa).
A16.5 Costs of Stage II Controls
No information is available from the Luxembourg Administration de l’Environnement on the
costs of Stage II. Most of the equipment was installed during the 1990s during the
modernisation programme.
A16.6 References
Administration de l’Environnement (2004): Personal communication from Frank Thewes,
Administration de l’Environnement, Grand-Duché de Luxembourg, 9th September 2004.
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A17. Malta
A17.1 Petrol Distribution
Whilst no information has been made available directly by the authorities and petrol company in
Malta, data are available on the numbers and sizes of petrol stations in Malta and Gozo in 2003.
These indicate that there were 61 petrol stations with a throughput greater than 1000 m3/yr; 13
with greater than 500m3/yr and 8 with less than 500 m3/yr (Malta, 2003).
A17.2 Implementation of Directive 94/63/EC
The latest date for which Malta has applied for a transition period in the implementation of the
Stage I Directive is 31 December 2004. Therefore, it is assumed that all Stage I controls are
currently implemented in Malta.
Stage I controls are implemented through the Control of Volatile Organic Compound Emissions
(Storage and Distribution of Petrol from Terminals to Service Stations) Regulations, 2001.
These Regulations were adopted under the Environment Protection Act 2001 (Act No. XX of
2001).
A17.3 Stage II Controls
Based on anecdotal information, it is understood that there are no Stage II controls in place in
Malta. However, no formal confirmation of this has been received. It is assumed that there are
no petrol stations with Stage II controls in place.
A17.4 Fuel Quality Issues
No information has been made available on the RVP of petrol in Malta.
A17.5 Costs of Stage II.
No information was available on the costs of Stage II controls in Malta.
A17.6 References
Malta (2003): List referred to in Article 24 of the Act of Accession – Malta.
Malta Resources Authority (2000): Report on Directive 94/63/EC – Control of Volatile Organic
Compound Emissions (VOC) Resulting from the Storage of Petrol and its Distribution from
Terminals to Service Stations and the Implications for Malta.
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A18. Netherlands
A18.1 Petrol Distribution
There are approximately 3,650 petrol filling stations in the Netherlands.
A18.2 Implementation of Directive 94/63/EC
It is understood that Stage I requirements are fully implemented in the Netherlands.
A18.3 Stage II Controls
Dutch legislation on Stage II came into force in June 199630. It requires a vapour recovery
efficiency of at least 75%.
Stage II systems must be issued with a certificate for type approval and one to demonstrate
weights and measures requirements. In situ testing is undertaken by the Netherlands
Measurement Institute (NMi) - or an equivalent accredited institution (Infomil, 2004). This
must be done according to the test procedure of 8th June 2001, which specifies test procedures
and is required to undertake testing on the following every three years:
• Check of conformity with certificates and for damage/defects;
• A leakage test, which is carried out on pipes, valves and the outlet of the vacuum
pump, using a gas meter; and
• A check that the volumetric ratio is within defined boundaries (+/- 10% at a fuel
flow rate up to 20 l/min, decreasing to +/- 5% at a fuel rate of 40 l/min). The
overall efficiency must be at least 75%, measured on a volumetric basis
(NMi, 2001.
Site operators undertake maintenance tests and ensure operation according to manufacturers’
specifications.
Based on discussions with the Dutch Information Centre for the Environment (Infomil)31, it is
understood that Stage II controls are implemented in all petrol stations >500 m3/yr.
A recent survey of 87 petrol stations in Rotterdam revealed concerns with the frequency and
quality of the required 3-yearly inspections. Some petrol station owners do not appear to be
undertaking the inspections and 17% of the 87 stations did not require an inspection to be
undertaken (despite Stage II being implemented). Therefore, the overall efficiency of Stage II
in the Netherlands may not be as high as the required value (DCMR, 2003).
30
Staatsblad van het Koninkrijk der Nederlanden 228 - Besluit van 4 april 1996 tot wijziging van het
Besluit tankstations milieubeheer, het Besluit herstelinrichtingen voor motorvoertuigen milieubeheer
en het Besluit luchtkwaliteit benzeen (invoering dampretour Stage-II), January 1996.
31
Infomil is a Government sponsored organisation providing information to local governments on the
environmental requirements to be applied in licenses.
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It is estimated that there are currently fewer than 10 petrol stations in the Netherlands without
Stage II controls in place (NMI, 2004).
A18.4 Fuel Quality Issues
Reid vapour pressure in the Netherlands is set out in the relevant European fuel quality
legislation.
A18.5 Costs of Stage II Controls
No information has been made available on the costs of installing a Stage II system in the
Netherlands. However, there is information on the costs of type approval for systems in the
Netherlands, as well as in-situ testing.
Type approval generally costs around €10,000 for a completely new system. However, in most
cases, only certain components will differ compared to previously tested systems. For example,
a system might have all of the same components except for the vapour return pump. In such
cases, the type approval generally consists of a paper exercise, costing < €1,000. In-situ testing
generally costs around €110 for each hose on the site (NMI, 2004).
A18.6 References
DCMR (2003): Bedrijfstaksgewijze aanpak van Tankstations (incl. LPG) in de gemeente
Rotterdam (2003), DCMR Milieudienst Rijnmond.
Infomil (2004): Personal communication from Hennie Holtman, Infomil, 19th August 2004.
NMI (2004): Personal communication, Wim Volmer, Netherlands Measurement Institute, 15
October 2004.
NMi (2001): Vapour Recovery Field Test Procedure, Nederlands Meetinstituut, 8 June 2001.
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A19. Poland
A19.1 Petrol Distribution
The total throughput of petrol in Poland in 2002 was 4,203,000 tonnes. Based on the EPTC
survey, it is estimated that there are 6763 petrol stations in Poland.
A19.2 Implementation of Directive 94/63/EC
The latest date that Poland has requested a transition period for the Stage I legislation is 31
December 2005. Requirements are implemented in the same legislation as the Stage II
requirements (see below).
A19.3 Stage II Controls
Poland has implemented requirements on both Stage I and Stage II through legislation
introduced through the Ministry of Economic Affairs on 20 September 2000. This relates to the
technical requirements relating to terminals, petrol stations, pipelines for crude oil and its
products transportation and its location (Journal of Laws No 98, item 1067 amended No. 1,
item 8 of 2003) (Ministry of Economy and Labour, 2005)32.
This legislation relates to all but the smallest petrol stations in Poland with only those having
less than 100m3 annual throughput being exempt (i.e. those excluded from the Stage I
Directive).
During formulation of national legislation in 1996 relating to various aspects of petrol
distribution it was identified that Poland would have to comply with the Stage I Directive upon
accession to the EU. The process for amending the legislation commenced in 1999 and a
decision was taken to include the requirements of the Stage I Directive in the legislation
published in 2000. The requirements for Stage II controls were also included at this time
(Ministry of Economy, 2005a).
Information from a major supplier of vapour recovery equipment confirms that all nozzles
currently sold to the Polish market by that company are of the vapour recovery type (Elaflex,
2005).
It is expected that approximately 90% of service stations will have implemented the
requirements of the legislation by the deadline of the end of 2005 (Chamber of Fuels, 2005)
with the remainder expected to follow as the requirements are enforced by the regional
inspectors (Voidvoships) following this deadline.
A19.4 Fuel Quality Issues
No information has been made available on the RVP of petrol in Poland.
32
Rozporzadzenie Ministra Gospodarki z dnia 20 września 2000 r. w sprawie warunków technicznych,
jakim powinny odpowiadać bazy i stacje paliw płynnych, rurociągi dalekosiężne do transportu ropy
naftowej i produktów naftowych i ich usytuowanie. Dz.U.00.98.1067.
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A19.5 Costs of Stage II
No information was available on the costs of Stage II controls in Poland.
A19.6 References
Chamber of Liquid Fuels (2005): Personal communication, Wlodzimierz R Ostaszewski, Krystyna
Apanasewicz, Chamber of Liquid Fuels, 14 April 2005.
Elaflex (2005): Personal communication, Anton Martinuissen, 13 January 2005.
Ministry of Economy and Labour (2005a): Personal communication, Grzegorz Dzierzanowski,
Ministry of Economy and Labour, 11 January 2005.
Ministry of Economy and Labour (2005a): Personal communication, Grzegorz Dzierzanowski,
Ministry of Economy and Labour, 14 April 2005.
Polish Institute of Environmental Protection & Ecology of Industrial Areas (2004): Personal
communication from Janina Fudala, Institute of Environmental Protection & Ecology of
Industrial Areas, 14 September 2004.
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A20. Portugal
A20.1 Petrol Distribution
No country-specific data was made available on the petrol distribution network in Portugal.
Based on the EPTC survey, it is estimated that there are 2,800 petrol stations in Portugal.
A20.2 Implementation of Directive 94/63/EC
Portugal has fully implemented Directive 94/63/EC (Portaria nº 646/97, 11th August). The
responsibility is delegated to the regional level.
A20.3 Stage II Controls
Stage II controls are not yet implemented in Portugal, but these controls are foreseen in Portaria
646/97, 11th August.
A20.4 Fuel Quality Issues
Portugal follows the EN 228 norm and so the Reid Vapour Pressure is 60 kPa max in summer
months and 90 kPa max in winter months. Intermediate values apply during the transitional
periods.
A20.5 Costs of Stage II Controls
No information was available on the costs of Stage II controls in Portugal.
A20.6 References
Portugal (2004): Personal communication, Engª Maria Teresa São Pedro, Direcção de Serviços
de Combustíveis.
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A21. Slovakia
A21.1 Petrol Distribution
The total throughput of petrol in Slovakia in 2003 was 729,000 tonnes (967,561m3) – 127,023
tonnes (170,501 m3) RON 91, 572,160 tonnes (757,828 m3) RON95 and 29,817 tonnes (39,233
m3) RON 98. This indicates a potentially slightly larger increase than foreseen in the PRIMES
model data between 2000 and 2005.
Table A21.1 Percentage and Numbers of Service Stations in Slovakia in 2003
3
Size (m /year)
Number
Percentage
< 100
10
1%
100 – 500
40
5%
500 – 1,000
210
27%
> 1,000
518
67%
Total
778
100%
Source: MoE (2004).
A21.2 Implementation of Directive 94/63/EC
Directive 94/63/EC has been transposed in Slovakia by way of Ministerial Decree 704/2002
(MO 704/2002) of the Ministry of Environment of the Slovak Republic of 29 November 2002,
establishing technical requirements for, and general operating conditions of, installations used
for storage, loading and transport of petrol. Since 1998 there has been a general obligation to
construct all petrol stations with stage I controls and, for petrol stations with a throughput of
greater than 1,000 m3, Stage II controls.
Slovakia has a transition period to fully implement Directive 94/64/EC by the end of 2004 and
2007.
A21.3 Stage II Controls
As described above, since 1998 petrol stations with a throughput > 1,000 m3 have been obliged
to install stage II controls. Ministerial Decree 704/2002 also includes requirements for the
installation of Stage II controls at service stations in Article 7 and Annex 5. These apply to all
new service stations and existing ones with a throughput:
• > 1,000 m3 per year from 1 January 2005; and,
• < 1,000 m3 per year if they are located outside permanent living quarters or
industrial areas from 1 January 2008.
Some exemptions do apply to the following:
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• Service stations with a throughput < 100 m3 per year; and,
• Existing service stations, if their throughput is < 1,000 m3 per year and if they are
not located under permanent living quarters or industrial areas.
The technical requirements of the Decree relating to Stage II controls is presented below:
‘1. Service stations must be designed and operated in such manner, that the vapours rising from
a motor vehicle tank at loading of motor petrols are contained in vapour recirculation system
and are piped to the storage tank.
2. Following measures shall be provided in return vapour lining system without an air-pump:
• to use only such nozzle, which enable vapour-tight connection to the vehicle’s tank,
the lid of which is suitable for vapour recirculation,
• to provide for the free passage of vapours in vapour recirculation system at
sufficiently low resistance against the vapour streaming
• counterpressure in nozzle must not exceed maximum values specified by the
producer,
• to ensure permanent slant of at least 1 % in the return lining from dispensing
pumps to storage tank,
• to ensure that the cuff sealings of nozzles have no gaps or other flaws, which may
result in leakage,
3. The volume ratio of returned fuel vapours - air compound and fuel quantity transferred must
not exceed the value of 1,05 at systems of return vapour lining using the air pumps.‘
At present there are 420 petrol stations fitted with Stage I and II controls, 117 with Stage I only
and a further 241 that still need to install Stage I and II.
