Entec Report

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
European Commission (DG Environment) Stage II Petrol Vapour Recovery - Final Report
(Contract 070501/2004/379928/MAR/C1) 17 May 2005 Entec UK Limited
Issued by
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 h:\projects\em-260\13000 projects\13233 stage ii vocs\c client\reports\final issue 1\13233ca065i1 - final report 170505.doc
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Document Revisions
No 0 1 Details Final report for client comment Final report taking client comments into account Date 12/4/05 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
Uptake of Stage II in the 25 Member States and Three Candidate Countries
Country
% 2005 EU25+3 Petrol Throughput

1.5% 1.7%
Details of Stage II Controls
Austria Belgium
Legislation requiring Stage II for all petrol stations by 1998 at latest. Brussels Capital Legislation to apply to all stations by 2007 (except if <500m and not situated below buildings). 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.
3 3
Cyprus Czech Rep. Denmark
0.2% 1.6% 1.5%
No legislation. New stations fit below-ground pipework. Legislation in place requiring Stage II for all stations by 2004 with currently 86% of petrol stations having Stage II. Legislation in place for all stations >500m by year 2000 at latest.
3
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Country
% 2005 EU25+3 Petrol Throughput

0.3% 1.4% 11.2% 22.3% 2.6% 1.2% 1.3% 13.2% 0.2% 0.3% 0.5% 0.1% 3.2% 4.0% 1.7% 0.6% No legislation.
Estonia Finland France Germany Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta Netherlands Poland Portugal Slovakia
No legislation. 16% currently have Stage II; new stations fit below-ground pipework. Legislation in place for new stations (>500m ) by 2001 and existing (>3,000 m ) stations by 2002. Legislation in place for all new stations and existing stations >1,000m by 1997. No legislation. Legislation in place for all stations >100m by 2003 at latest. No legislation. Legislation requiring Stage II for all petrol stations by 2000 at latest. Legislation in place for all new stations >100m from 2000. Legislation in place for new stations >100m (>500m in rural areas). Applies to all stations by 2007. Legislation requiring Stage II for all petrol stations by January 2005 at latest. No legislation. Legislation in place for all stations >500m by 1999. Legislation in place for all stations >100m by end of 2005 No legislation. 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. Legislation applies to all new petrol stations and those that are reconstructed. No legislation. Legislation in place for all stations >100m (with some exemptions). By 1995 at latest. Legislation planned, subject to consultation. Note that legislation on Stage II is not included in the baseline emissions estimates for this study. No legislation but the majority of petrol stations have Stage II controls in place. No legislation. No legislation.
3 3 3 3 3 3 3 3 3 3 3
Slovenia Spain Sweden UK Bulgaria Croatia Romania Total
0.7% 6.6% 3.1% 16.9% 0.5% 0.5% 1.3% 100.0%
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
Refuelling Filling storage tanks Spillage Tank breathing Total 87.2 5.7 10.4 15.5 118.9
2015
84.3 5.7 10.3 15.5 115.8
2020
86.8 5.9 10.7 16.0 119.4
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
Austria Belgium Denmark Finland France Germany
2010
0.89 1.09 1.06 1.94 11.17 13.21
2015
0.87 1.08 0.99 1.82 8.39 12.95
2020
0.91 1.12 0.96 1.81 8.53 13.37
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Country
Greece Ireland Italy Luxembourg Netherlands Portugal Spain Sweden United Kingdom Cyprus Czech Republic Estonia Hungary Latvia Lithuania Malta Poland Slovakia Slovenia Bulgaria Croatia Romania Total
2010
5.37 3.16 9.28 0.30 2.49 4.37 13.40 1.85 36.80 0.42 0.98 0.54 0.88 0.26 0.28 0.16 2.67 0.43 0.74 0.40 1.23 3.48 118.9
2015
5.41 3.18 8.95 0.28 2.54 4.52 13.47 1.72 35.67 0.44 1.03 0.57 0.94 0.27 0.33 0.17 3.14 0.50 0.54 0.46 1.38 4.21 115.8
2020
5.58 3.30 8.89 0.28 2.73 4.77 13.72 1.70 36.42 0.45 1.07 0.58 0.96 0.28 0.37 0.18 3.66 0.58 0.40 0.52 1.45 4.81 119.4
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
00 - Uncontrolled 01 - Business as usual - 60 kPa
Description
Assumes no Stage IB or Stage II controls in place in any country (i.e. completely unabated Stage II emissions). Assumes Stage II controls implemented in Member States as currently planned. Assumes current requirements on maximum RVP of petrol (60 kPa in most countries). Same as Scenario 01 but with a maximum RVP of 70 kPa where the current maximum is 60 kPa. 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.
02 - Business as usual - 70 kPa 03 - EU Stage II at >3000m from 2010

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.
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 2010 2015 2020 313.5 312.5 322.9
BAU
118.9 115.8 119.4
Scenario 03
87.4 84.7 87.5
Scenario 04
70.9 70.7 73.0
Scenario 05
118.9 115.8 73.0
Scenario 06
100.0 80.1 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 Country Comparison of Scenarios for 2010 Emissions reduction compared to BAU (t)
31,499
Remaining emissions from petrol stations (t)

313,538 118,862 123,463 87,362
Total annualised cost (k)
Savings from recovered petrol (k)

18,882
Cost per tonne of VOC (/t) (excluding recovery)

2,733
Cost per tonne of VOC (/t) (including recovery)

2,134
00 - uncontrolled 01 - BAU, 60kPa 02- BAU, 70kPa 03a - Stage II at 3 >3000m in 2010 (60kPa) 03b - Stage II at 3 >3000m in 2010 (70kPa) 04a - Stage II at 3 >500m in 2010 (60kPa) 04b Stage II at 3 >500m in 2010 (70kPa) 06a - Stage II at new/rebuilt stations only (60kPa) 06b - Stage II at new/rebuilt stations only (70kPa)
86,100
32,139
91,323
86,100
19,265
2,679
2,080
47,922
70,940
180,859
28,726
3,774
3,175
49,483
73,980
180,859
29,661
3,655
3,056
18,892
99,970
39,600
11,324
2,096
1,497
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
Implications of Legislation in UK for Scenarios 3 and 6 in EU25+3
Scenario
Emissions reduction (t)
Remaining emissions (t)

3,680 2,675

3,080 2,075
Scenario 03a Scenario 06a
9,038 10,870
87,362 85,530
33,258 29,072
5,417 6,516
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.
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. Liquid or gaseous fuel for transport produced from biomass. California Air Resources Board. European Union. EU25+3 includes the 25 current Member States plus the Candidate Countries Bulgaria, Croatia and Romania. International Institute for Applied Systems Analysis. KiloPascals (Pascals x 103) Kilotonnes (tonnes x 103) Not applicable. Light emitting diode. National Emission Ceilings Directive (2001/81/EC) 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). Petajoules (joules x 1015). Petrol Vapour Recovery. 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. 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). Recovery of petrol vapours during refuelling of vehicles at service stations. 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. The total annual quantity of petrol unloaded and/or sold at a
Biofuel CARB EU
IIASA kPa kt n.a. LED NECD Petrol
PJ PVR Reid Vapour Pressure (RVP)
Stage I
Stage II True vapour pressure (TVP)
Throughput
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service station. UNECE UST Vapour VOC United Nations Economic Commission for Europe Underground storage tank. Taken to mean any gaseous compound which evaporates from petrol. 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.
Introduction
1.1 1.2 1.3 1.4 1.5 1.6 Basis for this Study Aims and Objectives VOC Emissions in the European Union Petrol Vapour Recovery Stage I Petrol Vapour Recovery Stage II Approach to the Study
1
1 1 2 4 5 7
2.
Survey of Member States and Candidate Countries

2.1 2.1.1 2.1.2 2.2 2.3 2.4 2.5 2.6 Data Collation and Collation Consultation Exercise Data Included in Appendix A Petrol Throughput and Projections Overview of Stage II Implementation by Country Technical Requirements Vapour Pressure of Fuels Implementation of Directive 94/63/EC
9
9 9 9 9 11 13 14 14
3.
Hydrocarbon Efficiency and Stage II Effectiveness in the Field

3.1 3.1.1 3.1.2 3.2 3.2.1 3.2.2 3.3 Hydrocarbon Abatement Efficiency of Stage II Measuring hydrocarbon abatement efficiency Typical efficiencies achieved in practice Key factors influencing Stage II effectiveness Air/liquid ratio Effectiveness of equipment and importance of monitoring Assumed abatement efficiency
19
19 19 20 22 22 22 26
4.
Cost of Stage II Techniques

4.1 4.2 Elements of Stage II Costs Stage II Costs Used in this Study
27
27 28
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5.
VOC Emissions Projections

5.1 5.2 5.2.1 5.2.2 5.3 5.3.1 5.3.2 5.3.3 5.3.4 5.4 5.5 Basis of Emissions Estimation Assumptions and Approach on Vapour Pressure Fuel Quality, RVP and the Biofuels Directive Consideration of RVP within the estimation of emissions Emissions Scenarios Overview Uncontrolled emissions BAU controlled emissions Scenario emissions Emissions Estimation Spreadsheet Model Business as Usual Assumptions on Stage I and II Implementation
31
31 33 33 34 34 34 35 36 36 36 37
6.
Possible European Union Emissions Reductions and Costs

6.1 6.2 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 6.3.1 6.3.2 6.3.1 6.3.2 6.3.3 6.3.4 6.3.5 6.4 6.5 6.6 Stage II Implementation Options Considered Potential Emissions and Possible Reductions 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 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 Sensitivity Analysis on Key Scenarios Comparison with Other Measures
39
39 40 40 40 42 42 43 44 44 45 46 46 46 48 50 50 51 52 54 55 61
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7.
Conclusions
7.1 7.2 7.3 Current Uptake of Stage II and Emissions Reductions Potential Further Reductions and Associated Costs Uncertainties
65
65 66 69
8.
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 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
71
ii 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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Final Report 2
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).
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. 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

Austria Belgium Cyprus Czech Rep. Denmark Estonia Finland France Germany Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta Netherlands Poland Portugal Slovakia Slovenia Spain Sweden UK Bulgaria Croatia Romania Total
2000
190 242 13 242 128 34 171 1541 1527 280 169 88 1738 46 75 13 5 264 582 260 88 54 1120 305 1472 n.a. n.a. 347 10,994
2005
170 182 9 196 93 32 155 1195 1236 229 139 70 1391 50 65 10 3 221 498 204 77 39 1001 267 1112 n.a. n.a. 359 9,006
2010
152 149 6 146 73 25 125 1009 1048 167 111 54 984 41 57 8 2 210 417 170 67 29 792 220 946 n.a. n.a. 349 7,360
2015
143 148 6 128 62 19 109 934 863 150 100 49 823 32 48 8 2 205 359 160 64 23 732 195 891 n.a. n.a. 297 6,551
2020
139 147 6 120 58 17 97 923 776 144 91 46 734 28 44 8 2 203 321 163 65 20 700 179 878 n.a. n.a. 242 6,152
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
Storage installations at terminals
Timescale and Petrol Throughput Requirements

