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OIL INDUSTRY

Evolution, trends and options

Petroleum Refining
2017/2018

Filipa Ribeiro
Natural
OIl
Gas

Refinery NG Up

Fuel gas
Synthesis Gas Fuel gas
Motor
LPG or
fuels
Naphthas reinjection
Lube oils Aromatics
Fuel oil
Asphalt Plastics Antioxidants
Fibers Fungicides
Petrochemical
Rubbers Pesticides
Fertilizers Chemicals
Insecticides Solvents
Dyes Refrigerants
Synthetic
Resins Medicals
products
Plasticizers Explosives
Detergents
ICT intensity of operations at the level of the whole
Chart 4.21.
company a measure computing the percentage of total
company expenditure devoted to ICTs is used. As a
ICTs and upstream operations

result of such surveys, a participating oil company has The main challenge of upstream operations that

ICTsOil
in the oil value chain
a better idea regarding the use of ICTs, on the basis of include exploration and production (E&P) of crude
Industry
comparison with its peers and with companies in other oil is to extend the life of this depleting resource.

Chart 4.2
ICTs in the oil value chain

INFORMATION ECONOMY REPORT 2006


2.1
Global Oil demand per sector
mboe/d

120
Road transportation is clearly the biggest contributor to demand

100

80

60

40

42%
20 44%

0
2014 2015 2020 2025 2030 2035 2040

Rail and domestic waterways Electricity generation


Marine bunkers Resid./comm./agriculture
Aviation Other industry
5
Road transport Petrochemicals
World Oil Outlook 2015
OIL: Huge imbalance between production and consumption
Oil trade flows worldwide

Major oil trade movements 2015


(million tonnes)

BP Statistical Review of World Energy 2016


Figure 7.4
Global crude oil exports by origin 20152040
mb/d

50

40 Middle East
Russia & Caspian
Europe
30 Africa
Latin America
US & Canada

20

10

0
2015 2020 2025 2030 2035 2040
(World Oil Outlook 2016)
* Only trade between major regions is considered.

Total export volume is projected to increase by around 2.5 mb/d between 2015 and
2020, then stagnate until 2025, before increasing by another 5 mb/d until 2040

World Oil Outlook 2016


306 Organization of the Petroleum Exporting Countries
Crude oil exports from the Middle East by major destinations, 20152040

mb/d CRUDE OIL Exporters


from the Middle East by major destinations (2015 -2040)
30
Latin America Asia-Pacific Europe Africa US & Canada Middle Eastlocal use

25

20

15

10

0
2015 2020 2025 2030 2035 2040

Impact of ending the US crude oil export


Exports to other regions remain relatively stable, with Europe expected to remain an
.
important
Worldoutlet for2016
Oil Outlook Middle Eastern crude with volumes broadly around 1.5 mb/d from
Organization of the Petroleum Exporting Countries 307
2020 onwards
(World Oil Outlook 2016)
The large majority of exports will flow to the Asia-Pacific
From producer to consumer: crude oil shipping

Distances (by sea)


Southern Europe - Persian Gulf (crossing Suez Canal) ~ 8 000 km
Rotterdam (the largest oil port) Persian Gulf~ 20 000 km ~ 29 days by sea

Crude tankers move large quantities of unrefined oil from its point of extraction to
refineries
World Oil Transit Chokepoints

About 63 % of the world's oil production move on maritime routes.

International energy markets depend on reliable transport routes.


http://www.maritime-executive.com/article/world-oil-transit-chokepoints-2014-11-15
From producer to consumer: crude oil shipping
Transportation 207

There are roughly 3500 tankers


available on the international oil
transportation market

Profiles of various tanker sizes.