Service station owners must provide authorised inspectors, at least once every two years, to
provide confirmation that they are in compliance with the technical requirements and general
operating conditions as set out in the Ministerial Decree. They must keep records of the
performance, correct functioning and operating conditions of the vapour recovery system.
A21.4 Fuel Quality Issues
The Reid Vapour Pressure of petrol sold in Slovakia varies between petrol types and seasons. It
varies in RVP by 47-78 kPa.
A21.5 Costs of Stage II Controls
Stage II controls cost approximately € 1,800-2,600 (70,000-100,000 SKK) per unit (dispenser).
A21.6 References
MoE (2004): Personal communication from Jana Jagnesakova, Slovakian Ministry of
Environment, 22 September 2004.
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A22. Slovenia
A22.1 Petrol Distribution
There are currently 423 service stations in Slovenia (2004) with a total throughput of
approximately 764,044 tonnes (2002).
Table A22.1 Percentage and Numbers of Service Stations in Slovenia in 2004
3
Size (m /year)
Number
Percentage
500 – 1,000
38
9%
1,000 – 3,000
141
33%
> 3,000
204
48%
Others (either < 500 m or built since
survey looking at size distribution was
carried out)
40
10%
Total
423
100%
3
Source: Slovenian EA (2004).
A22.2 Implementation of Directive 94/63/EC
In Slovenia, no transition period applies for the implementation of Directive 94/63/EC and it is
understood that all service stations were due to be equipped with Stage IB controls by the end of
2004, in accordance with Article 6(2)d.
A22.3 Stage II Controls
Slovenia has introduced a new ‘Rule about technical request for constructions and operation of
stations for the supply to motor vehicles of petrol (OJ No. 114 from 22 October 2004)’. The
legislation applies to all new service stations constructed or where existing service stations are
completely reconstructed. There are currently 172 service stations that have installed stage II
controls.
A22.4 Fuel Quality Issues
The Reid Vapour Pressure of petrol sold in Slovenia varies between 45-60 kPa from 1 May to
30 September (Class A) and 60-90 kPa from 16 November to 15 March (Class D).
A22.5 Costs of Stage II Controls
No information was available on the costs of Stage II controls in Slovenia.
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A22.6 References
Slovenian EA (2004): Personal communication from Bojan Rode, Slovenian Environment
Agency, 26 November 2004.
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A23. Spain
A23.1 Petrol Distribution
No additional information on petrol distribution in Spain has been made available. Therefore,
data from the Concawe survey and the PRIMES model have been used in this study.
A23.2 Implementation of Directive 94/63/EC
It is assumed that Stage I controls will be fully implemented in Spain.
A23.3 Stage II Controls
Spain has no legislation concerning Stage II controls at service stations.
A23.4 Fuel Quality Issues
No information has been made available on the RVP of petrol in Spain.
A23.5 Costs of Stage II.
No information was available on the costs of Stage II controls in Spain.
A23.6 References
Spanish MoI (2004): Personal communication, Daniel Rodrigalvarez, Spanish Ministry of
Industry, 3 December 2004.
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A24. Sweden
A24.1 Petrol Distribution
Total sales of petrol in Sweden were 55.5 million m3 in 2003. There are around 1,500 petrol
stations with a throughput of less than 1,000 m3/yr and around 2,400 stations with a throughput
greater than this (SPI, 2004).
Of the petrol stations, there were 1,850 classed as ‘unmanned’, 297 as ‘filling stations’ and 1693
as ‘service stations’ (SPI, 2004a).
A24.2 Implementation of Directive 94/63/EC
There was estimated to be 97% implementation of the Stage I Directive at the start of 2003. It
has been assumed that the requirements are fully implemented according to the Directive in
each of the years of interest (2010, 2015, 2020).
A24.3 Stage II Controls
Legislation on Stage II controls was introduced in 1991 through a Decree of the Swedish
Environmental Protection Agency Statute (Swedish EPA, 1991). The required schedule for
implementation of Stage II is shown in Table A23.1. The Decree requires that Stage I controls
also be introduced at petrol stations where Stage II is installed (without which, emissions
recovered by Stage II would not be retained).
Table A23.1 Timetable for Implementation of Stage II in Sweden
Date
3
Throughput >2000 m /yr
1/1/1992
At least 50% of filling stations
1/1/1993
At least 75% of filling stations
At least 25% of filling stations
1/1/1994
100% of filling stations
At least 75% of filling stations
Other Filling Stations
[1]
1/1/1995
100% of filling stations (except where
exemptions granted)
[1] 100% in Greater Stockholm, the Gothenburg area and the Malmő area.
Stage II is now in place for all except the smallest petrol stations. Whilst there is no register of
how many stations do not have it in place, the number of stations granted an exemption to the
legislation is expected to be around 200 (Swedish EPA, 2004). Exemptions may be granted,
upon application, based mainly on low population density (especially relevant for the North of
the country). The working practice developed for granting exemptions is as follows:
• For stations with a throughput <100 m3/yr, any petrol station can gain an
exemption (this also applies to Stage I);
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• For those with 100-200 m3/yr, an exemption may be granted if the station is >5km
away from the nearest station (this also applies to Stage I); and
• For those with 200-300 m3/yr, an exemption can be obtained if the nearest station
is >15km away.
The degree of vapour recovery (measured according to the TÜV method) is required to be at
least 85% when measured under controlled conditions and at least 70% when measured under
field conditions. The National Testing Agency33 must have issued a Certificate of Conformity
in order for the equipment to be regarded as meeting the requirements of the legislation.
Filling stations are required to keep a maintenance schedule and a logbook. The oil company is
required to ensure that regular checks are carried out to ensure vapours are being recovered and
the equipment functions more generally (this is recorded in the logbook34). The National
Testing Agency undertakes inspection of stations with Stage II, with a normal inspection
frequency of 2 years (in practice some companies voluntarily have inspections more frequently).
If it is found that the system does not work, the equipment is not certified or there is no
inspection report, all further transfer of petrol from the nozzle concerned is required to cease
until the defect is remedied. In addition, if spill and spitback occur on a larger scale than
expected, or if it is evident that vapours have not been recovered on at on least two measuring
events in the past year, or if any other shortcomings are identified, the National Testing Agency
must inform the petrol company, filling station owner, the Environment and Public Health
Committee and the Swedish Environmental Protection Agency.
Sweden is currently reviewing the 1991 Decree, with the review being undertaken by the
National Testing Agency. This review covers the functioning of Stage II and the implications
for each of the parties involved in improving the function in the field of Stage II. This is partly
a response to the finding that Stage II controls at some of the petrol stations (approximately
20%) are not functioning correctly. The work has also involved an international review,
including the USA but mainly Europe (Scandinavia, UK, Netherlands, Germany, Switzerland,
Austria, Italy, Spain, France, Romania).
A24.4 Fuel Quality Issues
The average winter vapour pressure for petrol stations at depots was 90 kPa. However, the RVP
is slightly greater than this at service station because ethanol is added to around 80% of all
petrol in Sweden at a maximum concentration of 5%. Ethanol is added at the gantry and
addition of 5% ethanol increases the RVP by around 7 kPa. Because of an extension to the
addition of ethanol in 2003, the figure of 90 kPa is slightly higher than it would have been if
ethanol had been added throughout the whole year (SPI, 2004).
The summer RVP of petrol in Sweden is between 54 and 70 kPa, with an average of 64.7 kPa
(Swedish EPA, 2004).
33
The decree has now been amended such that any accredited organisation may issue the certificate or
undertake inspection.
34
The original decree has since been amended such that the final seller, rather than the petrol company,
is responsible for undertaking self-verification and recording in the logbook.
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A24.5 Costs of Stage II Controls
No up-to-date information on the costs of introducing Stage II controls has been obtained for
Sweden. Information from 1994 is available, as shown in Table A23.2.
Table A23.2 Historical Cost Estimates for Stage II Controls in Sweden (for 1000-5000 m3/yr)
Cost of Stage II Equipment
157,000 SEK (1994 prices)
(€17,300)
Based on 6 dispensers
Cost of Stage II Installation
58,000 SEK (1994 prices)
(€6,403)
Based on 6 dispensers
Cost of equipment includes underground piping.
A24.6 References
SP (2004): Personal communication, Gunn-Mari Löfdahl, SP Swedish National Testing
Institute, 26 August 2004.
SPI (2004): Personal communication from Ebba Tamm, Swedish Petroleum Institute, 9
September 2004.
SPI (2004a): Number of Sales Outlets, Swedish Petroleum Institute internet site (www.spi.se),
accessed 26 August 2004.
Swedish EPA (2004): Personal communication from Mats Bjorsell, Swedish Environmental
Protection Agency, 25 August 2004.
Swedish EPA (1991): Statute Code SNFS 1991:1, Decree with Regulations on Gasoline
Vapour Recovery Systems at Filling Stations for Motor Vehicles, Swedish Environmental
Protection Agency, adopted on 15 November 1991.
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A25. United Kingdom
A25.1 Petrol Distribution
At present there are approximately 11,000 petrol stations in the UK and the total number has
been declining gradually since the early 1990s. Table A25.1 shows the annual throughput of
petrol in UK petrol stations from 1993 projected up until 2010.
Table A25.1 UK annual petrol throughput by petrol station size
No. of outlets
Year
Total
<500
m3
5003000
m3
30003500
m3
>3500
m3
Type
1&2
Type 3
Type 4
Type 5
Total
t’put
000
m3
% of throughput
<500
m3
5003000
m3
30003500
m3
>3500
m3
Type
1&2
Type 3
Type 4
Type 5
1992
18,549
4,934
10,220
1,002
2,393
32,413
3.6%
48.1%
9.2%
39.1%
1995
16,224
3,953
8,536
968
2,787
33,056
2.8%
40.7%
9.0%
47.4%
2000
13,043
2,319
6,368
912
3,445
35,369
1.6%
29.9%
8.4%
60.1%
2003
10,947
1,338
(1,115
> 100
3
m)
4,892
878
3,839
36,616
0.9%
22.9%
8.1%
68.2%
2005
9,900
1,061
(885 >
100
3
m)
3,882
855
4,102
36,454
0.7%
18.2%
7.9%
73.2%
2010
7,701
460
1,682
799
4,759
36,631
0.3%
7.9%
7.4%
84.5%
Source: Defra (2004)
The total petrol throughput reported in the above table is not consistent with that included in the
RAINS Model (which suggests total petrol sales of around 29 million m3 in 2010 compared to
over 36 million m3 in the above table. The reason for this discrepancy is unclear.
A25.2 Implementation of Directive 94/63/EC
Directive 94/63/EC is implemented in the UK under Schedule 1 to the Environmental Protection
Act 1990 (Prescribed Processes and Substances) Regulations 1991, SI 472 as amended by the
Environmental Protection (Prescribed Processes and Substances etc.) (Amendment) (Petrol
Vapour Recovery) Regulations 1996 SI 2678. Northern Ireland has corresponding Regulations.
These Regulations implement all aspects of the Directive except for the requirements relating to
service stations, not located under permanent working areas or living quarters, with a
throughput of 100-500 m3/year. Under the Directive these service stations were given until 31st
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December 2004 to install petrol vapour recovery equipment. They are also eligible for a
derogation if they are located in an area where they are unlikely to cause significant
environmental or health problems. The UK has recently released a consultation paper on this
derogation (Defra, 2004) proposing to apply it to all existing petrol stations with a throughput of
less than 500 m3/year. Defra has also proposed that all new petrol stations constructed after
December 2004 will have to fit Stage I controls, irrespective of their location.
Implementing legislation to exempt existing stations with a throughput of less than 500 m3/year
has now been introduced in the UK as an amendment to the Pollution Prevention and Control
Regulations, through Statutory Instrument 2004 No. 327635.
Aside from these petrol stations, all installations with a throughput >500 m3 should have
installed Stage I controls. Current estimates, provided by Defra (2004a), indicate that
approximately 99% of petrol sales by volume are made through petrol stations >500 m3 and
over 80% of petrol stations have a throughput >500m3.