31 December 1995 for new installations. 31 December 1998 for existing installations unloading > 50,000 t/yr. 31 December 2001 for existing installations unloading > 25,000 t/yr. 31 December 2004 for all other existing installations.
st st st st st st st st st
Loading and unloading of mobile containers at [1] terminals
31 December 1995 for new terminals (road/rail/vessels). 31 December 1998 for existing terminals >150,000 t/yr (road/rail/vessels). 31 December 2001 for existing terminals > 25,000 t/yr (road/rail). 31 December 2004 for all other existing terminals (road/rail).
Bottom loading equipment [1] (road tanker gantries)
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
Mobile containers
Timescale and Petrol Throughput Requirements

31 December 1995 for all new containers (road/rail/vessels). 31 December 1998 for existing rail tankers and vessels . When retrofitted for bottom loading for all existing road tankers.
st [2] st
Loading into storage at [3] service stations
31 December 1995 for all new service stations. 31 December 1998 where > 1000 m /yr or where located under living/working quarters. 31 December 2001 where > 500 m /yr. 31 December 2004 for all other service stations.
st st 3 st 3
st
[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] 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.
3 3
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 vehicles 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
2.1.1
Data Collation and Collation

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
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
Country
% of Total EU25+3 Throughput in 2005

1.5% 1.7% 0.2% 1.6% 1.5% 0.3% 1.4% 11.2% 22.3% 2.6% 1.2% 1.3% 13.2% 0.2% 0.3%
Austria Belgium Cyprus Czech Rep. Denmark Estonia Finland France Germany Greece Hungary Ireland Italy Latvia Lithuania
2,432 3,038 262 2,361 2,455 355 2,252 17,662 36,331 4,106 1,699 1,864 21,201 369 472
2,536 2,933 303 2,639 2,576 444 2,337 18,943 37,830 4,356 2,070 2,139 22,371 409 552
2,469 2,849 344 2,863 2,473 504 2,244 18,820 38,205 4,363 2,417 2,230 21,967 465 697
2,408 2,813 356 3,020 2,305 536 2,103 18,357 37,435 4,390 2,578 2,243 21,182 517 811
2,504 2,934 366 3,122 2,248 544 2,088 18,670 38,653 4,527 2,640 2,330 21,051 544 919
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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Country
Projected Petrol Throughput at Service Stations in 000 m3 2000 2005 2010 2015 2020
% of Total EU25+3 Throughput in 2005

0.5% 0.1% 3.2% 4.0% 1.7% 0.6% 0.7% 6.6% 3.1% 16.9% 0.5% 0.5% 1.3% 100.0%
Luxembourg Malta Netherlands Poland Portugal Slovakia Slovenia Spain Sweden UK Bulgaria Croatia Romania Total
735 90 5,124 6,305 2,699 764 1,026 9,865 5,055 27,207 837 804 1,571 158,937
765 102 5,388 6,865 2,916 934 1,171 11,206 5,338 28,688 928 886 2,261 169,885
732 117 5,458 7,893 2,989 1,124 1,219 11,562 4,993 28,686 1,110 942 3,115 172,847
685 125 5,582 9,289 3,088 1,324 1,180 11,618 4,695 27,803 1,282 1,055 3,770 172,551
690 130 6,001 10,815 3,263 1,529 1,178 11,839 4,726 28,391 1,432 1,110 4,307 178,550
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
Uptake of Stage II in the 28 Member States and Candidate Countries
Country
% 2005 Petrol Throughput

1.5% 1.7%
Austria Belgium
Legislation requiring Stage II for all petrol stations by 1998 at latest. Brussels Capital Legislation to apply to all stations by 2007 (except if <500m and not situated below buildings). 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.
3 3
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Country
% 2005 Petrol Throughput

0.2% 1.6% 1.5% 0.3% 1.4% 11.2% 22.3% 2.6% 1.2% 1.3% 13.2% 0.2% 0.3% 0.5% 0.1% 3.2% 4.0% 1.7% 0.6%
Cyprus Czech Rep. Denmark Estonia Finland France Germany Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta Netherlands Poland Portugal Slovakia
No legislation. New stations fit below-ground pipework. Legislation in place requiring Stage II for all stations by 2004 with currently 86% of petrol stations having Stage II. Legislation in place for all stations >500m by year 2000 at latest. No legislation. No legislation. 16% currently have Stage II; new stations fit below-ground pipework. Legislation in place for new stations (>500m ) by 2001 and existing (>3,000 m ) stations by 2002. Legislation in place for all new stations and existing stations >1,000m by 1997. No legislation. Legislation in place for all stations >100m by 2003 at latest. No legislation. Legislation requiring Stage II for all petrol stations by 2000 at latest. Legislation in place for all new stations >100m from 2000. Legislation in place for new stations >100m (>500m in rural areas). Applies to all stations by 2007. Legislation requiring Stage II for all petrol stations by January 2005 at latest. No legislation. Legislation in place for all stations >500m by 1999. Legislation in place for all stations >100m by end of 2005. No legislation. 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. Legislation applies to all new petrol stations and those that are reconstructed. No legislation. Legislation in place for all stations >100m (with some exemptions). By 1995 at latest. Legislation planned, subject to consultation. Note that legislation on Stage II is not included in the baseline emissions estimates for this study. No legislation but the majority of petrol stations have Stage II controls in place. No legislation. No legislation.
3 3 3 3 3 3 3 3 3 3 3 3
Slovenia Spain Sweden UK Bulgaria Croatia Romania Total
0.7% 6.6% 3.1% 16.9% 0.5% 0.5% 1.3% 100.0%
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.
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
Czech Republic
Transition period requested from Directive 94/63/EC

No transition period requested.
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Country
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 O Tarkoil, Rakvere and O Tarkoil, Haapsalu, until 31 December 2006 for the storage installation AS Tartu Terminaal, Krkna, 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 O Tarkoil, Rakvere and O Tarkoil, Haapsalu, until 31 December 2006 for AS Tartu Terminaal, Krkna, 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 Latvia No transition period requested. 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
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 Malta
No transition period requested. 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: 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.
Poland
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
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: Slovenia Bulgaria 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.
No transition period requested. 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. No information available. 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.
Croatia Romania
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
3.1.1
Hydrocarbon Abatement Efficiency of Stage II

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 25C. 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 TV 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 (TV 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 vehicles 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

[1]
Efficiency measured
APEA (1995) APEA (1995)
Germany Sweden
1995 1995
current state of the art 75% under normal conditions 85% under controlled conditions
[1]
APEA (1995) APEA (1995) APEA (1995)
Switzerland USA European systems
1995 1995 1995
[1]
90% 95%
92% when cars were pre-conditioned by heating up the engine
[1] [1]
Average values of 80-82% according to the test method of TV 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
EGTEI model (as described in CITEPA, 2003) UNECE (1999) IIASA (2004b) IP (2000)
Europe
Europe Europe Europe
1999 2004 1995
[1] [1]
Average efficiency of 50-60% was assumed 85% 90% taken from a publication by the US Environmental Protection Agency (US EPA, 1995) 90% Likely to be a high reading compared to other European countries (c. 10% higher) at least 80% on average (readily achievable) 85% 80% can readily be achieved. Some struggle to meet 85% 80 to 85% At least 80% as an achievable recovery performance for any currently available active open system and considering the different types of car filler neck 30 vehicle test efficiencies ranged from 68%-90% with different vehicle types 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. Average recovery efficiencies for a proportional valve controlled system of 90.5%, with the nozzle in the normal position.
Equipment supplier Equipment supplier Equipment supplier Equipment supplier TV Rheinland TV Rheinland
Switzerland Germany UK Europe Germany Germany
1997 1997 1997 2004 1995 1997
TV Rheinland TV Sddeutschland (2002)
Germany Germany
1992 2002
TV Sddeutschland (2002)
Germany
2002
[1] Year when the abatement efficiency was cited from the reference source
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3.2
3.2.1
Key factors influencing Stage II effectiveness

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).
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
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 TV 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
Final Report 25
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) ii) automatically detect faults in the proper functioning of the petrol vapour recovery system and indicate the faults detected to the service station staff; 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; automatically detect faults in its own proper functioning and indicate them to the service station staff; and 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.
iii) iv)
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
2 4
10002000
3 4
20003000
4 4
>3000
Assumed number of dispensers
[1]
1 4
6 4
Number of petrol nozzles per dispenser Capital costs Additional cost of above-ground equipment per dispenser Cost for below-ground pipework (scheduled rebuild) Cost for below-ground pipework (not scheduled rebuild) Total capital cost (above ground equipment only) Total capital cost (during scheduled rebuild) Total capital cost (requiring non-scheduled rebuild) Operating costs (annual) Additional maintenance and testing costs (per nozzle) Total additional maintenance and testing costs Power costs (/dispenser) Total power costs Total operating costs Total annualised costs
[2]
2,500 1,000 15,000 2,500 3,500 17,500
2,500 2,000 20,000 5,000 7,000 25,000
2,500 3,000 25,000 7,500 10,500 32,500
2,500 4,000 30,000 10,000 14,000 40,000
2,500 5,000 35,000 15,000 20,000 50,000
70 280 10 10 290
70 560 10 20 580
70 840 10 30 870
70 1120 10 40 1160
70 1680 10 60 1740
Total annualised cost (above ground equipment only) Total annualised cost (during scheduled rebuild) Total annualised cost (requiring non-scheduled rebuild) Emissions abated and savings VOC emissions recovered (t)
[3]
562 656 1,982
1,123 1,312 3,017
1,685 1,969 4,051
2,246 2,625 5,086
3,369 3,843 6,683
0.24 143.9
[4]
0.72 431.6
1.44 863.2
2.4 1,438.6
3.84 2,301.8
Savings from recovered petrol Cost per tonne of VOC abated
/t VOC (above ground equipment only) /t VOC (during scheduled major rebuild) /t VOC (requiring non-scheduled rebuild)
1,740 2,135 7,657
960 1,223 3,590
570 768 2,214
337 494 1,520
278 401 1,141
[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] 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.
3
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Table 4.2
Assumed Value of Recovered Petrol
2005
Retail price (/l) Net value (/l)
[2] [1]
2010
1.06 0.45
2015
1.07 0.45
2020
1.09 0.47
1.04 0.43
[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). 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.
11
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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 m) 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 m) 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 m) 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 m) 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 m) 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 RVP TEMP
= = =
True Vapour Pressure (bar) Reid Vapour Pressure (kPa) Product temperature (C)
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
5.2.1
Assumptions and Approach on Vapour Pressure

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 exemption17 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. 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 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 2002/159/EC: Commission Decision of 18 February 2002 on a common format for the submission of summaries of national fuel quality data 2002/159/EC: Commission Decision of 18 February 2002 on a common format for the submission of summaries of national fuel quality data Finland, Ireland, Sweden, and the United Kingdom.
13
14
15
16
17
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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 Directives 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
5.3.1
Emissions Scenarios
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. 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
20
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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 cars 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
00 - Uncontrolled 01 - Business as usual - 60 kPa
Description
Assumes no Stage IB or Stage II controls in place in any country (i.e. completely unabated Stage II emissions). Assumes Stage II controls implemented in Member States as currently planned. Assumes current requirements on maximum RVP of petrol (60 kPa in most countries). Same as Scenario 01 but with a maximum RVP of 70 kPa where the current maximum is 60 kPa. 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.
02 - Business as usual - 70 kPa 03 - EU Stage II at >3000m from 2010

3
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
6.2.1
Potential Emissions and Possible Reductions