Figure 7.1 Profiles of various tanker sizes.

to Europe and the United States will either use the Suez Canal or the Cape
More than 100 million tons of oil is shipped each
of Good day
Hope, bythetankers.
pending tankers size and its specific the destination.
About half the petroleum shipped is loaded in the
International oil
the United States.
Middle
trade is often East
correlatedand
with oilthen
prices, asshipped to
it is the case for

Japan, the United States and Europe. The world tanker fleet capacity (excluding tankers owned or chartered
on long-term basis for military use by governments) was about 280 million
deadweight tons in 2002. There are roughly 3500 tankers available on the
international oil transportation market.The cost of hiring a tanker is known
The seaborne crude oil transportation business is highly fragmented: two
as the charter rate. It varies according to the size and characteristics of the
tanker, its origin, destination and the availability of ships, although larger
types of operators: independent ship owners and captive fleets of privately
ships are preferred due to the economies of scale. In addition, due to envi-
ronmental and security considerations, single-hulled tankers are gradually
and state owned oil companies. phased out to be replaced by double-hulled tankers.
Tankers transport crude oil from their points of production to their
points of consumption, which are typically oil refineries. The main clients
within the industry include oil companies, oil traders, large oil consum-
ers, petroleum product producers, and government agencies. The contracts
by which crude oil is transported include spot charters, time charters and
bareboat charters.
Bulk Trade Outlook, produced by Clarksons Research.

Evolution of world maritime fleet


Figure 1.2. International seaborne trade, selected years (millions of tons loaded)

12 000

10 000

8 000

6 000

4 000

tankers 2 000

0 1980 1985 1990 1995 2000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Container 102 152 234 371 598 969 1 076 1 193 1 249 1 127 1 280 1 393 1 464 1 544 1631
Other dry cargo 1 123 819 1 031 1 125 1 928 2 009 2 112 2 141 2 173 2 004 2 022 2 112 2 150 2 218 2272
Five major bulks 608 900 988 1 105 1 295 1 709 1 814 1 953 2 065 2 085 2 335 2 486 2 742 2 923 3112
Oil and gas 1 871 1 459 1 755 2 050 2 163 2 422 2 698 2 747 2 742 2 642 2 772 2 794 2 841 2 829 2 826

Sources: UNCTAD, Review of Maritime Transport, various issues. For 20062014, the breakdown by type of cargo is based on
Clarksons Research, Shipping Review and Outlook, various issues.

http://unctad.org/en/PublicationsLibrary/rmt2015_en.pdf
Crude oil pipeline transportation

PIPELINES network in the Middle East


(through Iraq, Syria, Lebanon, Saudi
Arabia, Jordan, Egypt ..) facilitates the
supply of oil to the Mediterranean region.

Pipeline in Southern Europe (1800 km)


from Marseille-Fos Port, can supply
refineries in France, Germany and
Switzerland
Pipelines for oil,
gas and products
in Europe
Crude oil pipelines in Europe
U
p Crude Oil and NG
s reservoires Exploration
t
r Oil
e Transport Associated Gas
a
m Separation Exploitation
Non-associated Oil
gas Wet NG
Refining
NG upgrade Refinery
D
o Dry NG Import
Derivatives
w
n Piped Gas Bases
s distribution
t Distribution and
marketing
r
e
a Final costumer Final costumer
m
Natural Gas and Associated Gas

Natural Gas (NG):


A mixture of C1 to C3 hydrocarbons (mainly CH4) + small amounts of
N2, CO2 and H2S . Found in gas reservoirs with no oil present (non-
associated gas)

Associated Gas (AG):


Present in contact with and/or dissolved in crude oil and is coproduced
with it.

Liquefied Petroleum Gas (LPG)


Produced as a by-product of natural gas processing, associated gas or
during refining and processing operations of petroleum.
Mainly contains propane and butane
Oil INDUSTRY

Intends to adapt production to the market (demand) in


Quantity
Quality

Refineries must present:


Flexibility
Adaptability
Capacity for innovation

Be able to follow and take into account all market oil products developments
(quantity and quality requirements)

comply with environmental legislation

Diversified Conversion Processes Essential for market demand (simple


refinery- hydroskiming, without any conversion process are no longer used)
World Oil products demand

REVUE DE LINSTITUT FRANAIS DU PTROLE, Vol. 52, n 5, 1997, p.469


Figure 5.2
Global product demand, 2014, 2020 and 2040
Global product demand, 2014, 2020 and 2040
mb/d

40
2014 2020 2040
35

30

25

20

15

10

0
Ethane/ Naphtha Gasoline Jet/ Diesel/ Residual Other
LPG Kerosene Gasoil fuel* products**

* Includes refinery fuel oil.


