Kaunas university of technology
Technological systems diagnostics institute
Director of KTU Technological
systems diagnostics institute
prof. V.Volkovas
2001.12.14
“Implementation of directive 94/63/EC “on the control of volatile
compound (VOC) emissions resulting from the storage of petrol
and its distribution from terminals to service stations”
SUMMARY
Head of project
dr. V.Doroševas
KAUNAS * 2001
List of participators
1. Director of KTU Technological systems
diagnostics institute, prof., habil. dr.
Vitalijus VOLKOVAS
2. Senior associate researcher of KTU
Technological systems diagnostics institute, dr.
Viktoras DOROŠEVAS
3. Senior associate researcher of KTU
Technological systems diagnostics institute, dr.
Ramūnas GULBINAS
2
Accomplishing the first stage of contracting study to Ministry of Environment of
Lithuanian Republic and implementing common Lithuania and Sweden project about EU
directive 94/63/EC “Requirements of reduction of volatile organic compound emission into
the ambient air for new installations of petrol storage reloading and distribution from
terminals to service stations management”, methodology conception of accordance
evaluation of existing terminals and service stations to EU directive requirements were
suggested. These main aspects were excluded:
 technological;
 structural (constructive);
 environmental;
 economical.
For methodology implementing appropriate database is required, therefore special
questionnaires were made for survey of petrol terminals and service stations. The main in
the methodology of suggested technique contents and parameters is installation systems
advancement, which are used in petrol terminal or service station. This advancement would
be estimated with:
1) technological parameters (quantitative and qualitative characteristic of
performance of action or procedure and automation level);
2) structural parameters (characteristic of used installation, nodes and control
tools);
3) environmental parameters (VOC emission quantity of and concentration of
exhausted vapours from VRU their control and prevention;
4) economical parameters (quantity of collected vapours and recuperated petrol,
pollution taxes, installation costs and gained return).
As additional characteristic evaluation of geographical state and population density,
which would let to forecast the influence of negative impact of VOC to environment.
The report is written in pursuance of this information presentation sequence: from
theoretical model, which corresponds to requirements of EU directive and
LAND 35-2000, discussion, mostly detailing tools for control of VOC emission from
petrol, later existing terminals and service stations are analysed and evaluated according to
parameters mentioned above. Finally, for evaluation of common situation integrated
analysis under all accomplished assessments is made and conclusions are formulated.
The main purpose of European Union directive 94/63/EC is to reduce VOC emission in
all systems of store and distribution, since these emissions makes a big impact to air
pollution, particularly in the cities. So the main environmental attitude is to eliminate
VOC from human environment. Tools for implementing this purpose are available
advanced technologies that can signally reduce losses of vaporisation in petrol distribution
system and recuperating collected vapours inconsiderably could do this. The aim with the
assistance of these tools is:
1) to reduce common annual petrol losses so, that, by filling every storage installation
and storing petrol here, they wouldn’t reach planned basic value - 0,01% (by
weight) of throughput;
2) to reduce common annual petrol losses so, that, by filling and loading mobile
containers in terminals, they wouldn’t reach the planned basic value - 0,005% (by
weight) of throughput;
3) average concentration of vapours from recuperating installation, corrected
according to attenuation during processing, cannot exceed 35 g/normal volumetric
meters (Nm3) in any one hour.
Parallel objectives formulated also in regulation LAND 35 –2000 of Lithuanian Republic,
just here is signally reduced norm of vapour concentration to 150 mg/Nm3.
3
It will be observed, that achievement of strategic purpose, that is minimisation of
petrol losses mostly depends on how is organised and implemented cooperation of
national, expert, exploiting and using subjects, grounded on appreciation of
environmental priority.
As above was mentioned, for reducing VOC emission from petrol in all storage and
distribution systems advanced technologies can be rooted. In such case capital investments
are required, and they need economical motivation. So economical aspects are topical for
terminal, which is in reconstructing or updating phase, particularly if it is scheduled to fund
this by taking a loan. If vitality of the project is based on financial calculations, there is
better possibility to get the credit from any bank. Therefore terminal owner for assessment
of direct economical relevance needs analysis of these main aspects:
1) capital investments and their sponsorship to the project of prospective terminal
reconstruction and modernisation. That is the price of installations, piping,
communications, works of designing, installation, coordination and launching,
various taxes and conditions of loan reception;
2) depreciation and reinvestment. That are characteristics of durability of
installations, rapidity of installations depreciation and the demand of reinvestment;
3) running costs. The annual cost of workforce, inflation, electric power, technical
service, inspection and control of equipment, installations, devices;
4) revenue. Incomes could be gotten because of reducing petrol losses, selling petrol
from VRU, minimisation of pollution taxes and change of recuperated petrol
taxation conditions, suppose eliminating excise duty for it. Of course, revenue can
be gained by evaluation of made expenses, formatting the price of petrol selling,
that is in account of consumer.
The economical national integrated assessment of arrangement of all terminals and
services stations existing in Lithuania, according to requirements of EU directive and
regulation LAND 35-2000, could be calculated like this:
COSTS
---
Value of
petrol saved
Annual VOC emission
reductions
In detail checked terminals petrol keeping containers inventory and accordance with ES
requirements characteristics are showed in 1 table, red colour shows that container
unacceptable of ES directive requirements, green – acceptable
4
1 table
Construction
Stock,unit.