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
172.2 114.5 10.3 15.5 312.5
2020
177.9 118.3 10.7 16.0 322.9
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
2010
2015
84.3 5.7 10.3 15.5 115.8
2020
86.8 5.9 10.7 16.0 119.4
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
Austria Belgium Denmark Finland France Germany Greece Ireland Italy Luxembourg Netherlands Portugal Spain Sweden United Kingdom Cyprus Czech Republic Estonia Hungary
2010
0.89 1.09 1.06 1.94 11.17 13.21 5.37 3.16 9.28 0.30 2.49 4.37 13.40 1.85 36.80 0.42 0.98 0.54 0.88
2015
0.87 1.08 0.99 1.82 8.39 12.95 5.41 3.18 8.95 0.28 2.54 4.52 13.47 1.72 35.67 0.44 1.03 0.57 0.94
2020
0.91 1.12 0.96 1.81 8.53 13.37 5.58 3.30 8.89 0.28 2.73 4.77 13.72 1.70 36.42 0.45 1.07 0.58 0.96
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Country
Latvia Lithuania Malta Poland Slovakia Slovenia Bulgaria Croatia Romania Total
2010
0.26 0.28 0.16 2.67 0.43 0.74 0.40 1.23 3.48 118.9
2015
0.27 0.33 0.17 3.14 0.50 0.54 0.46 1.38 4.21 115.8
2020
0.28 0.37 0.18 3.66 0.58 0.40 0.52 1.45 4.81 119.4
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
2010
2015
87.4 6.0 10.8 16.1 120.3
2020
90.1 6.2 11.1 16.7 124.0
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
Reduction in refuelling emissions Total remaining emissions 31.5 87.4
2015
31.1 84.7
2020
31.9 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
Reduction in refuelling emissions Total remaining emissions Assumes maximum RVP of 70 kPa. 32.1 91.3
2015
31.7 88.6
2020
32.6 91.4
6.2.5
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
2010
Reduction in refuelling emissions Total remaining emissions 47.9 70.9
2015
45.1 70.7
2020
46.4 73.0
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Table 6.9
Emissions at Service Stations for the EU25+3 with Stage II at >500m3 from 2010 (kt VOC) (Scenario 04b)
2010
Reduction in refuelling emissions Total remaining emissions Assumes maximum RVP of 70 kPa. 49.5 74.0
2015
46.5 73.8
2020
47.8 76.2
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
Throughput 3 (m /year)
Potential reduction from Stage II implementation

4.8 3.8 6.8 5.8 31.5 52.7
Remaining emissions at Service Stations
Reduction as % of total uncontrolled refuelling

3% 2% 4% 3% 18% 30%
Reduction as % of total BAU refuelling emissions

5% 4% 8% 7% 36% 60%
0-500 500-1000 1000-2000 2000-3000 >3000 Total
7.0 7.2 11.9 9.6 30.5 66.2
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
2020
BAU emissions Reduction in refuelling emissions Total remaining emissions Assumes maximum RVP of 60 kPa (with current exemptions) 119.4 46.4 73.0
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 Reduction in refuelling emissions Total remaining emissions Assumes maximum RVP of 70 kPa. 124.0 47.8 76.2
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
Total BAU emissions Reduction in refuelling emissions Total remaining emissions 118.9 18.9 100.0
2015
115.8 35.7 80.1
2020
119.4 51.2 68.2
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
Total BAU emissions Reduction in refuelling emissions Total remaining emissions Assumes maximum RVP of 70 kPa. 123.5 19.6 103.9
2015
120.3 36.9 83.4
2020
124.0 53.0 71.0
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

n/a n/a n/a 3,906 n/a n/a 2,796 2,524 n/a n/a n/a 4,090 3,899 n/a 2,326 3,242 n/a 6,154 n/a n/a n/a 3,475 n/a n/a n/a

n/a n/a n/a 3,307 n/a n/a 2,197 1,925 n/a n/a n/a 3,490 3,299 n/a 1,727 2,642 n/a 5,554 n/a n/a n/a 2,876 n/a n/a n/a
Austria Belgium Denmark Finland France Germany Greece Ireland Italy Luxembourg Netherlands Portugal Spain Sweden United Kingdom Cyprus Czech Republic Estonia Hungary Latvia Lithuania Malta Poland Slovakia Slovenia
0 0 0 448 0 0 40 928 0 0 0 501 5,528 0 22,462 116 0 147 0 0 0 44 0 0 0
893 1,090 1,059 1,495 11,167 13,212 5,333 2,235 9,276 299 2,485 3,869 7,874 1,852 14,341 308 980 390 880 262 282 116 2,672 429 741
0 0 0 1,749 0 0 113 2,342 0 0 0 2,049 21,552 0 52,255 375 0 903 0 0 0 152 0 0 0
0 0 0 268 0 0 24 556 0 0 0 300 3,314 0 13,464 69 0 88 0 0 0 26 0 0 0
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Country

n/a 3,227 3,708 2,733

n/a 2,628 3,109 2,134
Bulgaria Croatia Romania TOTAL EU25+3
0 336 951 31,499
401 892 2,529 87,362
0 1,083 3,528 86,100
0 201 570 18,882
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

2,679

2,080
TOTAL EU25+3
32,139
91,323
86,100
19,265
6.3.1
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
Costs of Stage II Under Scenario 04 (in 2010) (current RVP requirements)
Country

n/a n/a n/a 6,005 6,216 n/a 5,454

n/a n/a n/a 5,406 5,617 n/a 4,854
Austria Belgium Denmark Finland France Germany Greece
0 0 0 1,059 2,565 0 2,394
893 1,090 1,059 884 8,602 13,212 2,980
0 0 0 6,359 15,944 0 13,055
0 0 0 635 1,538 0 1,435
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Country

3,412 n/a n/a n/a 3,456 5,537 n/a 2,528 4,433 n/a 7,524 n/a 12,444 n/a 4,249 n/a 9,360 2,713 n/a 3,946 4,534 3,774

2,813 n/a n/a n/a 2,857 4,938 n/a 1,928 3,834 n/a 6,924 n/a 11,844 n/a 3,649 n/a 8,760 2,114 n/a 3,346 3,935 3,175
Ireland Italy Luxembourg Netherlands Portugal Spain Sweden United Kingdom Cyprus Czech Republic Estonia Hungary Latvia Lithuania Malta Poland Slovakia Slovenia Bulgaria Croatia Romania TOTAL EU25+3
2,031 0 0 0 2,637 8,972 0 24,393 256 0 324 0 61 0 96 0 22 270 0 742 2,102 47,922
1,132 9,276 299 2,485 1,734 4,430 1,852 12,410 168 980 213 880 201 282 63 2,672 407 471 401 486 1,378 70,940
6,930 0 0 0 9,112 49,677 0 61,652 1,133 0 2,439 0 755 0 410 0 202 733 0 2,927 9,531 180,859
1,217 0 0 0 1,580 5,378 0 14,622 153 0 194 0 36 0 58 0 13 162 0 445 1,260 28,726
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
Cost per tonne of VOC (/t) (not including recovery)

3,655
TOTAL EU25+3
49,483
73,980
180,859
29,661
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)
Throughput 3 (m )

4,086 7,240 5,725 5,966 5,569 2,733

3,487 6,640 5,125 5,367 4,970 2,134
Total 0-500 500-1000 1000-2000 2000-3000 >3000
52,671 4,749 3,825 6,806 5,792 31,499
66,191 6,980 7,152 11,920 9,591 30,549
215,238 34,379 21,894 40,605 32,260 86,100
31,572 2,846 2,293 4,079 3,472 18,882
Assumes maximum RVP of 60 kPa (with current exemptions).
6.3.3
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

2,781 2,695

2,148 2,062
TOTAL EU25+3 (Current RVP) TOTAL EU25+3 (Max. 70kPa)
46,378 47,848
73,024 76,169
128,973 128,973
29,374 30,305
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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

n/a 4,417 817 2,993 2,897 n/a 2,957 1,949 n/a n/a 3,612 2,002 3,073 2,317 1,356 2,390 n/a 3,936 n/a 6,588 4,243 2,223 n/a 2,409 1,179 8,849

n/a 3,818 218 2,394 2,298 n/a 2,358 1,349 n/a n/a 3,013 1,402 2,474 1,718 757 1,790 n/a 3,337 n/a 5,989 3,643 1,624 n/a 1,809 580 8,249
Austria Belgium Denmark Finland France Germany Greece Ireland Italy Luxembourg Netherlands Portugal Spain Sweden United Kingdom Cyprus Czech Republic Estonia Hungary Latvia Lithuania Malta Poland Slovakia Slovenia Bulgaria
0 4 41 434 1,476 0 1,298 764 0 0 150 1,055 3,237 21 8,739 183 0 130 0 35 6 39 0 17 118 8
893 1,085 1,017 1,509 9,690 13,212 4,076 2,399 9,276 299 2,335 3,315 10,165 1,831 28,064 240 980 407 880 227 275 121 2,672 412 623 393
0 19 34 1,300 4,277 0 3,838 1,488 0 0 542 2,113 9,947 50 11,851 438 0 510 0 229 27 86 0 41 139 67
0 3 25 260 885 0 778 458 0 0 90 633 1,940 13 5,239 110 0 78 0 21 4 23 0 10 70 5
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Country

2,064 2,372 2,096

1,465 1,773 1,497
Croatia Romania TOTAL EU25+3
297 841 18,892
932 2,640 99,970
612 1,994 39,600
178 504 11,324
Table 6.22
Costs of Stage II Under Scenario 06b (Maximum RVP of 70 kPa and 2010 Emissions)
Country

2,025

1,425
TOTAL EU25+3
19,559
103,904
39,600
11,724
6.3.5
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)

2,733

2,134
00 - uncontrolled 01 - BAU, 60kPa 02- BAU, 70kPa 03a - Stage II at 3 >3000m in 2010 (60kPa) 03b - Stage II at 3 >3000m in 2010 (70kPa)
31,499
313,538 118,862 123,463 87,362
86,100
18,882
32,139
91,323
86,100
19,265
2,679
2,080
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Country

3,774

3,175
04a - Stage II at 3 >500m in 2010 (60kPa) 04b Stage II at 3 >500m in 2010 (70kPa) 06a - Stage II at new/rebuilt stations only (60kPa) 06b - Stage II at new/rebuilt stations only (70kPa)
47,922
70,940
180,859
28,726
49,483
73,980
180,859
29,661
3,655
3,056
18,892
99,970
39,600
11,324
2,096
1,497
19,559
103,904
39,600
11,724
2,025
1,425
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Table 6.23
Comparison of Scenarios for 2020
Country

2,781

2,148
00 - uncontrolled 01 - BAU, 60kPa 02- BAU, 70kPa 05a - Stage II at 3 >500m in 2020 (60kPa) 05b - Stage II at 3 >500m in 2020 (70kPa) 06a - Stage II at new/rebuilt stations only (60kPa) 06b - Stage II at new/rebuilt stations only (70kPa)
46,378
322,858 119,402 124,017 73,024
128,973
29,374
47,848
76,169
128,973
30,305
2,695
2,062
51,243
68,159
102,460
32,456
1,999
1,366
53,008
71,009
102,460
33,573
1,933
1,300
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
Throughput 3 (m per year)