** Includes bitumen, lubricants, waxes, still gas, petroleum coke, sulphur, direct use of crude oil, etc.

22 23 25 World Oil Outlook 2015


5.14
Reference Case outlook for oil demand by product, Europe, 20142040

mb/d

18

15 Other products**
Residual fuel*
Gasoil/Diesel
12 Jet/Kerosene
Gasoline
Naphtha
9 Ethane/LPG

0
2014 2015 2020 2025 2030 2035 2040

* Includes refinery fuel oil.


** Includes bitumen, lubricants, petroleum coke, waxes, still gas, sulphur, direct use of crude oil, etc.
17
Total demand in Europe will decline by 1.8 mb/d between 2014 and 2040
29 or by 1.8 mb/d.
28
Full efficiency improvements; Gradual penetration of alternative vehicles;
30
Increase in gas
use and renewable energy
World Oil Outlook 2015 19
Organization of the Petroleum Exporting Countries 239
Figure 5.12
Reference Case outlook for oil demand by product, Asia-Pacific,
5.12
20142040

mb/d

50

Other products**
40
Residual fuel*
Gasoil/Diesel
Jet/Kerosene
30 Gasoline
Naphtha
Ethane/LPG
20

10

0
2014 2015 2020 2025 2030 2035 2040

* Includes refinery fuel oil.


17
** Includes bitumen, lubricants, petroleum coke, waxes, still gas, sulphur, direct use of crude oil, etc.
29
Product demand in the Asia-Pacific region is set to increase significantly 28 in the future
30
Product yields directly obtained by simple distillation of different crudes

Light
products

Middle
distillates

Heavy
Fuel

BREGA BRENT Arabian SAFANYA


(%)
Libya North Sea Light Heavy arabian
crude
CRUDE: Arabian light

- Products yield as a function of refinery type

Light Products

Middle distillates

Heavy Products

Internal
consumption

(%) Simple Conventional Deep


Refinery Conversion Conversion
Figure 3.17
Figure 3.17 3.19
Global
Global crude crude
quality quality
outlook, outlook, 20102040
20102040 3.17
API Sulphur % (wt)

API gravity
34.00 1.4
34API gravity
Sulphur content API gravity
Sulphur
33.5 1.3
33.5

33.0 1.2

33

32.5 1.1

32.5

32.0 1.0
2010 2015 2020 2025 2030 2035 2040
Refineries evolution
Environmental Protection

u Improvement of products quality


Products differentiation

Gasoline [leaded gasoline (vanished before the year 2000)]


unleaded gasoline (wihout Pb additive compounds)
Oxygenated
Reformulated
Ex: The quality of the final product is related simultaneously with the reduction of lead,
required Octane Number, benzene and sulfur content, and more recently with light
olefins and aromatics reduction.
Diesel and fuel oil differentiated according to the sulfur content and cetane number
Heavy fuel oil- with different sufur content and viscosity

u Consequences:
High quality gasoline, middle distillates and heavy products lead to an increased
number of refining processes
Increase of number and complexity of process flows and pipping
Increase of storage park (number of tanks; mixture points...)
Investment
Increase of Hydrogen Comsumption in Refinery
Development of new processes to reuse and recycle H2 and use of new sources
for H2 production
FIG.21 MAXIMUM GASOLINE SULPHUR LIMIT
Maximum Gasoline Sulphur Limit 2014
Source: Hart Energy Research and Consulting, January 2014