A25.3 Stage II Controls
Defra released a consultation paper on Stage II petrol vapour recovery in April 2002 (Defra
2002). The paper proposed a scheme for the implementation of stage II controls through a
‘limited negotiated agreement with UK industry’. The proposed scheme included a 75%
conversion rate of the larger petrol stations; type approval tests for Stage II controls; and
monthly checks to ensure compliance. This scheme has not been agreed and the means of
implementing Stage II requirements is subject to final Government decision and public
consultation (Defra 2004a). If implemented, operators of existing service stations with a
throughput of greater than 3000 or 3500 m3/year will need to comply by 1st January 2010. Any
potential legislation will set vapour recovery standards (type approval standard) rather than
specify the exact method of vapour recovery equipment. Service stations below the specified
annual throughput (3000 or 3500 m3/year) will be exempt from the regulations.
Pipework for Stage II controls is currently fitted as standard as part of new build and
refurbishment in anticipation of future legislation. However, very few new service stations have
been built in recent years so only approximately 400 sites are estimated to be fitted with Stage II
pipe work. 5% of sites with annual petrol throughput >3500m3 already have Stage II equipment
installed (approx 125). 10% of existing sites with annual petrol throughput >3000m3 but
<5000m3 (approx 174), and 33% of existing sites with annual petrol throughput >5000m3
(approx 891) have underground pipe work already installed (Defra, 2004b).
The EPTC survey on service stations estimated that approximately 5% of sites in the UK were
equipped for Stage II petrol vapour recovery in 2003.
A25.4 Fuel Quality Issues
Reid Vapour Pressure is specified according to the relevant European fuel quality legislation.
35
http://www.legislation.hmso.gov.uk/si/si2004/20043276.htm.
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A25.5 Costs of Stage II Controls
The Stage II consultation paper includes the potential costs of fitting Stage II controls to
different sized petrol stations. These are summarised in the table below:
Table A25.2 Capital costs of stage II controls per dispenser in UK
< 500 m3/year
500-2,500 m3/year
2,500-5,000 m3/year
1 pump
2 pumps
3 pumps
4 pumps
6 pumps
8 pumps
Unscheduled retrofit
£8,370
£7,380
£6,767
£6,483
£6,273
£5,882
Scheduled retrofit
£4,710
£4,520
£4,372
£4,298
£4,255
£3,679
Above ground only
£3,870
£3,860
£3,859
£3,858
£3,856
£3,857
Source: Defra (2002)
The consultation paper also looked at differences in costs of installing stage II controls by
different deadlines and for different thresholds of petrol throughput. These are summarised in
the table below:
Table A25.3 UK total costs of installing stage II controls comparing deadlines, thresholds and
conversion rates (average number of dispensers assumed is 6)
Deadline and conversion rate
3
> 2,000 m /year
> 3,000 m3/year
2002
£187.5 million
£115 million
2010 – 100% conversion rate
£133.3 million
£81.1 million
2010 – 75% conversion rate
£106 million
£68.6 million
Source: Defra, 2002
A25.6 References
Defra (2004): Consultation on Petrol Vapour Recovery Phase I Derogation, Department for
Environment, Food and Rural Affairs, July 2004.
Defra (2004a): Personal communication from Ian Oldfield, Department for Environment, Food
and Rural Affairs, 27 July 2004.
Defra (2004b): Personal communication from Ian Oldfield, Department for Environment, Food
and Rural Affairs, 9 December 2004.
Defra (2002): Stage II Petrol Vapour Recovery Consultation Paper, Department for
Environment, Food and Rural Affairs, April 2002.
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A26. Bulgaria
A26.1 Petrol Distribution
By the end of 2002 there were 1,905 petrol stations in Bulgaria, including 290 which were
classified as ‘new’ by the national legislation relating to Stage I (put into operation after 20th
May 2000) based on data collected from the main petrol companies operating in Bulgaria.
‘Existing’ stations can be divided according to throughput as shown in Table A26.1.
Table A26.1 Percentage and Numbers of ‘Existing’ Service Stations and Total ‘New’ Service
Stations in Bulgaria in 2002
3
Size (m /year)
Number
Percentage
< 500
671
41%
500 - 1000
627
39%
>1000
317
20%
Total ‘Existing’ Service Stations
1615
100%
Total ‘New’ Service Stations
290
100%
Total All Service Stations
1905
100%
Source: Bulgarian Ministry of Environment & Water (2004).
More recent data collected by the Ministry of Environment shows that by the middle of 2004
there were 2,309 petrol stations in Bulgaria. 1,615 are classified as ‘existing’ (put into operation
before 20th May 2000) and 694 are classified as ‘new’ (put into operation after 20th May 2000).
The total throughput of petrol in service stations in Bulgaria is shown in Table A26.2.
Table A26.2 Total Throughput of Petrol in Service Stations in Bulgaria between 1999-2002
Year
Throughput (tonnes)
1999
783,700
2000
655 600
2001
567 000
2002
611 000
Source: Bulgaria MoE&W (2004)
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A26.2 Implementation of Directive 94/63/EC
Although Bulgaria has negotiated a transition period for the implementation of Directive
94/63/EC, legislation has already been passed on Stage I controls, through ‘Regulation No:16
from August 12th 1999 on the control of volatile organic compound (VOC) emissions resulting
from the storage, loading or unloading and transportation of petrol’ (Bulgaria MoE&W, 1999).
This regulation establishes limit values for the emission of VOCs from plants and installations
for the storage and loading and unloading of petrol and during transport between one terminal to
another and to service stations. There are also technical requirements outlined in Annex IV of
the Regulation which all facilities for loading and unloading of petrol in storage installations at
service stations must comply with. The requirements of this Regulation are in line with those
under Directive 94/63/EC and apply to all new terminals from the date that it came into force
(August 1999). For existing service stations the controls are required over the following
timescales:
• 31st December 2005 for those with a throughput greater than 1,000 m3/year or for
service stations, regardless of their throughput, located in densely populated areas;
• 31st December 2007 for those with a throughput greater than 500 m3/year; and
• 31st December 2009 for all other service stations.
Service stations with a throughput less than 100 m3/year are not required to implement the
controls. Table A26.3 summarises the degree of implementation of Stage I controls in service
stations in Bulgaria.
Table A26.3 Level of implementation of Stage I controls in service stations in Bulgaria by end 2002
3
Size (m /year)
All ‘New’ service stations
‘Existing’ < 500
‘Existing’ 500-1000
‘Existing’ >1000
Number
Status of compliance
290
Already comply
18
Already comply
653
31.12.2009
272
Already comply
355
31.12.2007
56
Already comply
261
31.12.2005
Source: Bulgarian Ministry of Environment & Water (2004).
A26.3 Stage II Controls
At present, there is no national legislation on Stage II controls nor is any being planned.
However, all four of the main petrol distribution companies in Bulgaria have fitted Stage II
controls to some or all of their service stations.
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The largest petrol company owns 443 service stations of which 404 are to be fitted with Stage II
controls by the end of 2009 as part of the company’s policy for retrofitting of all ‘existing’
service stations in place since 2001. The remaining 39 service stations have a throughput of less
than 100 m3/year.
The next three largest companies currently operate 174 service stations in total, all of which are
already either fully or partially (i.e. underground pipework required for Stage II is in place)
fitted with Stage II controls.
The number of service stations fitted with Stage II controls that are operated by smaller
companies or independently run is negligible (less than 20). The Ministry of Environment does
not expect these service stations to fit Stage II controls in the future unless new legislation is
implemented.
A26.4 Fuel Quality Issues
During the summer months (16.04-15.10) the RVP of petrol sold in Bulgaria is 45-60 kPa
(minimum and maximum values). During winter the RVP increases to 50-80kPa.
A26.5 Costs of Stage II Controls
No information was available on the costs of Stage II controls in Bulgaria.
A26.6 References
Bulgarian Ministry of the Environment & Water (1999): Regulation No:16 from August 12th,
1999, on the control of volatile organic compound (VOC) emissions resulting from the storage,
loading or unloading and transportation of petrol.
Bulgarian Ministry of the Environment & Water (2004): Personal communication from Angel
Kostov, Ministry of Environment & Water, 31 August 2004.
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A27. Croatia
A27.1 Petrol Distribution
The total number of petrol stations in Croatia is approximately 600, of which 400 are owned by
the largest petroleum company in the country. However, detailed information is not available
on numbers of petrol stations.
Despite repeated requests for information on petrol distribution (see list of organisations
contacted in Appendix B), no detailed information has been forthcoming.
A27.2 Implementation of Directive 94/63/EC
It is understood that petrol stations are required to introduce Stage I controls where they are
sited near to buildings. No further information has been made available on the current status of
implementation of Stage I controls in Croatia and the timeframe over which these are expected
to be fully implemented.
A27.3 Stage II Controls
There is no legislation on Stage II controls in Croatia. However, newly constructed petrol
stations reportedly install below ground pipework for Stage II. However, they don't put in place
the PVR hoses and nozzles (there is no closed system because there are generally no Stage I
controls in place).
A27.4 Fuel Quality Issues
No information has been made available on the RVP of petrol in Croatia.
A27.5 Costs of Stage II.
No information was available on the costs of Stage II controls in Croatia.
A27.6 References
INA (2004): Personal communication, Kristina Markovic, Industrija Nafte d.d. Zagreb, 8
December 2004.
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A28. Romania
A28.1 Petrol Distribution
Romania has approximately 1,954 petrol distribution stations, of which 511 are estimated to
meet the requirements of Directive 94/63/EC (EPA, 2003).
A28.2 Implementation of Directive 94/63/EC
Romania has requested an additional 3 year transition period, beyond the agreed 2007 period,
for service stations to comply with Directive 94/63/EC.
A28.3 Stage II Controls
It is understood that there is no legislation on Stage II in Romania. However, it has not been
possible to confirm this with the organisations contacted since no information has been made
available. Information from a major supplier of vapour recovery equipment suggests that many
new petrol stations are generally using Stage II nozzles at present (Elaflex, 2005). However, no
further details are currently available so it has not been possible to accurately estimate uptake in
Romania for the purposes of this study.
A28.4 Fuel Quality Issues
No information has been made available on the RVP of petrol in Romania.
A28.5 Costs of Stage II.
No information was available on the costs of Stage II controls in Romania.
A28.6 References
Elaflex (2005): Personal communication, Anton Martinuissen, 13 January 2005.
EPA (2003): Romania’s Road to Accession - The Need for an Environmental Focus, Danish
Environmental Protection Agency, 2003.
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Appendix B
List of Organisations Contacted
This Appendix provides a list of all of the main organisations that have been contacted for the
purposes of this work. Not all organisations have provided information. Those that have
provided information used in this study are marked with an asterisk (*).
Austria – Federal Ministry for Economic Affairs *
Austria – Oil Industry Association *
Belgium – Flemish Region Ministry *
Belgium - Institut Bruxellois pour la Gestion de l'Environnement *
Belgium – Ministry of the Wallonia Region *
Bulgaria - Ministry of Environment and Water
CECOD
CleanAIR *
Concawe *
Croatia – Chamber of Economy
Croatia – Employers Association
Croatia – Environment Ministry
Croatia – INA *
Cyprus – Department of Labour Inspection *
Czech Republic – Ministry of Environment *
Czech Republic – Ministry of Industry and Trade
Denmark - Ministry of Environment *
Duerr Technik *
Elaflex *
Estonia – Ministry of Environment *
Fafnir *
Finland – Ministry of Environment *
Forecourt Equipment Federation (UK) *
France – Ministry of Ecology *
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Germany – TÜV Rheinland
Germany – TÜV-Süd
Gilbarco *
Greece – Ministry for Environment, Physical Planning & Public Works *
Hungary – Ministry of Environment and Water *
IIASA *
Ireland – Conoco Phillips *
Ireland – Department for Environment, Health and Local Government *
Ireland – Petroleum Industry Association *
Ireland – State Laboratory *
Italy – Department of the Environment *
Italy – Unionepetrolifera *
Latvia – Environment Agency *
Latvia – Ministry of Environmental Protection *
Lithuania – Ministry of Environment *
Luxembourg – Administration for the Environment *
Malta – Enemalta
Malta – Environment and Planning Authority
Malta – Resources Authority
Netherlands – Infomil *
Netherlands – Ministry of Environment *
Netherlands – National Measurement Institute *
Poland - Chamber of Liquid Fuels *
Poland - Corrimex *
Poland - Ministry of Economy and Labour
Poland – Ministry of the Environment
Poland – Institute of Environmental Protection & Ecology of Industrial Areas *
Portugal – Ministry of the Environment *
Portugal - Direcção de Serviços de Combustíveis
Regional Environment Centre *
Romania – Ministry of Environment and Water *
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Slovakia – Ministry of the Environment *
Slovenia – Environmental Agency *
Spain – Industry Ministry *
Spain – Ministry of Ambient Air
Sweden – Environmental Protection Agency *
Sweden – Petroleum Institute *
Sweden – SP Institute *
Tokheim *
United Kingdom – Department for Environment, Food and Rural Affairs *
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Appendix C
Data from EPTC Survey
The table below provides information on numbers of petrol stations, throughput and uptake of
Stage II, based on research undertaken by the Italian Unione Petrolifera (referred to herein as
the EPTC Survey). These data is included for only information purposes and for comparison
with data collated by Entec for this project. In addition, a number of contacts in the Member
States have referred to this survey as the best source of information on numbers of petrol
stations. These data have not been verified by Entec and it is considered that the information in
the main part of this report is more up to date than the data below in some cases.