5,358 9,063 7,396 7,803 7,333 3,660

4,758 8,463 6,796 7,204 6,734 3,061
Total 0-500 500-1000 1000-2000 2000-3000 >3000
52,671 4,749 3,825 6,806 5,792 31,499
66,191 6,980 7,152 11,920 9,591 30,549
282,202 43,035 28,286 53,105 42,477 115,299
31,572 2,846 2,293 4,079 3,472 18,882
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
Discount rate Reid Vapour Pressure Additional cost of Stage II above-ground equipment per dispenser Cost of retrofitting Stage II per dispenser Stage II abatement efficiency in practice Equipment lifetime for above-ground equipment Equipment lifetime for below-ground equipment Rebuild rate (years) Cost of below-ground equipment for stations >3000m3
[1]
Best Estimate Value

4% As present 2,500 5,500 80% 5 years 14 years 14 years 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
Cost per tonne of VOC (/t) (excluding recovery) 2,733 2,564 2,910 2,679 1,833 2,945 2,430 3,905 2,177 2,919 2,597 2,483
Cost per tonne of VOC (/t) (including [1] recovery) 2,134 1,965 (-8%) 2,311 (+8%) 2,080 (-3%) 1,233 (-42%) 2,346 (+10%) 1,830 (-14%) 3,305 (+55%) 1,578 (-14%) 2,319 (+9%) 1,997 (-6%) 1,883 (-12%)
Best estimate Discount rate = 2% Discount rate = 6% Max RVP = 70 kPa All above-ground equipment = 2,000 All above-ground equipment = 5,000 Abatement efficiency = 90% Abatement efficiency [2] = 56% Equipment life (above -ground) = 8 years Equipment life (belowground) = 10 years Equipment life (belowground) = 20 years Cost of below ground equipment >3,000m3 = 20,000 Cost of below ground equipment >3,000m3 = 45,000
31,499 31,499 31,499 32,139 31,499 31,499 35,437 22,050 31,499 31,499 31,499 31,499
87,362 87,362 87,362 91,323 87,362 87,362 72,731 122,477 87,362 87,362 87,362 87,362
86,100 80,769 91,673 86,100 57,735 92,774 86,100 86,100 68,577 91,934 81,801 78,206
18,882 18,882 18,882 19,265 18,882 18,882 21,242 13,217 18,882 18,882 18,882 18,882
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
Cost per tonne of VOC (/t) (excluding recovery) 2,096 2,004 2,191 2,025 1,842 3,368 1,863 2,994 1,665 2,051
Cost per tonne of VOC (/t) (including [1] recovery) 1,497 1,405 (-6%) 1,592 (+6%) 1,425 (-5%) 1,242 (-17%) 2,769 (+85%) 1,264 (-16%) 2,395 (+60%) 1,066 (-29%) 1,452 (-3%)
Best estimate Discount rate = 2% Discount rate = 6% Max RVP = 70 kPa All above-ground equipment = 2,000 All above-ground equipment = 5,000 Abatement efficiency = 90% Abatement efficiency [2] = 56% Equipment life (above -ground) = 8 years Rebuild rate (<1000m3) = 20 years
18,892 18,892 18,892 19,559 18,892 18,892 21,253 13,224 18,892 17,956
99,970 99,970 99,970 103,904 99,970 99,970 86,915 131,303 99,970 100,906
39,600 37,864 41,396 39,600 34,792 63,636 39,600 39,600 31,456 36,832
11,324 11,324 11,324 11,724 11,324 11,324 12,740 7,927 11,324 10,763
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
Implications of Legislation in UK for Scenarios 3 and 6 in EU25+3
Scenario

3,680

3,080
Scenario 03a with Stage II as BAU in UK at 3 >3000m Scenario 06a with Stage II as BAU in UK at 3 >3000m
9,038
87,362
33,258
5,417
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)

23,683 10,636 8,745 8,113 5,030 4,445 3,980 3,320 2,701 2,055 1,434 1,162 1,040 899 820 630 580 530
Extraction, processing, distribution of liquid fuels (incl. new) Manufacture of automobiles Vehicle refinishing (new installations) Dry cleaning (new installations) Extraction, proc. and distribution of liquid fuels Food and drink industry Vehicle refinishing Domestic use of solvents (other than paint) Combustion in residential and commercial sector Products incorporating solvents Industrial paint applications - General industry Screen printing, new installations Flexography and rotogravure in packaging, new installations Industrial paint applications - General industry (continuous processes) Screen printing Printing, offset, new installations Manufacturing of shoes Dry cleaning
88.3 6.98 10.95 2.11 1.15 119.97 10.95 46.48 251.65 16.94 173.56 19.67 84.28 42.32 0.05 7.87 15.71 0.05
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Sector
Emissions Reduction (kt)
Average Cost Effectiveness (/t)

488 426 337 328 319 310 195 186 175 171 142 131 110 101 100 90 59 53 40 15 0 0 0 0
Waste treatment and disposal Decorative paints Polystyrene processing Leather coating Degreasing (new installations) Rotogravure in publication, new installations Synthetic rubber production Steam cracking (ethylene and propylene production) Printing, offset Tyre production Gasoline distribution - transport and depots (including storage at refinery) Industrial paint applications - General industry (plastic parts) Organic chemical industry, storage Pharmaceutical industry Rotogravure in publication Flexography and rotogravure in packaging Industrial application of adhesives (high performance solvent based) Degreasing Agricultural waste burning Other industrial sources Polyvinylchloride production by suspension process Coil coating (coating of aluminum and steel) Wood preservation (not creosote) Industrial application of adhesives (traditional solvent based)
8.74 131.53 11.38 4.13 36.43 5.83 2.17 15.62 0.63 7.51 8.83 50.04 28.39 15.13 0.11 0.46 20.5 4.39 74.35 29.55 0.01 6.21 17.15 82.77
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 50 k/t 40 30 20 10 0 4500
10 9
5000 5500 Emissi ons remaining (kt) 6000
8 7 6
6500
All Stations >500m3 by 2010 (Scenario 04) All Stations > 500m3 by 2020 (scenario 05) All Stations >3000m3 by 2010 (Scenario 03) New stations 2010 (scenario 06)
k/t
5 4 3 2 1 0 4500 5000 5500 Emissions remaining (kt) 6000 6500
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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. Including unloading of fuel, tank breathing and spillage, as well as refuelling of vehicles.
24
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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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Final Report 71
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 fr Erdl, Erdgas und Kohle e.V., September 2004. DGMK (2003): Gasrckfhrung und selbstberwachende Systeme an Tankstellen Durchfhrung von praktischen Feldtests / Testphase im ganzheitlichen System, Deutsche Wissenschaftliche Gesellschaft fr Erdl, 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): Its time to clear the air - new vapour recovery solutions to better protect our environment, Tokheim Customer Magazine. TV Sddeutschland (2002): Ermittlung des Wirkungsgrades von Gasrckfhrungssystemen. Umweltbundesamt (2003): Novelle der 21. BImSchV (Saugrssel-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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Final Report I
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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Final Report II
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 Lnder (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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Final Report III
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
1 May - 30 September 1 - 31 October 1 November - 28 February 1 March - 30 April Source: Austrian Petroleum Industry Association (2004).
st th st th st st st th
RVP
45.0 - 60.0 kPa Transitional change (increase in range 45.0 - 90 kPa) 60.0 - 90.0 kPa Transitional change (decrease in range 45.0 - 90 kPa)
A1.5
Costs of Stage II Controls
No data have been obtained on the costs of implementing Stage II in Austria. A1.6 References Personal communication from Christoph
Austrian Petroleum Industry Association (2004): Capek, 31st August 2004.
BMWA (2004): Personal communication from Michael Struckl (now at European Commission), Austrian Federal Ministry for Economic Affairs, 23rd August 2004.
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Final Report IV
A2. Belgium
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 - Arrt du Gouvernement wallon portant modification du Rglement gnral pour la protection du travail, en ce qui concerne les dpts de liquides inflammables, visant limiter les missions de composs 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 dexploiter 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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Final Report V
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 TV 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. - Arrt du Gouvernement wallon modifiant le titre III du Rglement gnral pour la protection du travail en insrant des mesures spciales applicables l'implantation et l'exploitation des stations-service (M.B. du 11/06/1999, p. 21882) - Modifi 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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Final Report VI
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
Stage II Investments Type 1

Retrofit of pumps (nozzles, vacuum systems) 13,634
Costs in Euros Type 2

27,269 1,135/pistol
Vapour return equipment (piping etc.) Excavation work Co-ordination, licensing, engineering etc. TOTAL If existing pumps cant be retrofitted and new pump are necessary
4,958 7,437 7,437 33,466 +24,790
7,437 14,874 14,874 64,454 +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.
Final Report VII
A3. Cyprus
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
130 72 39 1 10 252
Percentage
54% 30% 16% 0% 100%
Assumed Number [1]

135 75 41 1 252
>1000 500 - 1000 100 - 500 < 100 Unknown Total
[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.
Final Report VIII
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.
Figure A3.1 Assumed Number of Petrol Stations with Stage II Pipework in Place in Cyprus
Assumed Number with Stage II Pipework in Place
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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Final Report IX
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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Final Report X
A4. Czech Republic

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
172 375 363 234 191 132 376 1843
Percentage
9% 20% 20% 13% 10% 7% 20% 100%
< 500 500 999 1,000 1,499 1,500 1,999 2,000 2,499 2,500 2,999 > 3,000 Total
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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Final Report XI
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

6% 17% 17% 11% 9% 7% 19% 86%
< 500 500 999 1,000 1,499 1,500 1,999 2,000 2,499 2,500 2,999 > 3,000 Total
116 311 320 208 174 121 342 1592
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 decrees 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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Final Report XIII
A5. Denmark
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]
8.8 23.8 24.9 16.6 9.1 5.9 10.9 100
Number [1]
199 539 564 376 206 134 247 2264
< 500 500 - 1000 1000 - 1500 1500 - 2000 2000 - 2500 2500 - 3000 > 3000 Total 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
Bekendtgrelse om begrnsning af udslip af dampe ved benzinpfyldning af motorkretjer, BEK nr 507 af 30/05/2001.
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Final Report XIV
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 TV 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 re 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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Final Report XV
A6. Estonia
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 nuded lenduvate orgaaniliste hendite piiramise eesmrgil, Keskkonnaministri, 31 jaanuari 2005 a mrus nr 4, RTL, 10.02.2005, 19, 203.
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Final Report XVI
A7. Finland
Data collected by Finlands 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
339 548 452 329 1668
Percentage
20% 33% 27% 20% 100%
< 500 500 999 1,000 1,499 > 1,500 Total Source: Finlands Ministry of Environment (2004).
A7.2
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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Final Report XVII
Table A7.2
Percentage of Service Stations with Stage II controls in Finland in 2003
Throughput (m3/year)
< 500 500-999 1,000-1,499 > 1,500 Total Source: Finlands Ministry of Environment (2004).
Percentage
3% 7% 15% 27% 16%
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
Finlands 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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Final Report XVIII
A8. France
Information provided by Frances 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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Final Report XIX
A9. Germany
Data collected by Germanys 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
2,500 6,500 5,500 1,100 15,623
Percentage
16% 42% 35% 7% 100%
< 1,000 1,000-2,500 2,500-5,000 > 5000 Total
Source: Germanys Federal Environment Agency (2004). Data are rounded.
A9.2
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 Germanys 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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Final Report XX
vapour recovery systems and the automatic monitoring of these systems by the German TV 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 berwachungs-Vereine e.V. VdTV). 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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Final Report XXI
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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Final Report XXII
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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Final Report XXIII
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
3 3
Outskirts and Suburbs