10 PPM 11 - 99 PPM 100 - 150 PPM


151 - 600 PPM 601 - 2500 PPM

The EU has set the most stringent environmental specifications Countries may apply lower limits for different grades, regions/
for sulphur in gasoline worldwide with a maximum level of 10 cities, or based on average content. Detailed information on
FIG.20 MAXIMUM ON-ROAD DIESEL SULPHUR LIMITS
Maximum on-road
Source: Hart Energy Research Diesel
and Consulting, JanuarySulphur
2014 Limits 2014

10 - 15 PPM 16 - 50 PPM 51 - 350 PPM


351 - 500 PPM 501 - 2000 PPM >2000 PPM

Europe together with USA, Canada, Japan, Australia and Chile Countries may apply lower limits for different grades, regions/
apply the lowest (10-15 ppm) on-road diesel sulphur limits in the cities, or based on average content. Detailed information on
Evolution of Gasoline and Diesel Specifications in EUROPE
Regarding levels of polluting compounds or generators of pollutants

Fonte: http://www.ifqc.org/
The evolution of EU fuel specifications for sulfur content

http://transportpolicy.net/index.php?title=EU:_Fuels:_Diesel_and_Gasoline
In 13 years the maximum sulfur content in fuels decreased from
500 to 10 ppm
(50 times less !!!)

ppm Diesel
Gasoline

Introduction
of fuels with
10 ppm S

October January January January


1996 2000 2005 2009
WHY TO REDUCE
SULPHUR ?????
Reduction of Automobile Pollution

CO, NOx, HC,


Particles
Thee Way
Catalysts
Gasoline engines

N2
Diesel engines
Lean burn engines (GDI) CO2
H 2O
New catalysts
(DeNOx)
Requirements of car manufacturers vs fuel producers

European Program on Emissions, Fuels and Engines technologies (EPEFE)


led by the European Commission

- Sulfur has a negative effect (poison) on the performance of three-way catalysts


Increase of CO, HC and NOx emissions

GDI (Gasoline Direct Engines) and Diesel cars


Require new technologies to reduce NOx emissions and particulates PM

Can not tolerate


Sulfur
Exhaust gases emissions control
Lean NOx Trap catalysts (LNT)
Oxidation catalysts and filters for diesel vehicles
Selective Catalytic Reduction (SCR) catalysts (urea based (NH3))
Evolution of European Union emission regulations engine emission standards
(http://www.dieselnet.com/standards/eu/ld.php) (values in g km-1)

Data CO HC HC+NOx NOx PM

Diesel
Euro 1 1992.01 2,72 - 0,97 - 0,14
Euro 2 1996.01 1,0 - 0,7 - 0,08
Euro 3 2000.01 0,64 - 0,56 0,50 0,05
Euro 4 2005.01 0,50 - 0,30 0,25 0,025
Euro 5 2009.09 0,50 - 0,23 0,18 0,005
Euro 6 2014.09 0,50 - 0,17 0,08 0,005
Gasoline
Euro 1 1992.01 2,72 - 0,97 - -
Euro 2 1996.01 2,2 - 0,5 - -
Euro 3 2000.01 2,30 0,20 - 0,15 -
Euro 4 2005.01 1,0 0,10 - 0,08 -
Euro 5 2009.09 1,0 0,10 - 0,06 0,005*
Euro 6 2014.09 1,0 0,10 - 0,06 0,005*
Evolution of the emission regulations
Emission Limits for Gasoline Powered LDVs, NOx, and NMHC in the US
(Light-duty vehicles and Trucks) and the EU (Passenger cars and Light
commercial vehicles)

http://transportpolicy.net/index.php?title=Global_Comparison:_Light-duty_Emissions#Limit_Values
Evolution of the emission regulations
Emission Limits for Diesel Powered LDVs, NOx, and NMHC in the US (Light-duty
vehicles and Trucks) and the EU (Passenger cars and Light commercial vehicles
Evolution of environmental legislation
Diesel cars

http://www.dieselnet.com/standards/eu/ld.php
Marine Fuel Regulations

Shipping: indispensable to the world


Around 80% of global trade by volume and over 70% by value is carried
by sea and is handled by ports worldwide