Table C1
Data from EPTC Survey on Service Stations, Sales and Stage II Controls (2004)
No of Service
Stations
% Equipped for
Stage II Recovery
Mean Gasoline
Sales (m3)
Mean Gasoline +
Diesel Sales (m3)
Austria
2,879
99
964
2,023
Belgium
3,686
10
546
1,492
Czech Rep
2,110
36
1,332
2,057
Denmark
2,257
85
842
1,684
Finland
1,898
0
801
1,174
France
14,219
n.a.
1,122
3,005
Germany
15,623
100
2,205
3,187
Greece
7,500
0
636
996
Hungary
1,520
100
1,178
2,062
Ireland
1,634
0
1,191
1,619
Italy
22,800
100
943
1,605
Luxembourg
234
98
3,140
5,342
Netherlands
3,650
100
1,512
2,578
Norway
1,944
4
1,104
1,630
Poland
6,763
n.a.
830
1,828
Portugal
2,800
n.a.
866
2,217
Slovenia
283
65
2,435
3,770
Spain
8,522
10
1,095
2,854
Sweden
3,930
90
1,361
1,775
Switzerland
3,470
100
1,225
1,403
United Kingdom
11,435
5
2,373
3,254
n.a. = not available
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Appendix D
Assumed Uptake of Stage II Controls
Based on the survey of Member States and Candidate Countries, the assumed uptake of full
Stage II controls in each of the five size bands of petrol stations is as outlined in Table D1. This
includes uptake resulting from currently implemented legislation, policies and trends (but not
planned policies). Table D2 describes the basis for the assumptions in each case.
Table D1
Assumed Uptake of Stage II Controls by Country Under Business as Usual Scenario
(values are percentage of throughput in each size band)
Country
Annual
Throughput (m3)
2010
2015
2020
Austria
<500
100%
100%
100%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
95%
95%
95%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
0%
0%
0%
500-1000
0%
0%
0%
1000-2000
0%
0%
0%
2000-3000
0%
0%
0%
>3000
0%
0%
0%
<500
100%
100%
100%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
Belgium
Cyprus
Czech Republic
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Country
Annual
Throughput (m3)
2010
2015
2020
Denmark
<500
50%
50%
50%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
0%
0%
0%
500-1000
0%
0%
0%
1000-2000
0%
0%
0%
2000-3000
0%
0%
0%
>3000
0%
0%
0%
<500
3%
3%
3%
500-1000
7%
7%
7%
1000-2000
15%
15%
15%
2000-3000
27%
27%
27%
>3000
27%
27%
27%
<500
0%
0%
0%
500-1000
64%
100%
100%
1000-2000
64%
100%
100%
2000-3000
64%
100%
100%
>3000
100%
100%
100%
<500
100%
100%
100%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
0%
0%
0%
500-1000
0%
0%
0%
1000-2000
0%
0%
0%
2000-3000
0%
0%
0%
>3000
0%
0%
0%
<500
100%
100%
100%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
Estonia
Finland
France
Germany
Greece
Hungary
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Country
Annual
Throughput (m3)
Ireland
Italy
Latvia
Lithuania
Luxembourg
Malta
Netherlands
2010
2015
2020
<500
0%
0%
0%
500-1000
0%
0%
0%
1000-2000
0%
0%
0%
2000-3000
0%
0%
0%
>3000
0%
0%
0%
<500
100%
100%
100%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
0%
0%
0%
500-1000
0%
0%
9%
1000-2000
66%
88%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
0%
0%
0%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
70%
70%
70%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
0%
0%
0%
500-1000
0%
0%
0%
1000-2000
0%
0%
0%
2000-3000
0%
0%
0%
>3000
0%
0%
0%
<500
0%
0%
0%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
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Country
Annual
Throughput (m3)
2010
2015
2020
Poland
<500
100%
100%
100%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
0%
0%
0%
500-1000
0%
0%
0%
1000-2000
0%
0%
0%
2000-3000
0%
0%
0%
>3000
0%
0%
0%
<500
70%
70%
70%
500-1000
75%
75%
75%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
36%
71%
100%
500-1000
36%
71%
100%
1000-2000
36%
71%
100%
2000-3000
36%
71%
100%
>3000
100%
100%
100%
<500
0%
0%
0%
500-1000
0%
0%
0%
1000-2000
0%
0%
0%
2000-3000
0%
0%
0%
>3000
0%
0%
0%
<500
85%
90%
100%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
0%
0%
0%
500-1000
5%
5%
5%
1000-2000
5%
5%
5%
2000-3000
5%
5%
5%
>3000
5%
5%
5%
Portugal
Slovakia
Slovenia
Spain
Sweden
UK
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Country
Annual
Throughput (m3)
2010
2015
2020
Bulgaria
<500
75%
75%
75%
500-1000
100%
100%
100%
1000-2000
100%
100%
100%
2000-3000
100%
100%
100%
>3000
100%
100%
100%
<500
0%
0%
0%
500-1000
0%
0%
0%
1000-2000
0%
0%
0%
2000-3000
0%
0%
0%
>3000
0%
0%
0%
<500
0%
0%
0%
500-1000
0%
0%
0%
1000-2000
0%
0%
0%
2000-3000
0%
0%
0%
>3000
0%
0%
0%
Croatia
Romania
Table D2
Basis of Assumptions for Stage II Uptake
Country
Basis for Assumptions on Stage II
Austria
Assumed 100% as legislation applies to all stations. Those remaining currently are
assumed to implement legislation or to close by 2010.
Belgium
Numbers exempted are small/negligible. Assumed 5% of throughput <500m will not
have Stage II controls in place.
Cyprus
No uptake of Stage II assumed based on current legislation.
Czech Republic
Assumed 100% uptake of Stage II at all petrol stations.
Denmark
Assumed only half of petrol stations <500m do not have Stage II (based on current
estimate. Assumed to remain constant over time.
Estonia
No uptake of Stage II assumed based on current legislation.
Finland
Assumed numbers given in different size bands for Stage II uptake remain constant to
3
2020. Assume numbers in size band given by Finland (1000-1500m ) is equivalent to
3
that in the range 1000-2000m . Assume constant since no Stage II legislation.
France
Assume applies to all >3000m . Assume 1/14 install each year at >500m as petrol
stations are replaced/rebuilt.
Germany
Assumed all stations will have Stage II in place by 2010.
Greece
No uptake of Stage II assumed based on current legislation.
Hungary
Assumed 100% uptake because throughput of stations <100m in rural areas assumed
3
3
3
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Country
Basis for Assumptions on Stage II
to be negligible.
Ireland
No uptake of Stage II assumed based on current legislation.
Italy
All petrol stations required to have Stage II. Assumed 100% for all years.
Latvia
Assumed number of current stations with Stage II in place relates to largest stations.
Used current installation rate provided by Latvia and applied to largest stations first.
Lithuania
Assumed all at >500m have Stage II in place by 2010. Assumed 30% with <500m are
3
excluded (those <100m and those in non-urban areas).
Luxembourg
All petrol stations required to have Stage II. Assumed 100% for all years.
Malta
No uptake of Stage II assumed based on current legislation.
Netherlands
Assumed in place at all >500m based on current legislation.
Poland
Assumed 100% of petrol stations have Stage II in place.
Portugal
No uptake of Stage II assumed based on current legislation.
Slovakia
Assumed 25% of stations with 500-1000m are exempt (rural areas). Assumed 30% with
3
3
<500m are exempt (those <100m and those in rural areas). All others assumed 100%.
Slovenia
172 stations with Stage II in 2004 assumed to be in largest size band. Assumed
installation rate of 1/14 per year for remaining size bands.
Spain
No uptake of Stage II assumed based on current legislation.
Sweden
Only 200 stations currently have an exemption. Assumed this is 20% of throughput at
3
<500m . Assumed linear uptake of Stage II in this size band to give 100% by 2020. All
others assumed 100%.
UK
5% at >3500m known to have Stage II in place. Assumed same for other size bands
3
>500m based on EPTC survey.
Bulgaria
No legislation but practically all stations expected to have Stage II by end of 2009.
Assumed only smallest stations won’t have Stage II in place by 2010 (25% of those with
3
throughput <500m ).
Croatia
No uptake of Stage II assumed based on current legislation.
Romania
No uptake of Stage II assumed based on current legislation.
3
3
3
3
3
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Appendix E
Assumed Numbers and Throughput of
Petrol Stations by Size Band
In order to estimate the emissions within each of the size ranges of petrol stations considered,
information is required on the petrol throughput in each country through petrol stations of
various sizes. In addition, in order to estimate the costs of Stage II controls, information on the
numbers of petrol stations in each of these size categories is required.
Whilst extensive efforts were made to obtain such information from the survey of Member
States and Candidate Countries, it has not been possible to obtain information for a number of
the countries, either because the information is not available or because it is considered
confidential. All available information of this type is included in Appendix A.
In order to estimate the numbers and throughput of petrol stations within each of the size bands,
the following approach has been adopted:
• Where up to date information is available from the Member State concerned, this is
used by preference;
• Where only information on numbers of petrol stations is available, this has been
used and information from Concawe (199436) has been used to estimate the
percentage of petrol throughput within each size band (based on the average of the
eight European Union countries included in the 1994 survey);
• Where no information is available from the countries concerned, data from
Concawe (1994) have been used to estimate both the numbers (using total numbers
of petrol stations in each country) and the throughput (using total known
throughput) in each of the size categories.
Table E1 summarises the data available from Concawe (1994), referred to above.
breakdown has been used where no data were available for individual countries.
36
This
It is beyond the scope and budget of the current project to conduct a survey to determine the numbers
and throughput of petrol stations in each country according to the size of petrol stations where such
information has not already been collated.
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LXXII
Table E1
Concawe Data on % of Volume and % Numbers of Service Stations Below Given
Throughput Categories
3
Throughput (m /yr)
% of Total Volume Below
Throughput Category
% of Total Number Below
Throughput Category
0
0.0%
0.0%
500
10.7%
26.9%
1000
21.5%
41.2%
1500
32.2%
55.5%
2000
41.4%
64.3%
2500
50.5%
73.1%
3000
59.6%
82.0%
4000
71.7%
88.5%
5000
83.6%
Total
93.7 million m
95.0%
3
79,020 service stations
Table E2 details the estimated numbers and throughput of petrol stations in each of the size
categories for the years 2005, 2010, 2015 and 2020. All of the throughput data have been taken
from the PRIMES/RAINS model database rather than from the national authorities (as discussed
in the main report).
The following conversion factors have been used for petrol in the EU (DTI, 2004):
• 47.1 GJ per tonne of petrol;
• 1,361 litres per tonne of petrol; giving
• 28,900 m3 per PJ.