30 September 2001 30 September 2003 30 September 2004 th th th
Inner Towns
30 September 2000 30 September 2003 30 September 2003 30 September 2003
th th th th
Throughput 500 1000m Throughput 100 500m Throughput < 100 m

3 3
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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Final Report XXIV
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, Tams Lotz, Hungarian Ministry of Environment and Water, 10th September 2004. KVVM (2004a): Personal Communication, Nndor Zoltai, Hungarian Ministry of Environment and Water, 16 December 2004.
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Final Report XXV
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
143 170 212 311 379 185 120 51 63 1,634
Petrol Sales (m3)
Diesel Sales (m3)
Total (m3)
0-100 101-250 251-500 501-1000 1001-2001 2001-3000 3001-4000 4001-5000 >5000 Total Source: IPIA (2004).
5,957 22,067 59,150 164,574 396,156 331,093 312,257 160,440 277,429 1,729,123
1,481 6,673 20,840 63,652 145,889 105,626 103,976 53,704 152,847 654,688
7,438 28,740 79,990 228,226 542,045 436,719 416,233 214,144 430,276 2,383,811
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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Final Report XXVI
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 countrys 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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Final Report XXVII
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
2003 2002 2001
Refuelling Stations
14,816,511 15,540,645 15,974,492
Commercial Sites
614,873 512,239 491,291
Total (tonnes)
15,431,384 16,052,884 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
2003 2002 2001 2000 Source: Italian Ministry of Environment (2004).
Refuelling stations
22,450 22,800 23,400 23,900
[1]
Average throughput (m3) [2]

1,643 1,602 1,539 1,479
[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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Final Report XXVIII
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 Min
2003 2002 2001 50.3 50.0 50.9
Year
Winter Period Mean

55.9 56.7 57.3
Max
67.7 62.9 65.7
Min
57 51.3
Max
86.6 85.4
Mean
72.1 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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Final Report XXIX
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
39 141 89 75 35 211 590
Percentage
10% 37% 23% 20% 9% 100%
Assumed Number [1]

61 219 139 117 54 590
< 100 100 - 500 500 - 1000 1000 - 2000 > 2000 Unknown Total
[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 stations 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
Number with Stage II in Place Percentage of > 100 m /yr Percentage of total number
3
2004
105 20% 18%
3
2010
263 50% 44%
2015
394 74% 67%
2020
525 99% 89%
0 0% 0%
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 Lithuanias 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
130 134 122 46 194 626
Percentage
21% 21% 20% 7% 31% 100%
< 500 in urban areas <500 not in urban areas 500-999 in urban areas 500-999 not in urban areas >1,000 Total 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 Labours 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
Number of Stations
< 500m
16
500 - 999m3
13
1000 - 1499m3
41
> 1500m3
174
Source: Administration de lEnvironnement (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 Rglement grand-ducal du 16 octobre 1996 relatif la lutte contre les missions de composs organiques volatils rsultant du stockage de lessence de la distribution de lessence 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
16 October 1996 1 May 1997 1 May 1998 1 January 1999 1 January 2005
st st st st th
Stations Covered
All new stations and existing stations with an annual throughput > 3000 m Existing stations with an annual throughput 500 - 3000m Existing stations with an annual throughput > 500m Existing stations integrated in a residential building All other existing stations
st 3 3 3
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 lEnvironnement on the costs of Stage II. Most of the equipment was installed during the 1990s during the modernisation programme. A16.6 References Administration de lEnvironnement (2004): Personal communication from Frank Thewes, Administration de lEnvironnement, Grand-Duch 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. Infomil is a Government sponsored organisation providing information to local governments on the environmental requirements to be applied in licenses.
31
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Final Report XXXVIII
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 wrzenia 2000 r. w sprawie warunkw technicznych, jakim powinny odpowiada bazy i stacje paliw pynnych, rurocigi dalekosine do transportu ropy naftowej i produktw naftowych i ich usytuowanie. Dz.U.00.98.1067.
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Final Report XL
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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Final Report XLI
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 n 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, Eng Maria Teresa So Pedro, Direco de Servios de Combustveis.
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Final Report XLII
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
10 40 210 518 778
Percentage
1% 5% 27% 67% 100%
< 100 100 500 500 1,000 > 1,000 Total 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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Final Report XLIII
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 vehicles 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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Final Report XLIV
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
38 141 204
3
Percentage
9% 33% 48% 10%
500 1,000 1,000 3,000 > 3,000 Others (either < 500 m or built since survey looking at size distribution was carried out) Total Source: Slovenian EA (2004).
40
423
100%
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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Final Report XLV
A22.6 References Slovenian EA (2004): Personal communication from Bojan Rode, Slovenian Environment Agency, 26 November 2004.
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Final Report XLVI
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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Final Report XLVII
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
1/1/1992 1/1/1993 1/1/1994 1/1/1995
3 Throughput >2000 m /yr
Other Filling Stations

[1]
At least 50% of filling stations At least 75% of filling stations 100% of filling stations
At least 25% of filling stations At least 75% of filling stations 100% of filling stations (except where exemptions granted)
[1] 100% in Greater Stockholm, the Gothenburg area and the Malm 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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Final Report XLVIII
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 TV 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. 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.
34
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Final Report XLIX
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 Cost of Stage II Installation
157,000 SEK (1994 prices) (17,300) 58,000 SEK (1994 prices) (6,403)
Based on 6 dispensers Based on 6 dispensers
Cost of equipment includes underground piping.
A24.6 References SP (2004): Personal communication, Gunn-Mari Lfdahl, 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
Type 3 10,220 8,536 6,368 4,892
30003500 m3
Type 4 1,002 968 912 878
>3500 m3
Total tput 000 m3
% of throughput
<500 m3
5003000 m3
Type 3 48.1% 40.7% 29.9% 22.9%
30003500 m3
Type 4 9.2% 9.0% 8.4% 8.1%
>3500 m3
Type 1&2 1992 1995 2000 2003 18,549 16,224 13,043 10,947 4,934 3,953 2,319 1,338 (1,115 > 100 3 m) 1,061 (885 > 100 3 m) 460
Type 5 2,393 2,787 3,445 3,839 32,413 33,056 35,369 36,616
Type 1&2 3.6% 2.8% 1.6% 0.9%
Type 5 39.1% 47.4% 60.1% 68.2%
2005
9,900
3,882
855
4,102
36,454
0.7%
18.2%
7.9%
73.2%
2010
7,701
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
Final Report LI
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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Final Report LII
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 1 pump
Unscheduled retrofit Scheduled retrofit Above ground only Source: Defra (2002) 8,370 4,710 3,870
500-2,500 m3/year 3 pumps

6,767 4,372 3,859
2,500-5,000 m3/year 6 pumps

6,273 4,255 3,856
2 pumps
7,380 4,520 3,860
4 pumps
6,483 4,298 3,858
8 pumps
5,882 3,679 3,857
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

2002 2010 100% conversion rate 2010 75% conversion rate Source: Defra, 2002
3 > 2,000 m /year
> 3,000 m3/year

115 million 81.1 million 68.6 million
187.5 million 133.3 million 106 million
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
671 627 317 1615 290 1905
Percentage
41% 39% 20% 100% 100% 100%
< 500 500 - 1000 >1000 Total Existing Service Stations Total New Service Stations Total All Service Stations
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
1999 2000 2001 2002
Throughput (tonnes)
783,700 655 600 567 000 611 000
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)
Number
290 18 653
Status of compliance
Already comply Already comply 31.12.2009 Already comply 31.12.2007 Already comply 31.12.2005
All New service stations Existing < 500
Existing 500-1000
272 355
Existing >1000
56 261
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 companys 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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Final Report LVI
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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Final Report LVII
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): Romanias 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 TV Rheinland Germany TV-Sd 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 - Direco de Servios de Combustveis Regional Environment Centre * Romania Ministry of Environment and Water *
Final Report LXI
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
Austria Belgium Czech Rep Denmark Finland France Germany Greece Hungary Ireland Italy Luxembourg Netherlands Norway Poland Portugal Slovenia Spain Sweden Switzerland United Kingdom n.a. = not available 2,879 3,686 2,110 2,257 1,898 14,219 15,623 7,500 1,520 1,634 22,800 234 3,650 1,944 6,763 2,800 283 8,522 3,930 3,470 11,435
% Equipped for Stage II Recovery

99 10 36 85 0 n.a. 100 0 100 0 100 98 100 4 n.a. n.a. 65 10 90 100 5
Mean Gasoline Sales (m3)

964 546 1,332 842 801 1,122 2,205 636 1,178 1,191 943 3,140 1,512 1,104 830 866 2,435 1,095 1,361 1,225 2,373
Mean Gasoline + Diesel Sales (m3)

2,023 1,492 2,057 1,684 1,174 3,005 3,187 996 2,062 1,619 1,605 5,342 2,578 1,630 1,828 2,217 3,770 2,854 1,775 1,403 3,254
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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)

<500 500-1000 1000-2000 2000-3000 >3000
2010
2015
2020
Austria
100% 100% 100% 100% 100% 95% 100% 100% 100% 100% 0% 0% 0% 0% 0% 100% 100% 100% 100% 100%
100% 100% 100% 100% 100% 95% 100% 100% 100% 100% 0% 0% 0% 0% 0% 100% 100% 100% 100% 100%
100% 100% 100% 100% 100% 95% 100% 100% 100% 100% 0% 0% 0% 0% 0% 100% 100% 100% 100% 100%
Belgium
<500 500-1000 1000-2000 2000-3000 >3000
Cyprus
<500 500-1000 1000-2000 2000-3000 >3000
Czech Republic
<500 500-1000 1000-2000 2000-3000 >3000
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Final Report LXVI
Country

<500 500-1000 1000-2000 2000-3000 >3000
2010
2015
2020
Denmark
50% 100% 100% 100% 100% 0% 0% 0% 0% 0% 3% 7% 15% 27% 27% 0% 64% 64% 64% 100% 100% 100% 100% 100% 100% 0% 0% 0% 0% 0% 100% 100% 100% 100% 100%
50% 100% 100% 100% 100% 0% 0% 0% 0% 0% 3% 7% 15% 27% 27% 0% 100% 100% 100% 100% 100% 100% 100% 100% 100% 0% 0% 0% 0% 0% 100% 100% 100% 100% 100%
50% 100% 100% 100% 100% 0% 0% 0% 0% 0% 3% 7% 15% 27% 27% 0% 100% 100% 100% 100% 100% 100% 100% 100% 100% 0% 0% 0% 0% 0% 100% 100% 100% 100% 100%
Estonia
<500 500-1000 1000-2000 2000-3000 >3000
Finland
<500 500-1000 1000-2000 2000-3000 >3000
France
<500 500-1000 1000-2000 2000-3000 >3000
Germany
<500 500-1000 1000-2000 2000-3000 >3000
Greece
<500 500-1000 1000-2000 2000-3000 >3000
Hungary
<500 500-1000 1000-2000 2000-3000 >3000
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Final Report LXVII
Country