More than 50,000 merchant ships are trading internationally The world fleet is
registered in over 150 nations
Bunker Fuel Sulphur
New regulations are being proposed by the Marine Environment Protection Committee
(MEPC) of the International Maritime Organization (IMO)

from 3.5% to 0.5% as of 2020

Europe has decided unilaterally to implement 0.5% in its Exclusive Economic


Zones (up to 200 nm from the coast) regardless of the forthcoming IMO decision

https://www.concawe.eu//uploads/Modules/Publications/marine_factsheet_def_web.pdf
Environmental Protection
Refineries are
2) in situPollution pollution sources

Emissin of several pollutants:


Air pollution mainly from combustion units:
CO, CO2, NOx, H2S, hydrocarbons, mercaptans and dusts
Water pollution, through desalting units, processing gas units and some catalytic
processes(phenols, chlorinated and fluorinated products, ammonia, hydrocarbons,
acids or amines)

Existing regulamentation impose a number of constraints to the refiners

Some of the measures that have been taken have resulted in reduction of energy consumption
and pollutant discharges more satisfactory.

Nowadays a refinery consumes 40% less energy than in the 60s


All cracking units are equipped with dust removal systems
The consumption of water used per ton of processed crude has decreased and
the content of organic matter in aqueous wastes was reduced by about 60%.
Changes and challenges in refineries

New markets with new structures

Better quality of products

Environmental constraints

Large investments that influence the economic situation


Table 6.1
Estimation of secondary process additions from existing projects, (World Oil outlook 2016)
20162021 mb/d

By year
Conversion Desulphurization* Octane units

2016 0.2 0.5 0.1


2017 0.6 1.0 0.2
2018 0.5 1.1 0.2
2019 0.8 1.2 0.4
2020 0.5 0.7 0.2
2021 0.4 0.7 0.2

By region
Conversion Desulphurization* Octane units

US & Canada 0.2 0.1 0.0


Latin America 0.3 0.5 0.1
Africa 0.2 0.4 0.2
Europe 0.2 0.1 0.0
Russia & Caspian 0.5 0.5 0.1
Middle East 0.5 1.8 0.5
China 0.7 0.9 0.3
Other Asia 0.5 0.8 0.2
Total world 3.0 5.1 1.3
Figure 6.3
Global secondary capacity requirements by process type, 20162040

mb/d
(World Oil outlook 2016- section II)
30
Additional requirements to 2040
Additional requirements to 2030
25 Projects to 2021

20

15

10

0
Crude distillation Conversion Octane units Desulphurization
Many new refineries are being designed with the ability to process heavy, low quality, and often high acid number
(high TAN) crudes, as well as better quality grades and/or to produce petrochemical feedstocks such as propylene
and aromatics. Smaller projects in existing refineries are generally directed toward the same aims.
Table 6.3
Global capacity requirements by process, 20162040 mb/d 6

Existing projects Additional requirements Total additions


to 2021* 20212030 20302040 to 2040

Crude distillation 7.3 7.9 4.3 19.5


Conversion 3.0 4.8 3.5 11.4
Coking/Visbreaking 1.1 0.5 0.6 2.2
Catalytic cracking 0.9 2.9 1.2 5.0
Hydro-cracking 1.1 1.4 1.7 4.1
Desulphurization** 3.9 13.7 5.6 23.2
VGO/Resid 0.7 2.0 1.5 4.2
Distillate 2.6 11.1 2.8 16.5
Gasoline 0.7 0.6 1.2 2.5
Octane units*** 1.3 1.8 1.7 4.9
Catalytic reforming 1.0 0.8 0.9 2.8
Alkylation 0.1 0.5 0.3 1.0
Isomerization 0.2 0.1 0.3 0.6
MTBE 0.0 0.4 0.2 0.6

* Existing projects exclude additions resulting from capacity creep.