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Table E2
Assumed Numbers and Throughput of Petrol Stations by Size in Each Member State and Candidate Country
Total number of petrol stations
Austria
Belgium
Denmark
Total throughput in each size band ('000m3/a)
2005
2010
2015
2020
2005
2010
2015
2020
TOTAL
2852
2852
2852
2852
2536
2469
2408
2504
0-500
766
766
766
766
271
264
257
267
500-1000
408
408
408
408
275
268
261
272
1000-2000
660
660
660
660
504
490
478
497
2000-3000
504
504
504
504
461
449
438
455
>3000
514
514
514
514
1025
998
973
1012
TOTAL
4177
4177
4177
4177
2933
2849
2813
2934
0-500
1122
1122
1122
1122
313
304
300
313
500-1000
597
597
597
597
318
309
305
318
1000-2000
966
966
966
966
582
566
559
583
2000-3000
738
738
738
738
533
518
512
534
>3000
753
753
753
753
1185
1151
1137
1186
TOTAL
2264
2264
2264
2264
2576
2473
2305
2248
0-500
199
199
199
199
301
289
270
263
500-1000
539
539
539
539
562
539
503
490
1000-2000
940
940
940
940
879
844
787
767
2000-3000
340
340
340
340
635
610
569
554
>3000
247
247
247
247
198
190
178
173
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LXXIV
Total number of petrol stations
Finland
France
Germany
Total throughput in each size band ('000m3/a)
2005
2010
2015
2020
2005
2010
2015
2020
TOTAL
1668
1668
1668
1668
2337
2244
2103
2088
0-500
339
339
339
339
250
240
225
223
500-1000
548
548
548
548
254
244
228
227
1000-2000
307
307
307
307
464
446
418
415
2000-3000
235
235
235
235
425
408
382
380
>3000
239
239
239
239
944
907
850
844
TOTAL
14530
14530
14530
14530
18943
18820
18357
18670
0-500
3903
3903
3903
3903
2023
2010
1961
1994
500-1000
2077
2077
2077
2077
2057
2043
1993
2027
1000-2000
3361
3361
3361
3361
3762
3737
3645
3708
2000-3000
2567
2567
2567
2567
3445
3423
3339
3395
>3000
2621
2621
2621
2621
7656
7606
7419
7546
TOTAL
15600
15600
15600
15600
37830
38205
37435
38653
0-500
442
442
442
442
151
153
150
155
500-1000
2058
2058
2058
2058
2213
2235
2190
2261
1000-2000
4341
4341
4341
4341
6677
6743
6607
6822
2000-3000
4378
4378
4378
4378
8928
9016
8835
9122
>3000
4381
4381
4381
4381
19861
20057
19653
20293
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LXXV
Total number of petrol stations
Greece
Ireland
Italy
Total throughput in each size band ('000m3/a)
2005
2010
2015
2020
2005
2010
2015
2020
TOTAL
7000
7000
7000
7000
4356
4363
4390
4527
0-500
4316
4316
4316
4316
1486
1489
1498
1545
500-1000
1211
1211
1211
1211
1130
1132
1139
1175
1000-2000
1294
1294
1294
1294
1317
1319
1327
1369
2000-3000
167
167
167
167
374
374
377
388
>3000
11
11
11
11
48
48
49
50
TOTAL
1634
1634
1634
1634
2139
2230
2243
2330
0-500
525
525
525
525
108
112
113
117
500-1000
311
311
311
311
204
212
213
222
1000-2000
379
379
379
379
490
511
514
534
2000-3000
185
185
185
185
409
427
429
446
>3000
234
234
234
234
928
968
973
1011
TOTAL
22450
22450
22450
22450
22371
21967
21182
21051
0-500
12192
12192
12192
12192
8725
8567
8261
8210
500-1000
4736
4736
4736
4736
6040
5931
5719
5684
1000-2000
4942
4942
4942
4942
6264
6151
5931
5894
2000-3000
412
412
412
412
783
769
741
737
>3000
167
167
167
167
559
549
530
526
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LXXVI
Total number of petrol stations
Luxembourg
Netherlands
Portugal
Total throughput in each size band ('000m3/a)
2005
2010
2015
2020
2005
2010
2015
2020
TOTAL
244
244
244
244
765
732
685
690
0-500
16
16
16
16
82
78
73
74
500-1000
13
13
13
13
83
79
74
75
1000-2000
76
76
76
76
152
145
136
137
2000-3000
69
69
69
69
139
133
124
125
>3000
70
70
70
70
309
296
277
279
TOTAL
3650
3650
3650
3650
5388
5458
5582
6001
0-500
1605
1605
1605
1605
525
532
544
585
500-1000
593
593
593
593
745
755
772
830
1000-2000
790
790
790
790
1335
1352
1383
1487
2000-3000
394
394
394
394
1179
1194
1221
1313
>3000
267
267
267
267
1604
1625
1662
1786
TOTAL
2800
2800
2800
2800
2916
2989
3088
3263
0-500
1210
1210
1210
1210
314
322
333
352
500-1000
534
534
534
534
665
681
704
744
1000-2000
640
640
640
640
924
947
979
1034
2000-3000
212
212
212
212
519
532
549
580
>3000
205
205
205
205
494
507
523
553
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Final Report
LXXVII
Total number of petrol stations
Spain
Sweden
United Kingdom
Total throughput in each size band ('000m3/a)
2005
2010
2015
2020
2005
2010
2015
2020
TOTAL
8522
8522
8522
8522
11206
11562
11618
11839
0-500
1299
1299
1299
1299
112
116
116
118
500-1000
1354
1354
1354
1354
672
694
697
710
1000-2000
2141
2141
2141
2141
1681
1734
1743
1776
2000-3000
1574
1574
1574
1574
1905
1966
1975
2013
>3000
2154
2154
2154
2154
6835
7053
7087
7222
TOTAL
3900
3900
3900
3900
5338
4993
4695
4726
0-500
979
979
979
979
570
533
502
505
500-1000
521
521
521
521
580
542
510
513
1000-2000
944
944
944
944
1060
992
932
938
2000-3000
721
721
721
721
971
908
854
859
>3000
736
736
736
736
2158
2018
1898
1910
TOTAL
9900
7701
7701
7701
28688
28686
27803
28391
0-500
1061
460
460
460
86
86
83
85
500-1000
695
301
301
301
224
224
217
222
1000-2000
1526
661
661
661
829
829
804
821
2000-3000
1661
720
720
720
1210
1210
1173
1198
>3000
4957
5558
5558
5558
26338
26336
25526
26065
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LXXVIII
Total number of petrol stations
Cyprus
Czech Republic
Estonia
Total throughput in each size band ('000m3/a)
2005
2010
2015
2020
2005
2010
2015
2020
TOTAL
252
252
252
252
303
344
356
366
0-500
42
42
42
42
32
37
38
39
500-1000
75
75
75
75
33
37
39
40
1000-2000
53
53
53
53
60
68
71
73
2000-3000
41
41
41
41
55
62
65
67
>3000
41
41
41
41
122
139
144
148
TOTAL
1843
1843
1843
1843
2639
2863
3020
3122
0-500
172
172
172
172
282
306
323
333
500-1000
375
375
375
375
286
311
328
339
1000-2000
597
597
597
597
524
569
600
620
2000-3000
323
323
323
323
480
521
549
568
>3000
376
376
376
376
1066
1157
1221
1262
TOTAL
500
500
500
500
444
504
536
544
0-500
134
134
134
134
47
54
57
58
500-1000
71
71
71
71
48
55
58
59
1000-2000
116
116
116
116
88
100
107
108
2000-3000
88
88
88
88
81
92
98
99
>3000
90
90
90
90
179
204
217
220
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Final Report
LXXIX
Total number of petrol stations
Hungary
Latvia
Lithuania
Total throughput in each size band ('000m3/a)
2005
2010
2015
2020
2005
2010
2015
2020
TOTAL
815
815
815
815
2070
2417
2578
2640
0-500
219
219
219
219
221
258
275
282
500-1000
117
117
117
117
225
262
280
287
1000-2000
189
189
189
189
411
480
512
524
2000-3000
144
144
144
144
376
439
469
480
>3000
147
147
147
147
837
977
1042
1067
TOTAL
590
590
590
590
409
465
517
544
0-500
280
280
280
280
44
50
55
58
500-1000
139
139
139
139
44
51
56
59
1000-2000
117
117
117
117
81
92
103
108
2000-3000
27
27
27
27
74
85
94
99
>3000
27
27
27
27
165
188
209
220
TOTAL
626
626
626
626
552
697
811
919
0-500
264
264
264
264
59
74
87
98
500-1000
168
168
168
168
60
76
88
100
1000-2000
76
76
76
76
110
138
161
182
2000-3000
58
58
58
58
100
127
147
167
>3000
59
59
59
59
223
282
328
371
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LXXX
Total number of petrol stations
Malta
Poland
Slovakia
Total throughput in each size band ('000m3/a)
2005
2010
2015
2020
2005
2010
2015
2020
TOTAL
84
84
84
84
102
117
125
130
0-500
23
23
23
23
11
12
13
14
500-1000
12
12
12
12
11
13
14
14
1000-2000
19
19
19
19
20
23
25
26
2000-3000
15
15
15
15
19
21
23
24
>3000
15
15
15
15
41
47
50
52
TOTAL
6763
6763
6763
6763
6865
7893
9289
10815
0-500
1817
1817
1817
1817
733
843
992
1155
500-1000
967
967
967
967
745
857
1009
1174
1000-2000
1564
1564
1564
1564
1363
1567
1845
2148
2000-3000
1195
1195
1195
1195
1249
1435
1689
1967
>3000
1220
1220
1220
1220
2775
3190
3754
4371
TOTAL
778
778
778
778
934
1124
1324
1529
0-500
50
50
50
50
100
120
141
163
500-1000
210
210
210
210
101
122
144
166
1000-2000
204
204
204
204
186
223
263
304
2000-3000
156
156
156
156
170
204
241
278
>3000
159
159
159
159
378
454
535
618
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Final Report
LXXXI
Total number of petrol stations
Slovenia
Bulgaria
Croatia
Total throughput in each size band ('000m3/a)
2005
2010
2015
2020
2005
2010
2015
2020
TOTAL
423
423
423
423
1171
1219
1180
1178
0-500
11
11
11
11
125
130
126
126
500-1000
44
44
44
44
127
132
128
128
1000-2000
89
89
89
89
233
242
234
234
2000-3000
68
68
68
68
213
222
215
214
>3000
211
211
211
211
473
492
477
476
TOTAL
1905
1905
1905
1905
928
1110
1282
1432
0-500
791
791
791
791
99
119
137
153
500-1000
740
740
740
740
101
121
139
155
1000-2000
147
147
147
147
184
220
255
284
2000-3000
112
112
112
112
169
202
233
260
>3000
115
115
115
115
375
449
518
579
TOTAL
600
600
600
600
886
942
1055
1110
0-500
161
161
161
161
95
101
113
119
500-1000
86
86
86
86
96
102
115
121
1000-2000
139
139
139
139
176
187
210
221
2000-3000
106
106
106
106
161
171
192
202
>3000
108
108
108
108
358
381
426
449
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Final Report
LXXXII
Total number of petrol stations
Romania
Total throughput in each size band ('000m3/a)
2005
2010
2015
2020
2005
2010
2015
2020
TOTAL
1954
1954
1954
1954
2261
3115
3770
4307
0-500
525
525
525
525
241
333
403
460
500-1000
279
279
279
279
245
338
409
468
1000-2000
452
452
452
452
449
619
749
855
2000-3000
345
345
345
345
411
566
686
783
>3000
352
352
352
352
914
1259
1524
1741
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Final Report
LXXXIII
Appendix F
Summary of Available Data on Stage II Costs
F1
Overview
This appendix provides a summary of the cost data reviewed for the purposes of this study and
the approach taken in arriving at cost estimates for implementation of Stage II in the enlarged
European Union and Candidate Countries. It is noted that several of the cost estimates are
relatively old and that the costs of installation of Stage II vary significantly over time and
amongst countries based on the extent of any programmes requiring Stage II, as well as various
other factors such as technology types and policy developments such as the required timing for
installations. The discussion of cost estimates from different sources is not presented in any
particular order. All values are quoted in €2005.
The cost elements have been considered in a number of different categories that are important
for inclusion in the cost model. However, not all of the cost data reviewed in this document are
fully broken down in the original source.
F2
Summary of Reviewed Cost Data
F2.1
EGTEI Model
CITEPA (2003) prepared information on the costs of Stage I and Stage II controls at service
stations in the context of EGTEI37. These costs have been implemented in the RAINS model.
Table F2.1 provides a summary of the costs for three different ‘reference’ sizes of petrol station.