<500 500-1000 1000-2000 2000-3000 >3000
2010
2015
2020
Ireland
0% 0% 0% 0% 0% 100% 100% 100% 100% 100% 0% 0% 66% 100% 100% 0% 100% 100% 100% 100% 70% 100% 100% 100% 100% 0% 0% 0% 0% 0% 0% 100% 100% 100% 100%
0% 0% 0% 0% 0% 100% 100% 100% 100% 100% 0% 0% 88% 100% 100% 0% 100% 100% 100% 100% 70% 100% 100% 100% 100% 0% 0% 0% 0% 0% 0% 100% 100% 100% 100%
0% 0% 0% 0% 0% 100% 100% 100% 100% 100% 0% 9% 100% 100% 100% 0% 100% 100% 100% 100% 70% 100% 100% 100% 100% 0% 0% 0% 0% 0% 0% 100% 100% 100% 100%
Italy
<500 500-1000 1000-2000 2000-3000 >3000
Latvia
<500 500-1000 1000-2000 2000-3000 >3000
Lithuania
<500 500-1000 1000-2000 2000-3000 >3000
Luxembourg
<500 500-1000 1000-2000 2000-3000 >3000
Malta
<500 500-1000 1000-2000 2000-3000 >3000
Netherlands
<500 500-1000 1000-2000 2000-3000 >3000
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Final Report LXVIII
Country

<500 500-1000 1000-2000 2000-3000 >3000
2010
2015
2020
Poland
100% 100% 100% 100% 100% 0% 0% 0% 0% 0% 70% 75% 100% 100% 100% 36% 36% 36% 36% 100% 0% 0% 0% 0% 0% 85% 100% 100% 100% 100% 0% 5% 5% 5% 5%
100% 100% 100% 100% 100% 0% 0% 0% 0% 0% 70% 75% 100% 100% 100% 71% 71% 71% 71% 100% 0% 0% 0% 0% 0% 90% 100% 100% 100% 100% 0% 5% 5% 5% 5%
100% 100% 100% 100% 100% 0% 0% 0% 0% 0% 70% 75% 100% 100% 100% 100% 100% 100% 100% 100% 0% 0% 0% 0% 0% 100% 100% 100% 100% 100% 0% 5% 5% 5% 5%
Portugal
<500 500-1000 1000-2000 2000-3000 >3000
Slovakia
<500 500-1000 1000-2000 2000-3000 >3000
Slovenia
<500 500-1000 1000-2000 2000-3000 >3000
Spain
<500 500-1000 1000-2000 2000-3000 >3000
Sweden
<500 500-1000 1000-2000 2000-3000 >3000
UK
<500 500-1000 1000-2000 2000-3000 >3000
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Final Report LXIX
Country

<500 500-1000 1000-2000 2000-3000 >3000
2010
2015
2020
Bulgaria
75% 100% 100% 100% 100% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
75% 100% 100% 100% 100% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
75% 100% 100% 100% 100% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Croatia
<500 500-1000 1000-2000 2000-3000 >3000
Romania
<500 500-1000 1000-2000 2000-3000 >3000
Table D2
Basis of Assumptions for Stage II Uptake
Country
Austria Belgium Cyprus Czech Republic Denmark Estonia Finland
Basis for Assumptions on Stage II

Assumed 100% as legislation applies to all stations. Those remaining currently are assumed to implement legislation or to close by 2010. Numbers exempted are small/negligible. Assumed 5% of throughput <500m will not have Stage II controls in place. No uptake of Stage II assumed based on current legislation. Assumed 100% uptake of Stage II at all petrol stations. Assumed only half of petrol stations <500m do not have Stage II (based on current estimate. Assumed to remain constant over time. No uptake of Stage II assumed based on current legislation. 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. Assume applies to all >3000m . Assume 1/14 install each year at >500m as petrol stations are replaced/rebuilt. Assumed all stations will have Stage II in place by 2010. No uptake of Stage II assumed based on current legislation. Assumed 100% uptake because throughput of stations <100m in rural areas assumed
3 3 3 3 3
France Germany Greece Hungary
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Final Report LXX
Country
Basis for Assumptions on Stage II

to be negligible.
Ireland Italy Latvia Lithuania Luxembourg Malta Netherlands Poland Portugal Slovakia Slovenia Spain Sweden
No uptake of Stage II assumed based on current legislation. All petrol stations required to have Stage II. Assumed 100% for all years. 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. 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). All petrol stations required to have Stage II. Assumed 100% for all years. No uptake of Stage II assumed based on current legislation. Assumed in place at all >500m based on current legislation. Assumed 100% of petrol stations have Stage II in place. No uptake of Stage II assumed based on current legislation. 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%. 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. No uptake of Stage II assumed based on current legislation. 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%. 5% at >3500m known to have Stage II in place. Assumed same for other size bands 3 >500m based on EPTC survey. No legislation but practically all stations expected to have Stage II by end of 2009. Assumed only smallest stations wont have Stage II in place by 2010 (25% of those with 3 throughput <500m ). No uptake of Stage II assumed based on current legislation. No uptake of Stage II assumed based on current legislation.
3 3 3 3 3
UK Bulgaria
Croatia Romania
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Final Report LXXI
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. This
36
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.
Final Report 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

0.0% 10.7% 21.5% 32.2% 41.4% 50.5% 59.6% 71.7% 83.6% 93.7 million m
3
% of Total Number Below Throughput Category

0.0% 26.9% 41.2% 55.5% 64.3% 73.1% 82.0% 88.5% 95.0% 79,020 service stations
0 500 1000 1500 2000 2500 3000 4000 5000 Total
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.
Final Report LXXIII
Table E2
Assumed Numbers and Throughput of Petrol Stations by Size in Each Member State and Candidate Country
Total number of petrol stations 2005 Austria TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Belgium TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Denmark TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 2852 766 408 660 504 514 4177 1122 597 966 738 753 2264 199 539 940 340 247 2010 2852 766 408 660 504 514 4177 1122 597 966 738 753 2264 199 539 940 340 247 2015 2852 766 408 660 504 514 4177 1122 597 966 738 753 2264 199 539 940 340 247 2020 2852 766 408 660 504 514 4177 1122 597 966 738 753 2264 199 539 940 340 247 2005 2536 271 275 504 461 1025 2933 313 318 582 533 1185 2576 301 562 879 635 198
Total throughput in each size band ('000m3/a) 2010 2469 264 268 490 449 998 2849 304 309 566 518 1151 2473 289 539 844 610 190 2015 2408 257 261 478 438 973 2813 300 305 559 512 1137 2305 270 503 787 569 178 2020 2504 267 272 497 455 1012 2934 313 318 583 534 1186 2248 263 490 767 554 173
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Final Report LXXIV
Total number of petrol stations 2005 Finland TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 France TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Germany TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 1668 339 548 307 235 239 14530 3903 2077 3361 2567 2621 15600 442 2058 4341 4378 4381 2010 1668 339 548 307 235 239 14530 3903 2077 3361 2567 2621 15600 442 2058 4341 4378 4381 2015 1668 339 548 307 235 239 14530 3903 2077 3361 2567 2621 15600 442 2058 4341 4378 4381 2020 1668 339 548 307 235 239 14530 3903 2077 3361 2567 2621 15600 442 2058 4341 4378 4381 2005 2337 250 254 464 425 944
18943 2023 2057 3762 3445 7656 37830 151 2213 6677 8928 19861
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Final Report LXXV
Total number of petrol stations 2005 Greece TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Ireland TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Italy TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 7000 4316 1211 1294 167 11 1634 525 311 379 185 234 22450 12192 4736 4942 412 167 2010 7000 4316 1211 1294 167 11 1634 525 311 379 185 234 22450 12192 4736 4942 412 167 2015 7000 4316 1211 1294 167 11 1634 525 311 379 185 234 22450 12192 4736 4942 412 167 2020 7000 4316 1211 1294 167 11 1634 525 311 379 185 234 22450 12192 4736 4942 412 167 2005 4356 1486 1130 1317 374 48 2139 108 204 490 409 928
22371 8725 6040 6264 783 559
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Total number of petrol stations 2005 Luxembourg TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Netherlands TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Portugal TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 244 16 13 76 69 70 3650 1605 593 790 394 267 2800 1210 534 640 212 205 2010 244 16 13 76 69 70 3650 1605 593 790 394 267 2800 1210 534 640 212 205 2015 244 16 13 76 69 70 3650 1605 593 790 394 267 2800 1210 534 640 212 205 2020 244 16 13 76 69 70 3650 1605 593 790 394 267 2800 1210 534 640 212 205 2005 765 82 83 152 139 309 5388 525 745 1335 1179 1604 2916 314 665 924 519 494
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Total number of petrol stations 2005 Spain TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Sweden TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 United Kingdom TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 8522 1299 1354 2141 1574 2154 3900 979 521 944 721 736 9900 1061 695 1526 1661 4957 2010 8522 1299 1354 2141 1574 2154 3900 979 521 944 721 736 7701 460 301 661 720 5558 2015 8522 1299 1354 2141 1574 2154 3900 979 521 944 721 736 7701 460 301 661 720 5558 2020 8522 1299 1354 2141 1574 2154 3900 979 521 944 721 736 7701 460 301 661 720 5558 2005
11206 112 672 1681 1905 6835 5338 570 580 1060 971 2158 28688 86 224 829 1210 26338
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Total number of petrol stations 2005 Cyprus TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Czech Republic TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Estonia TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 252 42 75 53 41 41 1843 172 375 597 323 376 500 134 71 116 88 90 2010 252 42 75 53 41 41 1843 172 375 597 323 376 500 134 71 116 88 90 2015 252 42 75 53 41 41 1843 172 375 597 323 376 500 134 71 116 88 90 2020 252 42 75 53 41 41 1843 172 375 597 323 376 500 134 71 116 88 90 2005 303 32 33 60 55 122 2639 282 286 524 480 1066 444 47 48 88 81 179
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Total number of petrol stations 2005 Hungary TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Latvia TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Lithuania TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 815 219 117 189 144 147 590 280 139 117 27 27 626 264 168 76 58 59 2010 815 219 117 189 144 147 590 280 139 117 27 27 626 264 168 76 58 59 2015 815 219 117 189 144 147 590 280 139 117 27 27 626 264 168 76 58 59 2020 815 219 117 189 144 147 590 280 139 117 27 27 626 264 168 76 58 59 2005 2070 221 225 411 376 837 409 44 44 81 74 165 552 59 60 110 100 223
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Final Report LXXX
Total number of petrol stations 2005 Malta TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Poland TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Slovakia TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 84 23 12 19 15 15 6763 1817 967 1564 1195 1220 778 50 210 204 156 159 2010 84 23 12 19 15 15 6763 1817 967 1564 1195 1220 778 50 210 204 156 159 2015 84 23 12 19 15 15 6763 1817 967 1564 1195 1220 778 50 210 204 156 159 2020 84 23 12 19 15 15 6763 1817 967 1564 1195 1220 778 50 210 204 156 159 2005 102 11 11 20 19 41 6865 733 745 1363 1249 2775 934 100 101 186 170 378
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Total number of petrol stations 2005 Slovenia TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Bulgaria TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 Croatia TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 423 11 44 89 68 211 1905 791 740 147 112 115 600 161 86 139 106 108 2010 423 11 44 89 68 211 1905 791 740 147 112 115 600 161 86 139 106 108 2015 423 11 44 89 68 211 1905 791 740 147 112 115 600 161 86 139 106 108 2020 423 11 44 89 68 211 1905 791 740 147 112 115 600 161 86 139 106 108 2005 1171 125 127 233 213 473 928 99 101 184 169 375 886 95 96 176 161 358
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Total number of petrol stations 2005 Romania TOTAL 0-500 500-1000 1000-2000 2000-3000 >3000 1954 525 279 452 345 352 2010 1954 525 279 452 345 352 2015 1954 525 279 452 345 352 2020 1954 525 279 452 345 352 2005 2261 241 245 449 411 914
Total throughput in each size band ('000m3/a) 2010 3115 333 338 619 566 1259 2015 3770 403 409 749 686 1524 2020 4307 460 468 855 783 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
F2.1
Summary of Reviewed Cost Data