1
13
1
1
2
2
2
4
8
8
1
2
4
7
3
10
Type
Characteristic
AB”Mazeikiu nafta”
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical
acceptable to ES requirements
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical
unacceptable to ES requirements
UAB”Ave-Matrox”
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical
acceptable to ES requirements
Tanks above ground
Fixed roof with pontoon, which
vertical cylindrical
acceptable to ES requirements
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical
acceptable to ES requirements
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical
unacceptable to ES requirements
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical
unacceptable to ES requirements
Underground
One side,partly acceptable ES
horizontal
requirements
Underground
One side,partly acceptable ES
horizontal
requirements
Underground
One side,partly acceptable ES
horizontal
requirements
UAB”Lietuva Statoil”
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical
acceptable to ES requirements
UAB”Lukoil Kedainiai”
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical
acceptable to ES requirements
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical
acceptable to ES requirements
VĮ”Subaciaus kuro baze”
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical
unacceptable to ES requirements
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical ė unacceptable to ES requirements
Tanks above ground,
Fixed roof with pontoon, which
vertical cylindrical
unacceptable to ES requirements
Common capacity of examined terminal tanks is 310680 m3 and tanks comparative
diagram is showed in Fig.1 .
5
45%
49%
3%
2%
1%
AB"Mažeikių nafta"
UAB"Ave-Matrox"
UAB"Lietuvos Statoil"
UAB"Lukoil Kėdainiai"
VĮ"Subačiaus kuro bazė"
Fig.1. Comparative analysis of capacity of terminal tanks
160000
140000
120000
100000
80000
60000
40000
acceptable EU directive
VĮ"Subačiaus
kuro bazė"
UAB"Lukoil
Kėdainiai"
UAB"Lietuvos
Statoil"
UAB"AveMatrox"
0
AB"Mažeikių
nafta"
20000
unacceptable EU directive
Fig.2. Comparative analysis of terminal tanks capacity accordance to directives of EU
Comparative analysis of terminal container capacity accordance to directives of ES is
showed in Fig. 2. Only “UAB “Lukoil Kedainiai” and AB”Lietuvos Statoil” containers
meet the requirements of ES directive. VĮ”Subaciaus kuro baze” all containers don’t meet
the requirements of ES directive, though in this moment they are not exploitable
practically. So suitable containers total capacity is 28480 m3, it is only 9,17% from total all
containers capacity value.
Analysis of represented fulfilled terminal questionnaire and generalized data are
showed in tables 2 and 3. Red color shows that characteristic or procedure falls short of ES
requirements, green - fulfils.
6
UAB”Lukoil Kėdainiai”
200
200
Possible
Possible
L
Lietuvos Statoil
AB”Juodeikių nafta
AB ”Mažeikių nafta”
Parameter
VĮ”Subačiaus kuro bazė
UAB”Ave-Matrox”
2 table
Supply of petrol:
Rail-way
Pipe line
Productivity of supplying, m3/h
101
200
360
Unloading of petrol:
Rail-way
Petrol tank trucks
Loading technology:
Bottom
Possible
Top-loading
Average productivity, m3/h
A-80; AI-92, AI-95
2500
A-98
400
Vapour recovery unit (VRU)
no
253
70 / 60
90
90
no
no
no
no
360
no
As we see, dominate petrol supply to terminals by rail trucks and petrol tank trucks
implement its exportation to service stations. Advanced technology of petrol tank trucks
(bottom-loading) realisable only in terminals of UAB”Lietuvos Statoil”, that is we can state
that only 6 – 7% of petrol, loaded in all terminals are filled in such way. When filling petrol
to rail tanks the situation is even worse because the technology of bottom loading is not
realisable at all. Besides, there is no any installation of recuperation of petrol vapours.
Generalized data of technological function of terminal containers is showed in 4 table
(red – inadequate , yellow – partly adequate, green – adequate).
7
VĮ”Subačiaus kuro bazė
UAB”Lukoil Kėdainiai”
UAB”Ave-Matrox”
UAB”Lietuvos Statoil”
Devices
AB “Mažeikių nafta”
Table 3
Automate container detector system (ACM)
ACD consists of:

Level sensor

Temperature sensor

Computer with software
ACM is certificated
petrol vapour monitoring (PVM)
PVM is certificated
control devices of pipe leakage
In the event of 95% fill container capacity
condition there is loading control valve
There is a container overfill detection
Including
 visual
 sound
There is a spherical valve for limit of petrol
vapour
anti-corrosive container protection
 internal
 external
anti-corrosive protection of pipe
Statistical analysis system of terminal inventory
(TISA)
TISA system is certificated
Other protection devices :
ISO 9002 ISO14001
Minimal level detection
Container colour
13%
87%
13%
87%
13%
87%
As we see from the Table 3, action of technological behaviour of tanks in any terminal
does not fully correspond to any attitude of EU directive. The best situation is in UAB
“Lietuvos Statoil” terminal then “UAB”Lukoil Kėdainiai” goes and finally “UAB “Ave
Matrox”.
8
So, after implementing research in terminals also the points of main expenses were
developed, associated with implementing of attitudes and requirements of EU directive.
This can be grouped like this:
1. New technologies and installations:
1) Rooting of vapour recuperation installations, their connection to technological
system of terminal and running costs;
2) Rooting of bottom filling technologies to petrol tank trucks, their connection
to terminals technological system and running costs;
3) Rooting of new petrol tank trucks, fitted to bottom loading;
4) Rooting and validation of automated tank measuring systems;
5) Rooting and validation of terminal statistical inventory system.
2. Existing installations:
1) Reconstruction of storage installations: installation of seal rings and pontoons
or change of existing non-effective pontoons with new, adequate to
requirements of EU directive, rooting of control devices and connection to
terminal technological system;
2) Reconstruction of petrol filling technology of rail tanks;
3) Reconstruction of petrol loading technology of rail tanks in terminals;
4) Reconstruction of rail tanks.
Expenses for all first point and second’s first point procedures, that is
implementation of new technology and installations and existing containers
reconstruction we can calculate and evaluate according to different producers
suggestions, but implementation of these procedures ensure only 23,7% total
throughput decreasing of petrol damages up to the mark.
Second’s point second, third and fourth points procedures involve 76,3% petrol total
throughput and to calculate expenses is very complicated task, because it depends
from chosen degree of reconstruction in these procedures.