These costs are understood to include all aspects of the costs, including below-ground pipework
and installation and are net of taxes.
37
Expert Group on Techno-Economic Issues.
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LXXXIV
Table F2.1
Summary of Costs from CITEPA (2003)
Small Installation
Medium Installation
Large Installation
2
5
8
21,400
46,200
68,200
Fixed annual operating costs
440
1,050
1,680
Variable annual operating costs
-190
-700
-1,020
Investment costs per dispenser
10,700
9,240
8,525
220
210
210
Number of dispensers
Investment costs
Fixed operating costs per dispenser
Note that variable annual operating costs are negative due to the saving in fuel.
F2.2
Entec Cost Estimates in 1998
A previous study undertaken by Entec for the UK Environment Ministry (Entec, 1998) included
estimates of the costs of installing Stage II in the UK. There are separate cost estimates for
installation at new (or substantially rebuilt) sites and for retrofit of Stage II equipment. The
latter includes separate costs where the underground pipework is already in place and where it is
not in place. In addition, where that pipework is not in place, separate cost estimates are
provided for a scheduled refit of the service station, where there is not an additional cost
associated with the need to dig up the petrol station forecourt. Table F2.2 summarises the
relevant data.
Table F2.2
Summary of UK Costs from Entec in 1998
Small
Medium
Large
2
6
10
New site
11,676 (5,838)
32,690 (5,488)
53,884 (5,388)
Retrofit – non scheduled, at site with
underground pipework already in
place
11,353 (5,677)
34,022 (5,670)
56,728 (5,673)
Retrofit – scheduled, at site with no
underground pipework in place
13,294 (6,647)
37,543 (6,257)
61,972 (6,197)
Retrofit – non scheduled, at site with
no underground pipework in place
21,574 (10,787)
55,346 (9,224)
83,051 (8,305)
Number of dispensers
Source: Entec (1998). Figures in parentheses are the costs per dispenser.
F2.3
UK Defra Costs in 2002
In a Consultation Paper published on the potential implementation of Stage II controls in the
United Kingdom, the Department for Environment, Food and Rural Affairs (Defra, 2002)
included estimates of the costs of Stage II controls. These are summarised in Table F2.3 and
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include the costs for above-ground equipment only and also the costs for all of the equipment,
both where the refit is scheduled and where it is not.
Table F2.3
Summary of UK Costs from Defra in 2002
Small
Number of dispensers
Medium
Large
1
2
3
4
5
6
Unscheduled retrofit
12,220
10,775
9,880
9,465
9,159
8,588
Scheduled retrofit
6,877
6,599
6,383
6,275
6,212
5,371
Above ground only
5,650
5,636
5,634
5,633
5,630
5,631
Source: Defra (2002). All costs are per dispenser.
F2.4
DGMK Costs
The German Society for Petroleum and Coal Science and Technology (DGMK38, 2004)
estimated the costs of Stage II controls. The costs are presented in Table F2.4: these do not
provide details of the additional costs of Stage II equipment itself. However, the additional cost
of automatic monitoring systems and self-calibration systems is included (last line in the table).
The average time expenditure for change-over of a petrol station with 4 petrol pumps was
estimated at six days for installation of this equipment.
Table F2.4
Estimates of Costs from DGMK
Per Site
Per Dispenser
New installation including dispensers
60,000
15,000
Retrofitting with adaptation of existing systems (pump, control, nozzles)
30,000
7,500
Retrofitting without the additional extras above (i.e. just costs of
automatic monitoring equipment and installation)
15,000
3,750
An average of 4 dispensers per site was assumed by DGMK.
F2.5
Data from Tokheim
Table F2.5 provides a summary of cost data provided by one of the main European companies
supplying and installing Stage II equipment.
38
Deutsche Wissenschaftliche Gesellschaft für Erdöl, Erdgas und Kohle e.V.
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Table F2.5
Cost Data from Tokheim (2004, 2005)
Cost
Additional cost of Stage II equipment for one dispenser (vacuum
pump, motor, valves, pipes, brackets, ground connection plus
extra cost of VR nozzles/coaxial hoses compared to standard nonVR units).
2,000
Material cost for basic retrofit kit for an electronic vapour recovery
system (for 6 nozzles)
5,000 (full Stage II system)
Material cost of upgrading a dispenser with a self-monitoring and
calibration system
400 (just self-calibration system)
800 (with automatic monitoring - new dispenser)
2,500 (with installation under normal
circumstances)
Total cost of automatic monitoring, including installation for this
retrofit under normal circumstances
F2.6
2,500 (automatic monitoring with self-calibration)
CleanAIR System
The costs of the CleanAIR system for recovery of displaced petrol vapours directly at the
dispenser are summarised in Table F2.6.
Table F2.6
Costs of System for Recovery of Vapours at Dispenser
Cost Element
Cost
Retrofit unit (per dispenser)
5,110
Installation cost for connection to the dispenser
CleanAir Inside (per dispenser)
2,190 - 2,920
4,380 (system incorporated into dispenser)
Operating cost (per litre liquid petrol produced)
0.03
Source: CleanAIR (2004).
F2.7
Fafnir Costs for Automatic Monitoring and Control
Table F2.7 provides a summary of the costs of introducing the Fafnir system for automatic
monitoring of vapour recovery systems.
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Table F2.7
Costs of Fafnir Automatic Monitoring System
Number of dispensers/pumps
1
2
3
4
5
6
925
1,850
2,775
3,700
4,625
5,550
2
4
6
8
10
12
1,300
2,600
3,900
5,200
6,500
7,800
Single side (single-set)
Number of dispensers/pumps
Double side (MPD-set)
Desktop display (optional)
876
Source: Fafnir (2004).
F2.9
Concawe Estimates
Estimates of the additional cost of a Stage II dispenser, including nozzles and hoses, as
compared to a standard dispenser were provided by Concawe (2004). These are summarised in
Table F2.8.
Table F2.8
Cost Estimates from Concawe
Element
Cost
Extra cost of a Stage II dispenser including nozzles and hoses
4,000
Extra costs for digging up a forecourt to retrofit pipe work
25,000 - 50,000
Differential maintenance cost between normal and Stage II nozzle
70 (per nozzle/year)
Source: Concawe (2004).
F2.10 Hungarian Cost Estimates
Table F2.9 provides a summary of the estimated investment costs in Hungary, as implemented
over the period 1994-2000.
Table F2.9
Investment Costs in Hungary 1994-2000
Reconstruction of petrol station
2,000 (per petrol station)
Vapour recovery equipment
2,000 (per dispenser)
Verification cost
80 (per dispenser, per year)
Source: KVVM (2004a).
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F2.11 Belgium Flemish Region
Table F2.10 provides a summary of the costs for various elements of Stage II equipment and its
installation in the Flemish Region of Belgium.
Table F2.10 Costs in Flemish Region of Belgium
Type 1
Type 2
2
4
Cost for retrofit of pumps
13,634 (6,817)
27,269 (6,817)
Vapour return equipment (piping etc.)
4,958 (2,749)
7,437 (1,859)
Excavation work
7,437 (3,718)
14,874 (3,718)
Co-ordination, licensing, engineering etc.
7,437 (3,718)
14,874 (3,718)
TOTAL
33,466 (16,733)
64,454 (16,114)
If existing dispensers can’t be retrofitted and
new pumps are necessary
+24,790 (12,395)
+49,580 (12,395)
Number of dispensers
A Type 1 station has two dispensers with three petrol pumps per dispenser and two nozzles per petrol pump. A Type 2
station has four dispensers with three petrol pumps per dispenser and two nozzles per petrol pump.
F2.12 Cost Estimates from Cyprus
The Cypriot Department of Labour Inspection (2004) has provided estimates of the cost for
installing above ground equipment. They estimate that the cost is around €4,250 to €6,000 per
pump.
F2.13 Cost Estimates from Czech Republic
The Czech Republic Ministry of Environment (2004) estimates that the costs of installing Stage
II controls are around €67,000 per service station. Assuming there are four dispensers per
service station, this equates to around €16,750 per dispenser. It is presumed that this cost
includes the costs of excavation and other components such as pipework as well as the aboveground equipment.
F2.14 German Cost Estimates
The Federal Environment Agency (2004) have estimated that the costs of installing a vapour
recovery system with automatic monitoring is approximately 10,000 German marks per
dispenser for a service station with 6 pumps (approximately €5,100).
F2.15 Swedish Cost Estimates
Costs in 1994 for Stage II controls in Sweden were estimated at €17,500 for the Stage II
equipment and €6,500 for installation for a service station with six dispensers. This equates to
around €4,000 per dispenser.
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F2.16 Slovakian Cost Estimates
In Slovakia, the costs of Stage II equipment are estimated at €1,800 to €2,600 per dispenser
(Slovakian Ministry of the Environment, 2004).
F2.17 Italian Cost Estimates
The Italian Department of the Environment quotes cost estimates of €20,000 to €30,000 as an
average cost for a petrol station with four dispensers. This equates to €5,000 to €7,500 per
dispenser and is understood to relate to the costs of retrofitting.
F2.18 Costs of Individual Components
Table F2.11 provides a summary of some estimates of the additional costs of individual Stage II
equipment components, based on data from a variety of sources. This relates to purchase of
new dispensers rather than retrofit of existing dispensers.
Table F2.11 Additional Costs of Stage II Above-Ground Equipment for New Dispensers
Stage II Equipment
Vapour recovery nozzle (unit cost)
Co-axial hose (unit cost)
2004 Costs
[1]
€150 per nozzle
€140 per hose
Early 1990s Costs [4]
[2]
€106 per nozzle
[3]
€85 per hose
Co-axial adapter (unit cost)
€20
€14
Vapour recovery pumps (per dispenser)
€560
€700
Other equipment (per dispenser)
Sub-total (four nozzles per dispenser)
€433
€2,300
€1,925
Notes:
[1] Source: Wayne Dresser price list 2004.
[2] Based on a cost for non-VR nozzles of around €320. VR nozzles are understood to cost around 50% more.
Additional cost in some countries estimated at €120 per nozzle.
[3] Based on an estimated €100 per hose for non-VR and €220 per hose for a VR hose.
[4] Source: Elaflex 1994 price list.
F3
Summary of Cost Data to be Used in the Analysis
F3.1
Capital Costs for Stage II
Substantially Rebuilt Stations)
Above-Ground
Equipment
(New
and
Figure F3.1 provides a summary of the key cost estimates from Section F2 that are relatively
up-to-date and that are known to represent the additional costs of the above-ground Stage II
equipment required when installing a new dispenser.
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Figure F3.1 Estimates of Additional Capital Costs for Stage II Above Ground Equipment (per
dispenser)
Based on the data in Figure F3.1 and that in Table F2.11, a figure of €2,500 has been taken for
the additional costs of above-ground equipment. Whilst this is lower than the average value, the
values provided by equipment suppliers are considered to be most accurate as they are based on
actual material costs for the equipment concerned. Whilst the costs may be expected to vary
somewhat amongst countries, this value is considered to represent a reasonable average for the
countries that have not currently introduced Stage II controls extensively. However, there may
be elements included in some estimates of the costs where full details are not available (for
example, some may include installation costs).
However, values of €2,000 and €5,000 per dispenser have been used in undertaking a sensitivity
analysis on the cost assumptions used in this study. The higher values are taken to be
representative of costs with more advanced systems (e.g. automatic monitoring and selfcalibration in place).
F3.2
Capital Costs for Stage II Above-Ground Equipment (Retrofit)
The values reviewed in Section F2 for the costs of retrofitting dispensers without Stage II
equipment currently in place range from €3,750 to €6,900 per dispenser. There are also more
significant installation costs with installing the equipment than for new dispensers.
The estimated cost for retrofitting of dispensers is therefore estimated at €5,500 per dispenser.
The ranges quoted above are suitable for sensitivity analysis.
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F3.3
Below-ground Equipment
The additional cost for the additional below-ground pipework for Stage II has been taken as
€1,000 per dispenser. This cost applies to new/rebuilt petrol stations and to retrofitting where
no Stage II equipment is in place.
In addition, in the event that Stage II equipment is required for existing service stations outside
of normal investment cycles, there will be costs associated with the need to dig up the station
forecourt in order to install the appropriate below-ground equipment. The estimated cost of this
has been taken as €10,000 per station plus €5,000 per dispenser. Whilst it is recognised that this
cost is highly variable, it is considered that this value is reasonably representative of estimates
from previous work and other sources. It should be recognised that, in this situation, there
would also be a lost revenue associated with the loss in petrol sales.