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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Final Report LXXXIV
Table F2.1
Summary of Costs from CITEPA (2003)
Small Installation
Number of dispensers Investment costs Fixed annual operating costs Variable annual operating costs Investment costs per dispenser Fixed operating costs per dispenser 2 21,400 440 -190 10,700 220
Medium Installation
5 46,200 1,050 -700 9,240 210
Large Installation
8 68,200 1,680 -1,020 8,525 210
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
Number of dispensers New site Retrofit non scheduled, at site with underground pipework already in place Retrofit scheduled, at site with no underground pipework in place Retrofit non scheduled, at site with no underground pipework in place 2 11,676 (5,838) 11,353 (5,677)
Medium
6 32,690 (5,488) 34,022 (5,670)
Large
10 53,884 (5,388) 56,728 (5,673)
13,294 (6,647) 21,574 (10,787)
37,543 (6,257) 55,346 (9,224)
61,972 (6,197) 83,051 (8,305)
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
Final Report LXXXV
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 Unscheduled retrofit Scheduled retrofit Above ground only 1 12,220 6,877 5,650 2 10,775 6,599 5,636 3
Medium
4 9,465 6,275 5,633 5 9,159 6,212 5,630
Large
6 8,588 5,371 5,631
9,880 6,383 5,634
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
New installation including dispensers Retrofitting with adaptation of existing systems (pump, control, nozzles) Retrofitting without the additional extras above (i.e. just costs of automatic monitoring equipment and installation) An average of 4 dispensers per site was assumed by DGMK. 60,000 30,000 15,000
Per Dispenser
15,000 7,500 3,750
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 fr Erdl, 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). Material cost for basic retrofit kit for an electronic vapour recovery system (for 6 nozzles) Material cost of upgrading a dispenser with a self-monitoring and calibration system 2,000
5,000 (full Stage II 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
2,500 (automatic monitoring with self-calibration)
F2.6
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
Retrofit unit (per dispenser) Installation cost for connection to the dispenser CleanAir Inside (per dispenser) Operating cost (per litre liquid petrol produced) Source: CleanAIR (2004).
Cost
5,110 2,190 - 2,920 4,380 (system incorporated into dispenser) 0.03
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 Single side (single-set) Number of dispensers/pumps Double side (MPD-set) Desktop display (optional) Source: Fafnir (2004).
1 925 2 1,300 876
2 1,850 4 2,600
3 2,775 6 3,900
4 3,700 8 5,200
5 4,625 10 6,500
6 5,550 12 7,800
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
Extra cost of a Stage II dispenser including nozzles and hoses Extra costs for digging up a forecourt to retrofit pipe work Differential maintenance cost between normal and Stage II nozzle Source: Concawe (2004).
Cost
4,000 25,000 - 50,000 70 (per nozzle/year)
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 Vapour recovery equipment Verification cost Source: KVVM (2004a).
2,000 (per petrol station) 2,000 (per dispenser) 80 (per dispenser, per year)
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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
Number of dispensers Cost for retrofit of pumps Vapour return equipment (piping etc.) Excavation work Co-ordination, licensing, engineering etc. TOTAL If existing dispensers cant be retrofitted and new pumps are necessary 2 13,634 (6,817) 4,958 (2,749) 7,437 (3,718) 7,437 (3,718) 33,466 (16,733) +24,790 (12,395)
Type 2
4 27,269 (6,817) 7,437 (1,859) 14,874 (3,718) 14,874 (3,718) 64,454 (16,114) +49,580 (12,395)
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) Co-axial adapter (unit cost) Vapour recovery pumps (per dispenser) Other equipment (per dispenser) Sub-total (four nozzles per dispenser) Notes: [1] Source: Wayne Dresser price list 2004.
2004 Costs
[1]
Early 1990s Costs [4]

106 per nozzle 85 per hose 14 700 433
150 per nozzle 140 per hose 20 560
[2]
[3]
2,300
1,925
[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
F3.1
Summary of Cost Data to be Used in the Analysis