Three versions are available:
1) Reconstruction of JSC “Mažeikių nafta” terminal petrol filling technology to
rail tanks, filling technology in other terminals and of tank construction (full
reconstruction);
2) Reconstruction of JSC “Mažeikių nafta” terminal technology of petrol filling
to rail tanks and spilling in other terminals, only construction does not change
(reconstruction of terminals)
3) Only JSC “Mažeikių nafta” terminal technology of petrol filling to rail tanks
is changing, tank construction and technology of petrol spilling in other
terminal does not change. (reconstruction of JSC “Mazeikiu nafta”
terminal).
If the second and the third version is associated with technical and economical problems,
then the first also requires political decision and appropriate actions in third parts, by the
same token it is a region of ex USSR.
Integrated financial demands of terminal reconstruction
In Table 4 is presented integrated quantity of direct financial demands of reconstruction
of all Lithuania terminals according to requirements of EU directive and LAND 35 –2000.
9
Terminal
AB"Mažeikių nafta"
Table 4
Demand of direct
Quantity of possible
financial investments, Lt annual revenue, Lt
Max
Min
Min
Max
49370000 40170000
339670
706719
UAB"Juodeikių nafta"
6690600
3069600
190507
396370
UAB"Lukoil Kėdainiai"
2511000
2511000
81411
168743
UAB"Ave-Matrox"
2728000
2728000
81163
168743
UAB"Lietuvos Statoil"
1590000
1590000
103027
213546
VĮ"Subačiaus kuro bazė"
6601000
4726000
0
0
69 490600
54 794600
795778
1 654121
TOTAL:
Thus, for implementing attitudes of EU directives and LAND 35-2000 in working
terminals during 2002-2003 years, requires from 54,8 mln Lt to 69,5 mln Lt of direct
financial investments. In the other hand, real expenses may be larger, because indirect
financial expenses will be added.
Analysis and assessment of existing service stations accordance to requirements of EU
directive
In the first stage of the work, considering to attitudes of EU directive and LAND 352000, we divided all 626 service stations into 5 groups:
1) Service stations with petrol throughput is above 1000 m3/year;
2) Service stations not in the city with petrol throughput is above 500 m3/year;
3) Service stations in the city, with petrol throughput is above 100 m3/year;
4) Service station not in the city, with petrol throughput is under 500 m3/year;
5) Service stations in the city, with petrol throughput under 100 m3/year;
We will analyse only four groups, because the fifth group does not exist. Also, for
accordance assessment of existing service stations to requirements of EU directive,
special questionnaires were made and sent to all service stations.
The number of service stations of the first group in the common number of service
stations makes about 31% and annual petrol throughput in them reaches 64% of all petrol
throughput in service stations. It is determined that about 84% of this group accord to
attitudes of EU directive and regulation LAND 35-2000.
The number of service stations of the second group makes about 7,3% of the common
number of service stations and annual petrol throughput in them reaches 5,7% of all petrol
throughput in service stations. It is determined that about 52% of this group accord to
attitudes of EU directive and regulation LAND 35-2000.
The number of service stations of the third group makes about 40,2% of the common
number of service stations and annual petrol throughput in them reaches 23% of all petrol
throughput in service stations. It is determined that about 31% of this group accord to
attitudes of EU directive and regulation LAND 35-2000.
10
The number of service stations of the fourth group makes about 21,4% of the common
number of service stations and annual petrol throughput in them reaches 6,8% of all petrol
throughput in service stations. It is determined that about 26,9% of this group accord to
attitudes of EU directive and regulation LAND 35-2000. But exceptions may be applied for
the service station of these group accordingly to EU directive item 4.
So, as we see, particular exemptions can be easily applied to 134 service stations
where petrol annual throughput makes 54,4% of common throughput of service
station in districts, which on the average makes 70841 m3/year. Total petrol
throughput of service stations in districts makes 12,5% of petrol throughput of all
service stations.
General situation in the first, second and the third groups, that is, in the groups where
implementation of EU directive is required is presented in the Fig. 3
number of service
station
300
250
200
150
100
50
0
I group
II group
acceptable
III group
unacceptable
Fig.3 Evaluation of the service stations state which need EU directive implementation
Service stations which need EU directive management (I, II ir III group) and which
technical level doesn’t meet requirements of EU directives reconstruction is essential –
from new tanks to petrol accounting system, especially for petrol tanks and magistral pipes
hermetic and vapour assembling. But there is no much time for that. From the other side,
many tank trucks are not acceptable for assemble VOC, and promotion reduce petrol
damages in reality. So, as alternative case, possible petrol throughput limitation and
reducing in some II group service stations not in the cities until less than 500 m3/year,
making possibility to accept EU directives and LAND 35-2000 reduces. From the other
side petrol in need in districts can satisfy 4 group service stations, transfer such service
station from IV to II group. Obviously that III group not suitable services stations can be
compensated by larger capabilities of the 1 group service stations. So for calculation of
financial demands we can make such possible cases:
1) theoretical, when all services stations which need ES directive and implementation
of LAND 35-2000 attitudes;
2) limited, when a part of non-city service station reduce their petrol throughput;
3) covered, when inadequate city service stations are not permitted to sell petrol, and in
adequate service stations the throughput of petrol increases;
4) combined, when the 2) and the 3) versions are joined.
Performed calculations of direct financial investments are given in the Table 10.
11
Table 10
Case and price, Lt
Purpose of expenses
I
II
III
IV
Tanks
18982000
16276000
10456000
7750000
Piping
5850000
4530000
4110000
2790000
Dispensers
39500000
32900000
22100000
15500000
Control systems
6350000
5360000
2850000
1860000
Accounting systems
6120000
5460000
1745000
1085000
76 802000
64 526000
41 261000
28 985000
TOTAL:
We see, that implementation of only third case would require almost twice as less
financial investments. However we cannot forget that it is only direct financial investments
and these values would increase significantly, though proportionally, by adding indirect
financial expenses associated with tariffs of designing, constructional, installation, taxes
and other services.