F3.4
Ongoing Costs for Stage II
A value of €70 per nozzle (€280 per dispenser) as an annual ongoing cost (excluding power) has
been taken. This includes the cost of regular maintenance and checking costs, particularly
checking of the volumetric ratio39 which is a key part of ensuring that the equipment functions
properly and the hydrocarbon efficiency is maintained. An additional €10 per dispenser per
year is assumed for power requirements.
F3.6
Summary of Costs Used in Analysis
Table F3.12 provides a summary of the main cost estimates taken forward in the assessment,
including capital and operating costs and the values used in undertaking a sensitivity analysis
(shown in brackets). The assumed lifetime of the equipment is also included.
39
It is estimated that this may cost up to around €450 per dispenser and would need to be undertaken
every one or two years.
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Table F3.12 Summary of Assumed Costs of Stage II Equipment
Equipment
Assumed Cost Per Dispenser
Applicable Lifetime
Above-ground equipment
[1]
Additional capital costs for
new/substantially rebuilt stations
€2,500 (range €2,000 - €5,000)
5 years (8 years)
Costs for retrofit of equipment
€5,500 (range €3,750 - €6,900)
5 years (8 years)
For scheduled rebuild
€1,000
14 years
For non-scheduled rebuild
€10,000 per station plus €5,000 per
dispenser
14 years
Maintenance and checking
€280 per year
N/A
Power costs
€10 per year
N/A
Below-ground Equipment
Ongoing Costs
[1] It is assumed that two thirds of the costs of above-ground equipment relate to ‘external’ equipment (e.g. nozzles,
hoses) and one third relates to ‘internal’ equipment (e.g. pumps). This is consistent with the data in Table F2.12.
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Appendix G
Review of Reid Vapour Pressure Data
The RVP values assumed within the emissions estimation model vary for each country. Where
possible, they have been based on data collated through consultation with the countries of
interest (Table G1).
For EU-15 countries where no data were available from consultation, the ranges adopted under
EU fuel quality legislation have been assumed. The average of the upper and lower values
agreed for the RVP of petrol in the country of interest have been used. This is based on Table
G2 which sets out the volatility classes of petrol according to EN 228:1999 (as defined in Table
G3). This applies to all of the countries in Table G2, excluding where information is included
in Table G1.
For countries where no information was available, the RVP values were assumed to be the same
as for relevant nearby countries (e.g. Malta is assumed to be the same as Italy).
For the alternative RVP scenario, it has been assumed that the summer RVP will be equal to 70
kPa in all countries during the summer period. The winter RVP is assumed to be unchanged.
The RVP values implemented in the emissions estimation model are summarised in Table G4.
Table G1
Results of Entec consultation on actual RVP values in individual countries
Country
Summer
Non-Summer
Denmark
Average: 58.3 kPa
No information
Finland
45-70 kPa
70-90 kPa
Germany
35-70 kPa
55-90 kPa
From 15 Nov to end of Feb: 60-90 kPa
Hungary
From 1 May to 30 Sept: 45-60 kPa
From 1 March to 30 Apr and from 1
Oct to 14 Nov:. 50-80
Ireland
Average 62.4 kPa;
Average 90 kPa
Lithuania
Was max. 60 but now max. 70 kPa (i.e. treated as arctic exemption country with
70 maximum already)
Luxembourg
Average: 58.2 kPa
Average: 87 kPa
Slovenia
From 1 May to 30 September (Class
A): 45-60 kPa
From 16 November to 15 March
(Class D): 60-90 kPa
Sweden
Average: 64.7 kPa
No information
Bulgaria
From 16.04 to 15.10: 45-60 kPa
Winter: 50-80 kPa.
Note: All EU25+3 were contacted, but information was gained only from those listed above
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Table G2
Country
Gasoline volatility classes adopted by individual countries in 1999 (CONCAWE, 2004)
Winter
Class
Transition 1
Summer
Transition 2
Class
Begins
Ends
Class
Begins
Ends
Class
Begins
Ends
Austria
D
D
01/03
30/04
A
01/05
30/09
D
01/10
31/10
Belgium
E
E
01/04
30/04
A
01/05
30/09
E
01/10
31/10
Denmark
E
E
01/04
30/04
A
01/05
30/09
E
01/10
30/11
Finland
F
F
01/04
31/05
B
01/06
31/08
F
01/09
31/10
France
D
C
16/03
30/04
A
01/05
30/09
C
01/10
15/11
Germany
D
D
16/03
30/04
A
01/05
30/09
D
01/10
15/11
Greece
C
A
01/04
31/10
Iceland
F
F
01/05
31/05
B
01/06
31/10
F
01/09
30/09
Italy
D
C
16/03
30/04
A
01/05
30/09
C
01/10
15/11
Ireland
F
F
16/04
31/05
B
01/06
31/08
F
01/09
15/10
Luxembourg
E
E
01/04
30/04
A
01/05
30/09
E
01/10
31/10
Netherlands
E
E
01/04
30/04
A
01/05
30/09
E
01/10
31/10
Norway
F
F
01/05
31/05
B
01/06
31/08
F
01/09
30/09
Portugal
D
D
01/04
30/04
A
01/05
30/09
D
01/10
31/10
Spain
C
C
01/04
30/04
A
01/05
30/09
C
01/10
31/10
Sweden North
E
E
16/04
15/05
B
16/05
31/08
E
01/09
30/09
Sweden South
E
E
01/04
30/04
B
01/05
15/09
E
16/09
15/10
Switzerland
E
E
01/04
30/04
A
01/05
30/09
E
01/10
31/10
UK
F
F
16/04
31/05
B
01/06
31/08
F
01/09
15/10
Table G3
RVP ranges for volatility classes (kPa) (CONCAWE, 2004)
A
B
C
D
E
F
Minimum RVP
45
45
50
60
65
70
Maximum RVP
60
70
60
90
95
100
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Table G4
Country
RVP values used within spreadsheet
Notes
BAU RVP Scenario
ALT RVP Scenario
(Note 1)
Summer
Nonsummer
Summer
Nonsummer
Austria
52.5
75.0
70
75.0
Calculated from Concawe data (Note 2)
Belgium
52.5
80.0
70
80.0
Calculated from Concawe data
Cyprus
52.5
55.0
70
60.0
Assumed same as Greece
Czech Rep.
52.5
75.0
70
75.0
Assumed same as Austria
Denmark
58.3
80.0
70
80.0
BAU RVP: Average summer data taken from
Entec consultation; non-summer data
calculated from Concawe data
ALT RVP: Assumed summer volatility class
C and no change in non-summer RVP.
Estonia
57.5
85
70
85
Assumed same as Lithuania
Finland
57.5
85.0
70
85.0
Calculated from Concawe data - fits within
the range of min-max values taken from
Entec consultation
France
52.5
66.5
70
68.7
Calculated from Concawe data
Germany
52.5
75.0
70
75.0
Calculated from Concawe data - fits within
the range of min-max values taken from
Entec consultation
Greece
52.5
55.0
70
60.0
Calculated from Concawe data
Hungary
52.5
72.2
70
72.2
Calculated on same basis as Concawe data
using information from Entec consultation
Ireland
62.4
90
70
90
Average summer and non-summer data
taken from Entec consultation
Italy
52.5
66.5
70
68.7
Calculated from Concawe data
Latvia
57.5
85
70
85
Assumed same as Lithuania
Lithuania
57.5
85.0
70
85.0
Assumed same as Finland (treated as Arctic
exemption country in accordance with
findings from Entec consultation)
Luxembourg
58.2
87
70
87
BAU RVP: Average summer and nonsummer data taken from Entec consultation
ALT RVP: Assumed summer volatility class
C and no change in non-summer RVP.
Malta
52.5
66.5
70
68.7
Assumed same as Italy
Netherlands
52.5
80.0
70
80.0
Calculated from Concawe data
Poland
52.5
75.0
70
75.0
Assumed same as Germany
Portugal
52.5
75.0
70
75.0
Calculated from Concawe data
Slovakia
52.5
72.2
70
72.2
Assumed same as Hungary
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Country
BAU RVP Scenario
ALT RVP Scenario
(Note 1)
Notes
Summer
Nonsummer
Summer
Nonsummer
Slovenia
52.5
66.5
70
68.7
Calculated on same basis as Concawe data
using information from Entec consultation
and assuming same transition periods and
classes as Italy
Spain
52.5
55.0
70
60.0
Calculated from Concawe data
Sweden
North
64.7
80.0
70
80.0
Average summer data taken from Entec
consultation; non-summer data calculated
from Concawe data
Sweden
South
64.7
80.0
70
80.0
Average summer data taken from Entec
consultation; non-summer data calculated
from Concawe data
United
Kingdom
57.5
85.0
70
85.0
Calculated from Concawe data
Bulgaria
52.5
65.0
70
65.0
Calculated on same basis as Concawe data
using information from Entec consultation assumes no transition periods
Croatia
52.5
66.5
70
68.7
Assumed same as Slovenia
Romania
52.5
72.2
70
72.2
Assumed same as Hungary
Notes:
1.
Non-summer RVP calculated assuming increase to maximum 70kPa in grades where current maximum is
60kPa. Summer RVP is assumed to equal 70 kPa in all cases.
2.
Summer values assumed to be equal to the mid-value of the summer volatility class applicable to the
country. Non-summer values have been derived by calculating the number of days in transition periods 1
and 2 and the remaining ‘winter’ days and then calculating a proportionate average, based on the volatility
classes applicable to the country over these ‘non-summer’ periods.
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Appendix H
Potential Emissions Reductions and Costs
of Minimal Model by 2010
Table H1 provides details of the costs of Stage II and associated emissions reductions for each
country and for each category of throughput under the minimal model whereby controls would
only be introduced for new or substantially rebuilt petrol stations. Current RVP requirements
are assumed.
It should be noted that there is significantly greater uncertainty in the estimates for the costs at
each of the different sizes of petrol station, especially where no data were available on the
numbers and/or throughput of different sizes of petrol station in particular countries. This is
because various assumptions regarding the numbers and throughput of petrol stations have had
to be applied, as detailed in Appendix E. Further information on the numbers and throughput
for each of the countries would help to reduce the uncertainty with this.