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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Final Report XC
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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Final Report XCI
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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Final Report XCII
Table F3.12 Summary of Assumed Costs of Stage II Equipment
Equipment
Above-ground equipment Additional capital costs for new/substantially rebuilt stations Costs for retrofit of equipment Below-ground Equipment For scheduled rebuild For non-scheduled rebuild Ongoing Costs Maintenance and checking Power costs
Assumed Cost Per Dispenser
Applicable Lifetime
2,500 (range 2,000 - 5,000) 5,500 (range 3,750 - 6,900)
[1]
5 years (8 years) 5 years (8 years)
1,000 10,000 per station plus 5,000 per dispenser
14 years 14 years
280 per year 10 per year
N/A N/A
[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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Final Report XCIII
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
Denmark Finland Germany
Summer
Average: 58.3 kPa 45-70 kPa 35-70 kPa
Non-Summer
No information 70-90 kPa 55-90 kPa From 15 Nov to end of Feb: 60-90 kPa
Hungary Ireland Lithuania Luxembourg Slovenia Sweden Bulgaria
From 1 May to 30 Sept: 45-60 kPa Average 62.4 kPa;
From 1 March to 30 Apr and from 1 Oct to 14 Nov:. 50-80 Average 90 kPa
Was max. 60 but now max. 70 kPa (i.e. treated as arctic exemption country with 70 maximum already) Average: 58.2 kPa From 1 May to 30 September (Class A): 45-60 kPa Average: 64.7 kPa From 16.04 to 15.10: 45-60 kPa Average: 87 kPa From 16 November to 15 March (Class D): 60-90 kPa No information 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
Gasoline volatility classes adopted by individual countries in 1999 (CONCAWE, 2004)
Country
Winter Class
Transition 1
Summer
Transition 2
Class
Austria Belgium Denmark Finland France Germany Greece Iceland Italy Ireland Luxembourg Netherlands Norway Portugal Spain Sweden North Sweden South Switzerland UK D E E F D D C F D F E E F D C E E E F F C F E E F D C E E E F D E E F C D
Begins
01/03 01/04 01/04 01/04 16/03 16/03
Ends
30/04 30/04 30/04 31/05 30/04 30/04
Class
A A A B A A A
Begins
01/05 01/05 01/05 01/06 01/05 01/05 01/04 01/06 01/05 01/06 01/05 01/05 01/06 01/05 01/05 16/05 01/05 01/05 01/06
Ends
30/09 30/09 30/09 31/08 30/09 30/09 31/10 31/10 30/09 31/08 30/09 30/09 31/08 30/09 30/09 31/08 15/09 30/09 31/08
Class
D E E F C D
Begins
01/10 01/10 01/10 01/09 01/10 01/10
Ends
31/10 31/10 30/11 31/10 15/11 15/11
01/05 16/03 16/04 01/04 01/04 01/05 01/04 01/04 16/04 01/04 01/04 16/04
31/05 30/04 31/05 30/04 30/04 31/05 30/04 30/04 15/05 30/04 30/04 31/05
B A B A A B A A B B A B
F C F E E F D C E E E F
01/09 01/10 01/09 01/10 01/10 01/09 01/10 01/10 01/09 16/09 01/10 01/09
30/09 15/11 15/10 31/10 31/10 30/09 31/10 31/10 30/09 15/10 31/10 15/10
Table G3
RVP ranges for volatility classes (kPa) (CONCAWE, 2004)
A
Minimum RVP Maximum RVP 45 60
B
45 70
C
50 60
D
60 90
E
65 95
F
70 100
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Final Report XCV
Table G4
RVP values used within spreadsheet
Country
BAU RVP Scenario
ALT RVP Scenario (Note 1)
Notes
Summer
Nonsummer
75.0 80.0 55.0 75.0 80.0
Summer
Nonsummer
75.0 80.0 60.0 75.0 80.0 Calculated from Concawe data (Note 2) Calculated from Concawe data Assumed same as Greece Assumed same as Austria 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.
Austria Belgium Cyprus Czech Rep. Denmark
52.5 52.5 52.5 52.5 58.3
70 70 70 70 70
Estonia Finland
57.5 57.5
85 85.0
70 70
85 85.0
Assumed same as Lithuania Calculated from Concawe data - fits within the range of min-max values taken from Entec consultation Calculated from Concawe data Calculated from Concawe data - fits within the range of min-max values taken from Entec consultation Calculated from Concawe data Calculated on same basis as Concawe data using information from Entec consultation Average summer and non-summer data taken from Entec consultation Calculated from Concawe data Assumed same as Lithuania Assumed same as Finland (treated as Arctic exemption country in accordance with findings from Entec consultation) 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.
France Germany
52.5 52.5
66.5 75.0
70 70
68.7 75.0
Greece Hungary Ireland Italy Latvia Lithuania
52.5 52.5 62.4 52.5 57.5 57.5
55.0 72.2 90 66.5 85 85.0
70 70 70 70 70 70
60.0 72.2 90 68.7 85 85.0
Luxembourg
58.2
87
70
87
Malta Netherlands Poland Portugal Slovakia
52.5 52.5 52.5 52.5 52.5
66.5 80.0 75.0 75.0 72.2
70 70 70 70 70
68.7 80.0 75.0 75.0 72.2
Assumed same as Italy Calculated from Concawe data Assumed same as Germany Calculated from Concawe data Assumed same as Hungary
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Final Report XCVI
Country
BAU RVP Scenario
ALT RVP Scenario (Note 1)
Notes
Summer
Nonsummer
66.5
Summer
Nonsummer
68.7 Calculated on same basis as Concawe data using information from Entec consultation and assuming same transition periods and classes as Italy Calculated from Concawe data Average summer data taken from Entec consultation; non-summer data calculated from Concawe data Average summer data taken from Entec consultation; non-summer data calculated from Concawe data Calculated from Concawe data Calculated on same basis as Concawe data using information from Entec consultation assumes no transition periods Assumed same as Slovenia Assumed same as Hungary
Slovenia
52.5
70
Spain Sweden North Sweden South United Kingdom Bulgaria
52.5 64.7
55.0 80.0
70 70
60.0 80.0
64.7
80.0
70
80.0
57.5 52.5
85.0 65.0
70 70
85.0 65.0
Croatia Romania Notes: 1. 2.
52.5 52.5
66.5 72.2
70 70
68.7 72.2
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. 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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Final Report XCVII
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
BAU Emissions (t/a)
Remaining Emissions (t/a)
Emissions reduced (t/a)
Total annualised cost (/a)
Total annualised savings from recovery (/a) 0 0 0 0 0 0 0 2,573 2,573 0 0 0 0 0 24,669 24,669
/tonne (including recovery)
Austria
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
893 95 97 177 162 361 0
893 95 97 177 162 361 0 1,085 123 117 214 196 436 0 1,017 184
0 0 0 0 0 0 0 4 4 0 0 0 0 0 41 41
0 0 0 0 0 0 0 18,961 18,961 0 0 0 0 0 33,625 33,625
n/a n/a n/a n/a n/a n/a n/a 3,818 3,818 n/a n/a n/a n/a n/a 218 218
Belgium
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
1,090 127 117 214 196 436 0
Denmark
TOTAL <500
1,059 226
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Final Report XCVIII
Country
m3
BAU Emissions (t/a)
Total annualised savings from recovery (/a) 0 0 0 0 0 260,354 33,668 32,812 54,854 43,143 95,877 0 884,945 335,818 121,915 222,993 204,218 0 0 0 0 0 0 0 0 0 777,890 265,416 201,862 235,234 66,743 8,635 0 457,870
500-1000 1000-2000 2000-3000 >3000
206 322 233 73 0
206 322 233 73 0 1,509 179 177 309 262 582 0 9,690 1,760 1,130 2,066 1,892 2,842 0 13,212 53 773 2,332 3,118 6,936 0 4,076 1,391 1,058 1,233 350 45 0 2,399
0 0 0 0 0 434 56 55 92 72 160 0 1,476 560 203 372 341 0 0 0 0 0 0 0 0 0 1,298 443 337 392 111 14 0 764
0 0 0 0 0 1,300,103 111,125 344,457 264,593 231,418 348,509 0 4,276,877 1,319,110 501,469 1,216,957 1,239,341 0 0 0 0 0 0 0 0 0 3,837,605 1,458,711 818,436 1,312,290 225,697 22,471 0 1,488,494
n/a n/a n/a n/a n/a 2,394 1,379 5,693 2,292 2,616 1,579 n/a 2,298 1,755 1,866 2,672 3,038 n/a n/a n/a n/a n/a n/a n/a n/a n/a 2,358 2,695 1,831 2,745 1,428 961 n/a 1,349
Finland
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
1,943 235 232 401 334 742 0
France
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
11,167 2,320 1,333 2,438 2,233 2,842 0
Germany
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
13,212 53 773 2,332 3,118 6,936 0
Greece
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
5,374 1,833 1,394 1,625 461 60 0
Ireland
TOTAL
3,163
17 May 2005
Final Report XCIX
Country
m3
BAU Emissions (t/a)
Total annualised savings from recovery (/a) 23,084 43,579 104,902 87,673 198,633 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 90,001 90,001 0 0 0 0 0 632,644 68,199 144,211 200,474 112,526 107,233 0
<500 500-1000 1000-2000 2000-3000 >3000
159 301 725 606 1,372 0
121 228 550 459 1,041 0 9,276 3,618 2,505 2,597 325 232 0 299 32 32 59 54 121 0 2,335 472 286 511 452 615 0 3,315 357 756 1,050 590 562 0
39 73 175 146 331 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 150 150 0 0 0 0 0 1,055 114 241 334 188 179 0
177,419 210,200 384,240 250,077 466,559 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 542,336 542,336 0 0 0 0 0 2,112,554 409,030 360,620 648,341 286,429 408,134 0
4,008 2,292 1,596 1,110 809 n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a 3,013 3,013 n/a n/a n/a n/a n/a 1,402 2,996 900 1,339 926 1,682 n/a
Italy
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
9,276 3,618 2,505 2,597 325 232 0
Luxembourg
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
299 32 32 59 54 121 0
Netherlands
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
2,485 622 286 511 452 615 0
Portugal
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
4,370 471 996 1,385 777 741 0
17 May 2005
Final Report C
Country
m3
BAU Emissions (t/a)
Total annualised savings from recovery (/a) 1,940,078 19,401 116,405 291,012 329,813 1,183,448 0 12,838 12,838 0 0 0 0 0 5,238,570 16,524 40,942 151,437 220,989 4,808,678 0 109,772 11,725 11,918 21,799 19,964 44,366 0 0 0 0 0 0
Spain
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
13,402 134 804 2,010 2,278 8,175 0
10,165 102 610 1,525 1,728 6,201 0 1,831 230 195 356 326 724 0 28,064 87 219 811 1,184 25,762 0 240 26 26 48 44 97 0 980 105 106 195 178
3,237 32 194 485 550 1,974 0 21 21 0 0 0 0 0 8,739 28 68 253 369 8,022 0 183 20 20 36 33 74 0 0 0 0 0 0
9,946,814 438,873 915,400 2,170,991 2,127,710 4,293,840 0 49,625 49,625 0 0 0 0 0 11,850,813 155,453 193,466 636,730 924,083 9,941,081 0 437,634 24,202 86,437 91,750 93,438 141,808 0 0 0 0 0 0
2,474 12,961 4,114 3,872 3,268 1,575 n/a 1,718 1,718 n/a n/a n/a n/a n/a 757 5,040 2,233 1,921 1,907 640 n/a 1,790 638 3,748 1,923 2,206 1,317 n/a n/a n/a n/a n/a n/a
Sweden
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
1,852 251 195 356 326 724 0
United Kingdom
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
36,803 114 288 1,064 1,553 33,784 0
Cyprus
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
423 45 46 84 77 171 0
Czech Republic
TOTAL <500 500-1000 1000-2000 2000-3000
980 105 106 195 178
17 May 2005
Final Report CI
Country
m3
BAU Emissions (t/a)
Total annualised savings from recovery (/a) 0 0 77,695 8,299 8,436 15,429 14,130 31,402 0 0 0 0 0 0 0 0 20,846 7,860 7,990 4,996 0 0 0 3,782 3,782 0 0 0 0 0 23,114 2,469 2,510 4,590
>3000
396 0
396 0 407 43 44 81 74 165 0 880 94 96 175 160 356 0 227 41 42 48 30 67 0 275 40 29 52 48 107 0 121 13 13 24
0 0 130 14 14 26 24 52 0 0 0 0 0 0 0 0 35 13 13 8 0 0 0 6 6 0 0 0 0 0 39 4 4 8
0 0 510,213 45,393 48,318 117,257 119,413 179,833 0 0 0 0 0 0 0 0 229,124 94,624 93,948 40,553 0 0 0 26,765 26,765 0 0 0 0 0 85,716 7,626 8,117 19,699
n/a n/a 3,337 2,679 2,834 3,956 4,466 2,833 n/a n/a n/a n/a n/a n/a n/a n/a 5,989 6,617 6,449 4,266 n/a n/a n/a 3,643 3,643 n/a n/a n/a n/a n/a 1,624 1,252 1,340 1,973
Estonia
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
537 57 58 107 98 217 0
Hungary
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
880 94 96 175 160 356 0
Latvia
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
262 54 55 56 30 67 0
Lithuania
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
282 46 29 52 48 107 0
Malta
TOTAL <500 500-1000 1000-2000
160 17 17 32
17 May 2005
Final Report CII
Country
m3
BAU Emissions (t/a)
Total annualised savings from recovery (/a) 4,204 9,342 0 0 0 0 0 0 0 0 10,092 5,464 4,628 0 0 0 0 70,495 12,637 12,845 23,495 21,517 0 0 4,530 4,530 0 0 0 0 0 177,781 18,989 19,302
2000-3000 >3000
29 65 0
22 49 0 2,672 285 290 531 486 1,080 0 412 57 55 76 69 154 0 623 82 83 152 139 166 0 393 54 41 75 69 153 0 932 99 101
7 16 0 0 0 0 0 0 0 0 17 9 8 0 0 0 0 118 21 21 39 36 0 0 8 8 0 0 0 0 0 297 32 32
20,061 30,212 0 0 0 0 0 0 0 0 40,553 5,069 35,484 0 0 0 0 138,663 2,334 18,996 58,132 59,201 0 0 66,869 66,869 0 0 0 0 0 612,256 54,471 57,981
2,261 1,339 n/a n/a n/a n/a n/a n/a n/a n/a 1,809 -43 3,996 n/a n/a n/a n/a 580 -489 287 884 1,050 n/a n/a 8,249 8,249 n/a n/a n/a n/a n/a 1,465 1,120 1,201
Poland
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
2,672 285 290 531 486 1,080 0
Slovakia
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
429 66 63 76 69 154 0
Slovenia
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
741 103 105 192 175 166 0
Bulgaria
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
401 62 41 75 69 153 0
Croatia
TOTAL <500 500-1000
1,228 131 133
17 May 2005
Final Report CIII
Country
m3
BAU Emissions (t/a)
Total annualised savings from recovery (/a) 35,305 32,333 71,852 0 503,858 53,817 54,705 100,060 91,636 203,641
1000-2000 2000-3000 >3000
244 223 496 0
185 169 376 0 2,640 282 287 524 480 1,067
59 54 120 0 841 90 91 167 153 340
140,708 143,296 215,800 0 1,993,914 177,394 188,826 458,239 466,668 702,787
1,790 2,057 1,201 n/a 1,773 1,376 1,470 2,146 2,453 1,469
Romania
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
3,481 372 378 691 633 1,407
EU25+3
TOTAL <500 500-1000 1000-2000 2000-3000 >3000
118,862 11,729 10,976 18,726 15,383 62,048
99,970 10,024 9,602 16,279 13,300 50,766
18,892 1,705 1,375 2,447 2,083 11,282
39,599,516 5,219,017 3,882,155 7,560,480 6,186,832 16,751,032
11,324,396 1,021,759 824,061 1,466,581 1,248,890 6,763,105
1,497 2,462 2,225 2,491 2,370 885
17 May 2005

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European Commission (DG Environment) Stage II Petrol Vapour Recovery - Final Report

Certificate No. EMS 69090

Certificate No. FS 13881

Uptake of Stage II in the 25 Member States and Three Candidate Countries

% 2005 EU25+3 Petrol Throughput

Details of Stage II Controls

Cyprus Czech Rep. Denmark

0.2% 1.6% 1.5%

Final Report iii

% 2005 EU25+3 Petrol Throughput

Details of Stage II Controls

Slovenia Spain Sweden UK Bulgaria Croatia Romania Total

0.7% 6.6% 3.1% 16.9% 0.5% 0.5% 1.3% 100.0%

All throughput thresholds mentioned are in m per year.

02 - Business as usual - 70 kPa 03 - EU Stage II at >3000m from 2010

04 - EU Stage II at >500m from 2010

05 - EU Stage II at >500m from 2020

06 - EU Stage II for new stations

Uncontrolled 2010 2015 2020 313.5 312.5 322.9

Final Report vii

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)

Final Report viii

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 Scenario 06a

Final Report xii

Final Report xiii

IIASA kPa kt n.a. LED NECD Petrol

PJ PVR Reid Vapour Pressure (RVP)

Stage II True vapour pressure (TVP)

Final Report xiv

Survey of Member States and Candidate Countries

Hydrocarbon Efficiency and Stage II Effectiveness in the Field

Cost of Stage II Techniques

Final Report xvi

VOC Emissions Projections

Possible European Union Emissions Reductions and Costs

Final Report xvii

Final Report xviii

Basis for this Study

Aims and Objectives

VOC Emissions in the European Union

Emission (kt) in year

Petrol Vapour Recovery Stage I

Timescales for Introduction of Stage I Controls in Older Member States (EU15)

Timescale and Petrol Throughput Requirements

Loading and unloading of mobile containers at [1] terminals

Bottom loading equipment [1] (road tanker gantries)

31 December 2004 (all terminals, for at least one gantry).

Timescale and Petrol Throughput Requirements

Loading into storage at [3] service stations

Petrol Vapour Recovery Stage II

Simplified Schematic of Stage II Petrol Vapour Recovery

Coaxial hose with coaxial adapter

Vapour Line Fuel Line Underground Storage Tank