Reducing of petrol losses and selling recuperated petrol can gain return incomes
directly. Indirectly incomes can be gained by minimising pollution tax and by changed
taxation conditions to recuperated petrol (if excise duty or value-added tax is eliminated).
We made three cases to compare:
1) existing, without petrol recuperating;
2) theoretical, where all quantity could be recuperated after implementing the I case,
that is, total VOC would be transported by petrol tank trucks;
3) possible, when petrol throughput reduces, suppose 20%, because of the
implementation of the II, III or IV cases the quantity of VOC, transported by petrol
tank trucks would reduce respectively.
Calculations are presented in the Table 11.
Table 11
Case
Parameter
Existing
Theoretical
Possible
Petrol throughput, t/year
395625
395625
316500
Recuperated petrol, t/year
0
593,44
474,75
1650
1650
1650
13
13
13
1250
1250
1250
Petrol selling price, Lt/t
Pollution tax, Lt/t
Sum of excise duty, Lt/t
12
Sum of value-added tax, Lt/t
Revenue of recuperated petrol, Lt
Revenue from decrease of pollution
tax, Lt
Revenue from elimination of excise
for recuperated petrol, Lt
Revenue from elimination of value
added tax for recuperated petrol, Lt
Sum of possible revenues, Lt
520
520
520
0
979172
783337
0
7715
6172
0
741800
593440
0
308589
246871
0
2037276
1629820
As we see, by comparing rate of possible revenue to quantity of possible investments,
the most attractive is the IV case.
Integrated financial demands for reconstruction of existing terminals and service
stations
Integrated value of direct financial demands of reconstruction of all existing Lithuanian
terminals and service stations according to requirements of EU directive and LAND 352000 is presented in the Table 12
Table 12
Demand of direct financial Value of possible annual
investment, Lt
revenue, Lt
Object
Max
Min
Min
Max
Terminals
69 490600
54 794600
795778
1654121
Service stations
76 802000
28 985000
783337
1629820
146 2926000
83 644600
1 579115
3 283941
TOTAL:
Thus, implementing attitudes of EU directives and LAND 35-2000 in working
terminals and service stations during 2002-2003 years requires obtaining and
assimilating from 54,8 mln Lt to 69,5 mln Lt of direct financial investments. In the
other hand, real expenses may be larger, because indirect financial expenses would be
added.
Conclusions
Executing common Lithuanian and Sweden project about EU directive 94/63/EC
“Requirements of reduction of volatile organic compound emission into the ambient air for
new installations of petrol storage reloading and distribution from terminals to service
stations management” we can make conclusions:
1) Evaluation methodology conception of existing terminals and service stations meeting
ES requirements served the purpose, in which technological, constructional environmental
and economics aspects were excluded. Used methodology showed the complexity of
13
problem and variable of factor influence to main ES directive aim implementation- VOC
elimination from human environment. Achieving this aim will depend on national
cooperation between experts and consumers.
2) Situation analysis of main terminals, where petrol throughput is 93% of total petrol
throughput in country terminals, showed:
 There are no terminals, which fully meet requirements of EU directive 94/63/EC. The
most ready are JSC “Lietuva Statoil”. JSC ”Lukoil Kėdainiai” and JSC ”AveMatrox”;
 If total terminals capabilities are sufficient, then their technological level is inadequate
and reconstruction is essential. Only in JSC ”Lietuva Statoil” terminal is using modern
truck tanker bottom loading technology and petrol throughput is 2,26% of total
throughput there. In other terminals rail way tanks and truck tanks is top loading, so
97.74% of total throughput in petrol terminals;
 If truck tanker bottom loading technology implementation will require only financial
investments and time, then today implementation of rail ways tanks bottom loading is
not possible, because:
1) There are no rail way tanks with bottom loading technology
2) There are no needed unloading installation in other terminals, it is impossible to do
vapour balancing, and for that there is a need of changing construction of all operating
rail way tanks
3) 52% total throughput of petrol terminals (70% SC “Mažeikių nafta” terminal petrol
throughput) is petrol export to past Soviet Union republics and there are 1) and 2)
factors also.


1)
2)
3)
3.
Examining 69 tanks, which total capacity is 310680m3 only 12 meet EU requirements
and their capacity is 28480 m3, it is only 9.17 % from total capacity of all tanks. From
other side PE “Subaciaus kuro bazė” all unsatisfactory tanks are not used 2 years
already. So, really 49 tanks are exploited, and only 12 from them are suitably installed;
there are no petrol vapour recovery units (VRU) in terminals. According to that over 90
% of used petrol in Lithuania is with (MTBE) additives, so it is purposeful to use
emission membrane procedure in VRU. According to research in JSC “Mazeikių
nafta” terminal, which throughput is 74,5% of total petrol throughput in terminals we
can see:
really only petrol vapour collection in procedure of direct loading is possible and VOC
amount depends on operation time and petrol vapour intensive.
Although during loading vapour collection will be used, but during unloading it is
impossible, because consumers don’t have suitable installation and rail tank is not
applied for this too. It is important that 70% users – past SU republics, where EU
directives are not applied.
Left in rail way tank and gathered to terminal VOC amount is very low and according
to statistic analysis, average concentration will not increase 43 g/m3
Accomplished analysis let to establish essential structure components of terminals
reconstruction. It showed that expense are relateds to VRU, tanker truck bottom loading
technology, automated tanks detection systems, terminals inventory statistical
evaluation systems and monitoring, storage installations implementation or
reconstruction. They can be calculated and evaluated according to variable suggestions
of producers, but implementation of these procedures lets to control only 23,7% of total
petrol throughput losses reduction to regulated level. Petrol loading to rail tanks and
unloading from them in terminals technology reconstruction is 76,3% of total petrol
throughput. Calculation of expenses is very complex task, and it depends on chosen
reconstruction level in these procedures. In reality there are tree cases:
14
1) Reconstruction of JSC “Mažeikių nafta” terminal petrol loading to rail way tanks
technology, unloading in other terminals technology and tanks construction (full
construction);
2) Reconstruction of JSC “Mažeikių nafta” terminal petrol loading to rail way tanks
technology, unloading in other terminals technology, not changed only tanks
construction (construction of terminals);
3) Reconstruction of JSC “Mažeikių nafta” terminal petrol loading to rail way tanks
technology, not changed unloading in other terminals technology and tanks
construction (reconstruction of JSC “Mažeikių nafta” terminal);
The third and the second cases are related to technical and financial problems, but the first
case requires additional political decision and adequate actions in third countries, past SU
region.