Table H1
Costs and Emissions Reductions by Country and Throughput (by 2010)
Country
m
Austria
Belgium
Denmark
3
Remaining
Emissions
(t/a)
Emissions
reduced
(t/a)
TOTAL
893
893
0
0
0
n/a
<500
95
95
0
0
0
n/a
500-1000
97
97
0
0
0
n/a
1000-2000
177
177
0
0
0
n/a
2000-3000
162
162
0
0
0
n/a
>3000
361
361
0
0
0
n/a
0
0
0
0
0
n/a
1,090
1,085
4
18,961
2,573
3,818
<500
127
123
4
18,961
2,573
3,818
500-1000
117
117
0
0
0
n/a
1000-2000
214
214
0
0
0
n/a
2000-3000
196
196
0
0
0
n/a
>3000
436
436
0
0
0
n/a
0
0
0
0
0
n/a
1,059
1,017
41
33,625
24,669
218
226
184
41
33,625
24,669
218
TOTAL
TOTAL
<500
h:\projects\em-260\13000 projects\13233 stage ii vocs\c - client\reports\final issue
1\13233ca065i1 - final report 170505.doc13233CA065i1
Total
annualised
cost (€/a)
Total
annualised
savings from
recovery (€/a)
€/tonne
(including
recovery)
BAU
Emissions
(t/a)
17 May 2005
Final Report
XCVIII
Country
Finland
France
Germany
Greece
Ireland
m3
Remaining
Emissions
(t/a)
Emissions
reduced
(t/a)
500-1000
206
206
0
0
0
n/a
1000-2000
322
322
0
0
0
n/a
2000-3000
233
233
0
0
0
n/a
>3000
73
73
0
0
0
n/a
0
0
0
0
0
n/a
1,943
1,509
434
1,300,103
260,354
2,394
<500
235
179
56
111,125
33,668
1,379
500-1000
232
177
55
344,457
32,812
5,693
1000-2000
401
309
92
264,593
54,854
2,292
2000-3000
334
262
72
231,418
43,143
2,616
>3000
742
582
160
348,509
95,877
1,579
0
0
0
0
0
n/a
TOTAL
11,167
9,690
1,476
4,276,877
884,945
2,298
<500
2,320
1,760
560
1,319,110
335,818
1,755
500-1000
1,333
1,130
203
501,469
121,915
1,866
1000-2000
2,438
2,066
372
1,216,957
222,993
2,672
2000-3000
2,233
1,892
341
1,239,341
204,218
3,038
>3000
2,842
2,842
0
0
0
n/a
0
0
0
0
0
n/a
13,212
13,212
0
0
0
n/a
<500
53
53
0
0
0
n/a
500-1000
773
773
0
0
0
n/a
1000-2000
2,332
2,332
0
0
0
n/a
2000-3000
3,118
3,118
0
0
0
n/a
>3000
6,936
6,936
0
0
0
n/a
0
0
0
0
0
n/a
TOTAL
5,374
4,076
1,298
3,837,605
777,890
2,358
<500
1,833
1,391
443
1,458,711
265,416
2,695
500-1000
1,394
1,058
337
818,436
201,862
1,831
1000-2000
1,625
1,233
392
1,312,290
235,234
2,745
2000-3000
461
350
111
225,697
66,743
1,428
>3000
60
45
14
22,471
8,635
961
0
0
0
0
0
n/a
3,163
2,399
764
1,488,494
457,870
1,349
TOTAL
TOTAL
TOTAL
h:\projects\em-260\13000 projects\13233 stage ii vocs\c - client\reports\final issue
1\13233ca065i1 - final report 170505.doc13233CA065i1
Total
annualised
cost (€/a)
Total
annualised
savings from
recovery (€/a)
€/tonne
(including
recovery)
BAU
Emissions
(t/a)
17 May 2005
Final Report
XCIX
Country
m3
Remaining
Emissions
(t/a)
Emissions
reduced
(t/a)
<500
159
121
39
177,419
23,084
4,008
500-1000
301
228
73
210,200
43,579
2,292
1000-2000
725
550
175
384,240
104,902
1,596
2000-3000
606
459
146
250,077
87,673
1,110
1,372
1,041
331
466,559
198,633
809
0
0
0
0
0
n/a
TOTAL
9,276
9,276
0
0
0
n/a
<500
3,618
3,618
0
0
0
n/a
500-1000
2,505
2,505
0
0
0
n/a
1000-2000
2,597
2,597
0
0
0
n/a
2000-3000
325
325
0
0
0
n/a
>3000
232
232
0
0
0
n/a
0
0
0
0
0
n/a
TOTAL
299
299
0
0
0
n/a
<500
32
32
0
0
0
n/a
500-1000
32
32
0
0
0
n/a
1000-2000
59
59
0
0
0
n/a
2000-3000
54
54
0
0
0
n/a
>3000
121
121
0
0
0
n/a
0
0
0
0
0
n/a
2,485
2,335
150
542,336
90,001
3,013
<500
622
472
150
542,336
90,001
3,013
500-1000
286
286
0
0
0
n/a
1000-2000
511
511
0
0
0
n/a
2000-3000
452
452
0
0
0
n/a
>3000
615
615
0
0
0
n/a
0
0
0
0
0
n/a
4,370
3,315
1,055
2,112,554
632,644
1,402
<500
471
357
114
409,030
68,199
2,996
500-1000
996
756
241
360,620
144,211
900
1000-2000
1,385
1,050
334
648,341
200,474
1,339
2000-3000
777
590
188
286,429
112,526
926
>3000
741
562
179
408,134
107,233
1,682
0
0
0
0
0
n/a
>3000
Italy
Luxembourg
Netherlands
Portugal
TOTAL
TOTAL
h:\projects\em-260\13000 projects\13233 stage ii vocs\c - client\reports\final issue
1\13233ca065i1 - final report 170505.doc13233CA065i1
Total
annualised
cost (€/a)
Total
annualised
savings from
recovery (€/a)
€/tonne
(including
recovery)
BAU
Emissions
(t/a)
17 May 2005
Final Report
C
Country
m3
Spain
TOTAL
Sweden
United
Kingdom
Cyprus
Czech
Republic
Remaining
Emissions
(t/a)
Emissions
reduced
(t/a)
13,402
10,165
3,237
9,946,814
1,940,078
2,474
<500
134
102
32
438,873
19,401
12,961
500-1000
804
610
194
915,400
116,405
4,114
1000-2000
2,010
1,525
485
2,170,991
291,012
3,872
2000-3000
2,278
1,728
550
2,127,710
329,813
3,268
>3000
8,175
6,201
1,974
4,293,840
1,183,448
1,575
0
0
0
0
0
n/a
1,852
1,831
21
49,625
12,838
1,718
<500
251
230
21
49,625
12,838
1,718
500-1000
195
195
0
0
0
n/a
1000-2000
356
356
0
0
0
n/a
2000-3000
326
326
0
0
0
n/a
>3000
724
724
0
0
0
n/a
0
0
0
0
0
n/a
36,803
28,064
8,739
11,850,813
5,238,570
757
<500
114
87
28
155,453
16,524
5,040
500-1000
288
219
68
193,466
40,942
2,233
1000-2000
1,064
811
253
636,730
151,437
1,921
2000-3000
1,553
1,184
369
924,083
220,989
1,907
>3000
33,784
25,762
8,022
9,941,081
4,808,678
640
0
0
0
0
0
n/a
TOTAL
423
240
183
437,634
109,772
1,790
<500
45
26
20
24,202
11,725
638
500-1000
46
26
20
86,437
11,918
3,748
1000-2000
84
48
36
91,750
21,799
1,923
2000-3000
77
44
33
93,438
19,964
2,206
>3000
171
97
74
141,808
44,366
1,317
0
0
0
0
0
n/a
TOTAL
980
980
0
0
0
n/a
<500
105
105
0
0
0
n/a
500-1000
106
106
0
0
0
n/a
1000-2000
195
195
0
0
0
n/a
2000-3000
178
178
0
0
0
n/a
TOTAL
TOTAL
h:\projects\em-260\13000 projects\13233 stage ii vocs\c - client\reports\final issue
1\13233ca065i1 - final report 170505.doc13233CA065i1
Total
annualised
cost (€/a)
Total
annualised
savings from
recovery (€/a)
€/tonne
(including
recovery)
BAU
Emissions
(t/a)
17 May 2005
Final Report
CI
Country
m3
Remaining
Emissions
(t/a)
Emissions
reduced
(t/a)
396
396
0
0
0
n/a
0
0
0
0
0
n/a
TOTAL
537
407
130
510,213
77,695
3,337
<500
57
43
14
45,393
8,299
2,679
500-1000
58
44
14
48,318
8,436
2,834
1000-2000
107
81
26
117,257
15,429
3,956
2000-3000
98
74
24
119,413
14,130
4,466
>3000
217
165
52
179,833
31,402
2,833
0
0
0
0
0
n/a
TOTAL
880
880
0
0
0
n/a
<500
94
94
0
0
0
n/a
500-1000
96
96
0
0
0
n/a
1000-2000
175
175
0
0
0
n/a
2000-3000
160
160
0
0
0
n/a
>3000
356
356
0
0
0
n/a
0
0
0
0
0
n/a
TOTAL
262
227
35
229,124
20,846
5,989
<500
54
41
13
94,624
7,860
6,617
500-1000
55
42
13
93,948
7,990
6,449
1000-2000
56
48
8
40,553
4,996
4,266
2000-3000
30
30
0
0
0
n/a
>3000
67
67
0
0
0
n/a
0
0
0
0
0
n/a
TOTAL
282
275
6
26,765
3,782
3,643
<500
46
40
6
26,765
3,782
3,643
500-1000
29
29
0
0
0
n/a
1000-2000
52
52
0
0
0
n/a
2000-3000
48
48
0
0
0
n/a
>3000
107
107
0
0
0
n/a
0
0
0
0
0
n/a
TOTAL
160
121
39
85,716
23,114
1,624
<500
17
13
4
7,626
2,469
1,252
500-1000
17
13
4
8,117
2,510
1,340
1000-2000
32
24
8
19,699
4,590
1,973
>3000
Estonia
Hungary
Latvia
Lithuania
Malta
h:\projects\em-260\13000 projects\13233 stage ii vocs\c - client\reports\final issue
1\13233ca065i1 - final report 170505.doc13233CA065i1
Total
annualised
cost (€/a)
Total
annualised
savings from
recovery (€/a)
€/tonne
(including
recovery)
BAU
Emissions
(t/a)
17 May 2005
Final Report
CII
Country
Poland
m3
Remaining
Emissions
(t/a)
Emissions
reduced
(t/a)
2000-3000
29
22
7
20,061
4,204
2,261
>3000
65
49
16
30,212
9,342
1,339
0
0
0
0
0
n/a
2,672
2,672
0
0
0
n/a
<500
285
285
0
0
0
n/a
500-1000
290
290
0
0
0
n/a
1000-2000
531
531
0
0
0
n/a
2000-3000
486
486
0
0
0
n/a
1,080
1,080
0
0
0
n/a
0
0
0
0
0
n/a
TOTAL
429
412
17
40,553
10,092
1,809
<500
66
57
9
5,069
5,464
-43
500-1000
63
55
8
35,484
4,628
3,996
1000-2000
76
76
0
0
0
n/a
2000-3000
69
69
0
0
0
n/a
>3000
154
154
0
0
0
n/a
0
0
0
0
0
n/a
TOTAL
741
623
118
138,663
70,495
580
<500
103
82
21
2,334
12,637
-489
500-1000
105
83
21
18,996
12,845
287
1000-2000
192
152
39
58,132
23,495
884
2000-3000
175
139
36
59,201
21,517
1,050
>3000
166
166
0
0
0
n/a
0
0
0
0
0
n/a
TOTAL
401
393
8
66,869
4,530
8,249
<500
62
54
8
66,869
4,530
8,249
500-1000
41
41
0
0
0
n/a
1000-2000
75
75
0
0
0
n/a
2000-3000
69
69
0
0
0
n/a
>3000
153
153
0
0
0
n/a
0
0
0
0
0
n/a
1,228
932
297
612,256
177,781
1,465
<500
131
99
32
54,471
18,989
1,120
500-1000
133
101
32
57,981
19,302
1,201
TOTAL
>3000
Slovakia
Slovenia
Bulgaria
Croatia
TOTAL
h:\projects\em-260\13000 projects\13233 stage ii vocs\c - client\reports\final issue
1\13233ca065i1 - final report 170505.doc13233CA065i1
Total
annualised
cost (€/a)
Total
annualised
savings from
recovery (€/a)
€/tonne
(including
recovery)
BAU
Emissions
(t/a)
17 May 2005
Final Report
CIII
Country
Romania
EU25+3
m3
Remaining
Emissions
(t/a)
Emissions
reduced
(t/a)
1000-2000
244
185
59
140,708
35,305
1,790
2000-3000
223
169
54
143,296
32,333
2,057
>3000
496
376
120
215,800
71,852
1,201
0
0
0
0
0
n/a
3,481
2,640
841
1,993,914
503,858
1,773
<500
372
282
90
177,394
53,817
1,376
500-1000
378
287
91
188,826
54,705
1,470
1000-2000
691
524
167
458,239
100,060
2,146
2000-3000
633
480
153
466,668
91,636
2,453
>3000
1,407
1,067
340
702,787
203,641
1,469
TOTAL
118,862
99,970
18,892
39,599,516
11,324,396
1,497
<500
11,729
10,024
1,705
5,219,017
1,021,759
2,462
500-1000
10,976
9,602
1,375
3,882,155
824,061
2,225
1000-2000
18,726
16,279
2,447
7,560,480
1,466,581
2,491
2000-3000
15,383
13,300
2,083
6,186,832
1,248,890
2,370
>3000
62,048
50,766
11,282
16,751,032
6,763,105
885
TOTAL
h:\projects\em-260\13000 projects\13233 stage ii vocs\c - client\reports\final issue
1\13233ca065i1 - final report 170505.doc13233CA065i1
Total
annualised
cost (€/a)
Total
annualised
savings from
recovery (€/a)
€/tonne
(including
recovery)
BAU
Emissions
(t/a)
17 May 2005