4.Analised alternative cases of terminal reconstruction showed:
1) Implementation of EU directives and LAND 35-2000 regulation in working terminals
during 2002-2003 require to get and to assimilate from 54.8 to 69.5 millions Lt. Direct
financial investments.
2) In reality expenses will be larger, because indirect financial expenses will join.
3) Possible minimal total profit yearly revenue because of recovered petrol selling, waste
tax decreasing, excise and value added tax canceling for recovered petrol will be
1,45% of minimal direct investments, and maximal - 2,38% of maximal direct financial
investments
4) Analysis of possible incomes factors showed that:
 incomes for recovered petrol can be 48% of total possible revenue
 incomes for waste tax decreasing can be 0,38% of total possible revenue. It shows
present not effective influence of this factor to VOC management process.
 incomes for excise tax canceling for recovered petrol can be 36,1% of total possible
revenue
 incomes for value added tax canceling for recovered petrol can be 15,1% of total
possible revenue
5) Suggested alternative reconstruction cases in terminals “Mažeikių nafta”, “Juodeikių
nafta” and “Subaciaus kuro bazė” will let to save 5% - 25% of direct investments.
6. Total throughput in 626 service stations is about 23% of total petrol throughput in
country terminals, according to EU directives and LAND 35-2000 regulation, they are
classified to 5 groups:
1) Service stations, which petrol throughput is over 1000 m3/year;
2) Service stations not in the towns, which petrol throughput is over 500 m3/year;
3) Service stations in the towns, which petrol throughput is over 100 m3/year;
4) Service stations not in the towns, which petrol throughput is under 500 m3/year;
5) Service stations in the towns, which petrol throughput is under 100 m3/year;
Analysis of situation showed, that:
 The first group service stations number in total service stations amount is about 31%
and their petrol throughput is 64 % of total throughput. Established that 84% of service
stations in this group meet the requirements of EU directive and LAND 35-2000
regulation;
 The second group service stations number in total service stations amount is about
7,3% and their petrol throughput is 5,7 % of total throughput. Established that 52% of
service stations in this group meet the requirements of EU directive and LAND 352000 regulation;
 The third group service stations number in total service stations amount is about 40,2%
and their petrol throughput is 23% of total throughput. Established that 31% of service
15
stations in this group meet the requirements of EU directive and LAND 35-2000
regulation;
 The fourth group service stations number in total service stations amount is about
21,4% and their petrol throughput is 64,8% of total throughput. Established that 26,9%
of service stations in this group meet the requirements of EU directive and LAND 352000 regulation. But to service stations of these group according to the requirements of
EU directive 4 point and LAND 35-2000 regulation sub-point 27.2 can be applied
exceptions;
 There are not service stations of the fifth group
6. Analysis of alternative cases of terminal reconstruction showed:
1) Implementation of EU directives and LAND 35-2000 regulation in working the first,
second and third groups service stations during 2002-2003 require to get and to
assimilate from 29 to 76.8 millions Lt. direct financial investments.
2) In reality expenses will be larger, because indirect financial expenses will join.
3) Possible minimal total profit yearly revenue because of recovered petrol selling, waste
tax decreasing, excise and value added tax elimination for recovered petrol will be
2,7% of minimal direct investments, and maximal - 2,1% of maximal direct financial
investments
7. Really implementation of EU directives and LAND 35-2000 regulation in working
terminals and service stations during 2002-2003 require to get and to assimilate from 83,6
to 146,3 millions Lt. direct financial investments. Established reconstruction will make
assumptions to manage VOC emission from petrol and to decrease their amount until 47%.
16
1. Petrol terminals
After performing full assessment of accordance to EU directives of petrol terminals,
including JSC “Klaipėdos nafta” terminal, presented in the 1st Appendix of this study, it is
determined, that:
 only JSC “Klaipėdos nafta” terminal which only this year began to operate can be
considered fully meet attitudes of EU directive 94/63/EC and with condition that
stand of petrol tanks bottom loading will be implemented. The most ready among
other terminals is JSC “Lietuva Statoil”, JSC “Lukoil Kėdainiai” ir JSC “AveMatrox”;

if total terminals capability is sufficient, then their technological level is
insufficient and reconstruction is required. Only in JSC “Lietuva Statoil” modern
truck tanker bottom loading technology is used, and it’s petrol throughput makes
2.26% of total annual throughput in petrol terminals. In other terminals rail way
tanks and truck tanks are top loading, that is 97.74% of total annual throughput in
petrol terminals;

If truck tanker bottom loading technology implementation will require only
financial investments and time, today implementation of rail ways tanks bottom
loading is not possible, because:
1) There are no railway tanks with bottom loading technology;
2) There is no needed unloading installation in other terminals, so it is
impossible to do vapour balancing, and for that there is a need of changing
construction of all operating railway tanks;
3) 52% of total throughput of petrol terminals (70% SC “Mažeikių nafta”
terminal petrol throughput) is petrol export to past Soviet Union republics and there
1) and 2) factors also exists.

Examining 74 tanks, which total capacity is 355680m3 only 17 meet EU
directives requirements and their capacity is 73480 m3, that is only 20.65 % of total
capacity of all tanks. From the other side all unsatisfactory tanks of PE “Subaciaus
kuro bazė”, which comparative weight is 42.17% (150 000 m3) have not been used
2 years already. So, today 54 tanks are exploited, and only 17 of them are suitably
installed;

there are no petrol vapour recovery units (VRU) in terminals, except JSC
“Klaipedos nafta”, where VRU and vapour burning unit (VBU) exist by the railway
tanks filling trestle, but they are not functioning, because tank trucks and railway
tanks are not filled there. Considering that above 90% of used petrol in Lithuania is
with metiltetrbutileter (MTBE) additives, it is purposeful to use procedure of
separation with membrane. According to that over 90 % of used petrol in Lithuania
is with (MTBE) additives, so it is purposeful to use emission membrane procedure
in VRU. Furthermore, according to research in JSC “Mazeikių nafta” terminal,
which throughput is 74,5% of total petrol throughput in terminals we can see that:
1) really only petrol vapour collection in procedure of direct loading is possible and
VOC amount depends on operation time and petrol vaporisation intensity;
2) Although during loading vapour collection will be used, but during unloading it is
impossible, because consumers don’t have suitable installation and rail tank is not
applied for this too. Even in JSC “Klaipedos nafta” terminal rail trestle where
17
vapour recovery unit exist, at best VOC can be only burned by VBU. It is also
important that 70% users are past SU republics, where EU directives attitudes are
not scheduled.
3) Left in rail way tank and gathered to terminal VOC amount is very low and
according to statistic analysis, average concentration will not exceed 43 g/m3.
Accomplished analysis let to establish essential structure components of terminals
reconstruction. It showed that expenses are related to VRU, tanker truck bottom loading
technology, automated tanks detection systems, terminals inventory statistical evaluation
systems and monitoring, storage installations implementation or reconstruction. They can
be calculated and evaluated according to various suggestions of producers, but
implementation of these procedures lets to control only 23,7% of total petrol throughput
losses reduction to regulated level. Petrol loading to rail tanks and unloading from them in
terminals technology reconstruction is 76,3% of total petrol throughput. Calculation of
expenses is very complex task, and it depends on chosen reconstruction level in these
procedures. Generally there are four cases:
4)
Reconstruction of JSC “Mažeikių nafta” terminal petrol loading to rail way
tanks technology, unloading technology in all other terminals (including terminals
through which petrol export is performed) and construction of all rail tanks. (full
reconstruction of terminals and rail tanks);
5)
Reconstruction of JSC “Mažeikių nafta” terminal petrol loading to rail way
tanks technology, unloading technology in all other terminals, without changing
rail tanks construction and export is performed only through JSC “Klaipedos
nafta” terminal, that is by ships (full terminal reconstruction and minimisation
of petrol export by rail)
6)
Reconstruction of JSC “Mažeikių nafta” terminal petrol loading to rail tanks
loading technology, unloading technology in other terminals, without changing
rail tanks construction (terminals reconstruction);
7)
Reconstruction of JSC “Mažeikių nafta” terminal petrol loading to rail way
tanks technology, without changing rail tanks construction and unloading
technology in other terminals (reconstruction of JSC “Mažeikių nafta”
terminal);
If the third, the second and the fourth cases are related to technical, financial and
internal problems, the first case requires additional political decision and adequate actions
in third countries, past SU region.
1.1. Terminals reconstruction program
Considering to above presented conclusions and existing working conditions of all
petrol terminals we prepared the program of all petrol terminals reconstruction wich can be
implemented by one of four possible cases:
1 case
Implementation of new technologies and installations:
 Implementation of vapour recovery units, their connection to terminal
technological system;
18





Implementation of tank trucks bottom loading technologies, their connection to
terminal technological system;
Implementation of new tank trucks, fitted to bottom loading;
Implementation and validation of automated tanks measuring systems;
Implementation of piping tightness control and petrol vapour monitoring tools;
Implementation and validation of terminal inventory statistical assessment
systems.
Reconstruction of existing installations:
 Reconstruction of stationery tanks: installation of seal rings and pontoons or
change of existing inefficient pontoons to new, adequate to EU directive
requirements, implementation of control tools and connection to terminal
technological system;
 Reconstruction of rail tanks loading technology;
 Reconstruction of rail tanks unloading technologies in all terminals (including
terminals through which petrol export is performed);
 Reconstruction of all rail tanks.
2 case
Implementation of new technologies and installations:
 Implementation of vapour recovery units, their connection to terminal
technological system;
 Implementation of tank trucks bottom loading technologies, their connection to
terminal technological system;
 Implementation of new tank trucks, fitted to bottom loading;
 Implementation and validation of automated tanks measuring systems;
 Implementation of piping tightness control and petrol vapour monitoring tools;
 Implementation and validation of terminal inventory statistical assessment
systems.
Reconstruction of existing terminals:
 Reconstruction of stationery tanks: installation of seal rings and pontoons or
change of existing inefficient pontoons to new, adequate to EU directive
requirements, implementation of control tools and connection to terminal
technological system;
 Reconstruction of rail tanks loading technology;
 Reconstruction of rail tanks unloading technologies only in Lithuania terminals;
 Reconstruction of all rail tanks.
Reconstruction of petrol supply technologies:
 Expand possibilities of petrol supply using ships. To supply exported petrol
only by ships through JSC Klaipedos nafta” terminal;
 Minimize number of rail tanks used in Lithuanian internal market, by
eliminating from petrol supply technological process excess number of rail
tanks;
19
3 case
Implementation of new technologies and installations:
 Implementation of vapour recovery units, their connection to terminal
technological system;
 Implementation of tank trucks bottom loading technologies, their connection to
terminal technological system;
 Implementation of new tank trucks, fitted to bottom loading;
 Implementation and validation of automated tanks measuring systems;
 Implementation of piping tightness control and petrol vapour monitoring tools;
 Implementation and validation of terminal inventory statistical assessment
systems.
Reconstruction of existing terminals:
 Reconstruction of stationery tanks: installation of seal rings and pontoons or
change of existing inefficient pontoons to new, adequate to EU directive
requirements, implementation of control tools and connection to terminal
technological system;
 Reconstruction of rail tanks loading technology;
 Reconstruction of rail tanks unloading technologies only in Lithuania terminals;
4 case
Implementation of new technologies and installations:
 Implementation of vapour recovery units, their connection to terminal
technological system;
 Implementation of tank trucks bottom loading technologies, their connection to
terminal technological system;
 Implementation of new tank trucks, fitted to bottom loading;
 Implementation and validation of automated tanks measuring systems;
 Implementation of piping tightness control and petrol vapour monitoring tools;
 Implementation and validation of terminal inventory statistical assessment
systems.
Reconstruction of existing terminals:
 Reconstruction of stationery tanks: installation of seal rings and pontoons or
change of existing inefficient pontoons to new, adequate to EU directive
requirements, implementation of control tools and connection to terminal
technological system;
 Reconstruction of rail tanks loading technology;
Size of terminals reconstruction program and quantitative differences between possible
cases provided in the Table 13
20
Nr.
1.
2.
Reconstruction object and goal
Installation of the first stage of terminal VRU for
implementation of EU directive attitude (VOC rate
10-35 g/m3)
Installation of terminal VRU second stage to
implement LAND 35-2000 attitude (LOJ rate
150 mg/m3)
Table 13
Case and number of
objects
1
2
3
4
6
6
6
6
6
6
6
6
3.
Reconstruction of terminal tanks
4
4
4
4
4.
Implementation of automated terminal tanks measuring
systems
4
4
4
4
5.
Reconstruction of JSC “Mazeikiu nafta” rail trestle
1
1
1
1
6.
Minimisation of rail tanks park
7.
Reconstruction of rail tanks
8.
Reconstruction of terminal rail tanks unloading stands
4
8
4
9.
Implementation of terminal tank trucks bottom loading
stands
5
5
5
5
10.
Reconstruction of terminal tank trucks top loading
stands
4
4
4
4
11.
Implementation of terminal piping tightness control
tools
7
7
7
7
12.
Implementation of terminal petrol vapours monitoring
tools
7
7
7
7
13.
Implementation of terminal inventory statistical
analysis system
6
6
6
6
250
1715
21
1.2. Evaluation of costs and outcomes of petrol terminals reconstruction
Evaluation of direct financial investments needed to petrol terminal reconstruction
illustrates Figures 4 – 7.
1 case
thousands LT
50000
40000
30000
20000
10000
0
1
2
3
4
5
6
7
8
9
10
11
12
13
12
13
Table cost position
Min.
Max.
Figure 4. Distribution of reconstruction costs in the first case
thousands LT
2 case
40000
35000
30000
25000
20000
15000
10000
5000
0
1
2
3
4
5
6
7
8
9
10
11
Table cost position
Min.
Max.
Figure 5. Distribution of reconstruction costs in the second case
22
3 case
Thousands LT
40000
30000
20000
10000
0
1
2
3
4
5
6
7
8
9
10
11
12
13
Table cost position
Min.
Max.
Figure 6. Distribution of reconstruction costs in the third case
4 case
Thousands LT
40000
30000
20000
10000
0
1
2
3
4
5
6
7
8
9
10
11
12
13
Table cost position
Min.
Max.
Figure 7. Distribution of reconstruction costs in the fourth case
As we see in Figures 4 – 7, most direct investments requires reconstruction of JSC
“Mazeikiu nafta” terminal rail trestle which is essential in all cases. While estimating it is
required to remember that real costs in every case would increase because of indirect
financial investments, related with implementation of specific tool. The first case is more
theoretic because of current economical and political conditions its practical realisation is
impossible.
The integrated assessment of arrangement of all terminals and services stations existing
in Lithuania, according to requirements of EU directive and regulation LAND 35-2000,
could be calculated in mathematical form:
EV 
 TI  SB 
IS
(1)
23
here
EV – rate of investments economical assessment effectiveness Lt/t;
TI – direct financial costs, Lt;
SB – annual quantity of saved petrol, Lt;
IS – annual VOC emission reduction, t.
Values of EV investments economical assessment effectiveness rate EV (minimal –
maximal) in cases would be:
First case, thousands Lt/t
36,14
44,46
Second case, thousands Lt/t
33,35
33,73
Third case, thousands Lt/t
67,33
68,25
Fourth case, thousands Lt/t
134,27
205,45
24
2. Petrol service stations
Total petrol throughput makes about 23% of total petrol throughput in state terminals
and considering to EU directive and regulation LAND 35-2000 attitudes they are brought
under 5 groups:
6) Service stations with petrol throughput above 1000 m3/year;
7) Service stations not in the city with petrol throughput above 500 m3/year;
8) Service stations in the city, with petrol throughput above 100 m3/year;
9) Service station not in the city, with petrol throughput under 500 m3/year;
10) Service stations in the city, with petrol throughput under 100 m3/year;
After performing full analysis of petrol service stations working and assessment of
accordance to EU directive 94/63/EC and LAND 35 – 2000 requirements it is determined
that:
 The number of service stations of the first group in the common number of
service stations makes about 31% and annual petrol throughput in them reaches
64% of general petrol throughput in service stations. It is determined that about
84% of this group accord to attitudes of EU directive and regulation LAND 352000;
 The number of service stations of the second group makes about 7,3% of the
common number of service stations and annual petrol throughput in them reaches
5,7% of all petrol throughput in service stations. It is determined that about 52%
of this group accord to attitudes of EU directive and regulation LAND 35-2000.
 The number of service stations of the third group makes about 40,2% of the
common number of service stations and annual petrol throughput in them reaches
23% of general petrol throughput in service stations. It is determined that about
31% of this group accord to attitudes of EU directive and regulation LAND 352000;
 The number of service stations of the fourth group makes about 21,4% of the
common number of service stations and annual petrol throughput in them reaches
6,8% of all petrol throughput in service stations. It is determined that about 26,9%
of this group accord to attitudes of EU directive and regulation LAND 35-2000.
But exceptions may be applied for the service station of these group accordingly
to EU directive item 4 and LAND 35-2000 item point 27.2;
 Service stations of the fifth group do not exist;
Service stations which need EU directive implementation (I, II and III group) and
which technical level doesn’t meet requirements of EU directives reconstruction is essential
– from new tanks to petrol accounting system, especially for petrol tanks and arterial pipes
hermetic and vapour assembling. But there is no much time for that. From the other side,
many tank trucks are not acceptable for assemble VOC, and promotion reduce petrol
damages in reality. So, as alternative case, possible petrol throughput limitation and
reducing in some II group service stations not in the cities until less than 500 m3/year,
making possibility to accept EU directives and LAND 35-2000 exemptions. From the other
side petrol in need in districts can satisfy 4 group service stations, by transfering such
service station from the IV to the II group. Obviously that III group not suitable services
stations can be compensated by larger capabilities of the I group service stations.
25
2.1. Petrol service stations’ reconstruction program
Considering to above presented conclusions and existing petrol service stations
working conditions we prepared reconstruction program of all petrol stations which
includes:
Implementation of new technologies and installations:
 Installation of new tanks with integrated fuel quantity accounting system;
 Implementation of installation of petrol vapour return to tanks their connection to
service station’s technological system;
 Implementation of underground tanks state monitoring systems and groundwater
impurity control equipment;
 Implementation of piping tightness control and petrol vapours monitoring tools;
 Implementation and validation of service station’s statistical evaluation systems.
Reconstruction of existing installations:
 Modernisation of existing tanks;
 Modernisation of existing fuel dispensers;
 Modernisation of existing piping and other communications;
This program can be realised by one of these possible four cases:
1 case. All existing service stations, which need implementation of attitudes of EU
directive and LAND 35-2000 are reconstructed (100% of VOC emission from annual
petrol throughput is recovered).
2 case. Not all existing service stations are reconstructed, but activity of not city existing
service stations, which do not meet requirements of EU directive and LAND 35 –2000, is
limited, by rationing petrol annual throughput (80% of VOC emission from annual petrol
throughput is recovered);
3 case. Unsuitable service stations in cities are closed and in suitable service stations of
cities throughput and capabilities of operating are increased (70% of VOC emission from
annual petrol throughput is recovered);
4 case. Combined, when 2 and 3 cases are joined unified (50% of VOC emission from
annual petrol throughput is recovered).
In all cases the same structural components of service stations’ reconstruction plan are
essential, differs only quantity and size of financial needs, which are provided in the Table
15.
Table 15
Nr. Costs purpose
Case and cost, thousands Lt
1
2
3
4
1.
Tanks
18982
16276
10456
7750
2.
Piping
5850
4530
4110
2790
3.
Dispensers
39500
32900
22100
15500
4.
Control systems
6350
5360
2850
1860
5.
Accounting
6120
5460
1745
1085
systems
TOTAL:
76802
64526
41261
28985
26
2.2. Assessment of petrol service stations reconstruction costs and outcomes
As we see from the structure of petrol service stations’ reconstruction program (look to
the Table 15), purpose of 1, 2 ir 3 costs directly pointed to reduction of petrol losses and
VOC returning to the tank, purpose of item 4 costs is to realise service stations’
environmental control functions, and finally, costs of item 5 makes assumptions for
management of VOC emission process.
Evaluation of direct financial investments, needed for petrol service stations’ reconstruction
is illustrated in Figure 8.
Analysed possibilities of service stations reconstruction’s alternative cases showed that:
40000
thousands Lt
35000
30000
25000
20000
15000
10000
5000
0
Tanks
Piping
1 case
2 case
Dispenser
3 case
Control
systems
Accounting
systems
4 case
Figure 8. Distribution of service stations’ reconstruction costs
As we see, implementation of the second and the third case would require the least of
financial investments. But it is only direct financial investments and these values will
significantly increase, although proportionally, by adding indirect financial costs related
with designing, constructing and mounting works, tariffs of taxes and other services.
Evaluation of integrated arrangement of all petrol service stations according to attitudes
of EU directive and LAND 35-2000 on a country scale will be performed according to
already discussed equation (1). Values of effectiveness rate EV of service stations’
reconstruction in cases would be:
First case, thousands Lt/t
127,86
Second case, thousands Lt/t
134,37
Third case, thousands Lt/t
97,75
Fourth case, thousands Lt/t
96,11
27
3. Preliminary assessment of petrol terminals and service stations reconstruction
outcomes
According to executed research for implementing of attitudes of EU directive 94/63/EC
and LAND 35-2000 in operating terminals and service stations until 2008 year from 84,9
mln Lt to 201,3 mln Lt of direct investments must be received and assimilated. Really,
costs will be larger, because indirect financial costs will be added. Implemented
reconstruction would make assumptions to manage VOC emission from petrol and to
reduce significantly its quantity by 47% - 84%, dependently on chosen reconstruction
cases realisation.
Executing petrol terminals and service stations reconstruction according to presented
plan of actions for implementation of attitudes of EU directive 94/63/EC and LAND 352000 in existing terminals and service stations until 2008 years from 86,3 mln Lt to 116,8
mln Lt of direct investments must be received and assimilated. Performed reconstructions
would make assumptions to manage VOC emission from petrol and significantly reduce
their quantity by 67% - 84%, dependently on how much scheme of petrol supply for
export will be reoriented, petrol supply by rail will be eliminated or reduced. In any case, a
very important element in implementing petrol terminals and service station reconstruction
action plans could be elimination value added tax and excise duty for recuperated petrol or
increasing of pollution tax.
28