** Naphtha desulphurization not included.
*** New units only (excludes any revamping).
Fuel quality

The new "clean" technologies implemented in the engines require that the
market will provide high quality fuels.

World Wide Fuel Charter Worldwide Fuel Charter provides fuel quality recommendations
published by the members of the Worldwide Fuel Charter
(1 publicao em 1998)
Committee as a service to worldwide legislators, fuel users and
producers

It includes Automobile Manufacturers Associations

Fifth Edition

European Automobile

WORLDWIDE
Manufacturers Association
Avenue des Nerviens 85
B-1040 Brussels, Belgium
Tel: +32 2 732 55 50
Fax: +32 2 738 73 10
www.acea.be

FUEL CHARTER SEPTEMBER 2013


Alliance of
Automobile Manufacturers
803 7th Street, N.W., Suite 300
Washington D.C., 20001
Tel: +1 (202) 326-5500
Fax: +1 (202) 326-5567
www.autoalliance.org

Truck and Engine


Manufacturers Association
333 West Wacker Drive, Suite 810
Chicago, IL 60606
Tel: +1 (312) 929-1970
Fax: +1 (312) 929-1975
www.truckandenginemanufacturers.org

Japan Automobile
Manufacturers Association
Jidosha Kaikan
1-30, Shiba Daimon 1-Chome
Minato-ku, Tokyo 105-0012 Japan
Tel: +81-3-5405-6125
Fax: +81-3-5405-6136
For copies, please contact ACEA, Alliance, EMA or JAMA or visit their websites. www.japanauto.com

http://www.acea.be/uploads/publications/Worldwide_Fuel_Charter_5ed_2013.pdf
Fuel quality: evolution
Main changes in refining process
Gasoline
Lead elimination Isomerization
To keep required octane number alkylation
CCR reforming

Benzene Extraction
Oxygen MTBE, ETBE, TAME........
Sulphur Desulphurization of FCC feed

Diesel / fuel oil


sulphur Desulphurization
Aromatics Hydrogenation (H2)

Heavy fuel oil

Sulphur Desulphurization (H2)

Consumption decrease Conversion


LDVs (US, Canada, EU, Japan, South Korea, and Australia), accounting for 43% of global
Timeline for
new implementation of Five
passenger car sales in 2013. nationwide
markets have emissions
implemented or standards
adopted world- for gasoline

LDVs, 2016.
class emission standards for HDVs (US, EU, Japan, Canada, and South Korea) and have
ultralow-sulfur diesel fuel available. Another four major marketsChina, India, Brazil and
International
RussiacouldCouncil on Clean
adopt world-class Transportation
standards within the next (http://www.theicct.org)
several years.

Heavy-duty Australia Euro IV/USO4/JE05 Euro V/US07/JE05


vehicles Brazil P-5 P-7
Canada US 2010
China China III China IV
EU Euro V Euro VI
India Bharat III
Japan PNLTES
Mexico US 2004/Euro IV
Russia Euro III Euro IV Euro V
South Korea Euro IV Euro V Euro VI
United States US 2010
Light-duty Australia Euro 4 Core Euro 5 Full Euro 5 Euro 6
vehicles Brazil L-5 L-6
Canada Tier 2
China China 3 China 4 China 5
EU Euro 4 Euro 5a Euro 5b Euro 6
India Bharat 3
Japan PNLT
Mexico Tier 1 / Euro 3
Russia Euro 3 Euro 4 Euro 5
South Korea CARB NMOG
United States Tier 2 Tier 3 (phase-in)

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Year of implementation (all sales & registrations)

Euro-equivalent standard 1/I 2/II 3/III 4/IV 5/V 6/VI Post 6/VI
DIESEL

Increase Cetane Number

Increase flash point

Decrease density

Remove Sulphur

Reduce contaminants
Composition of diesel produced by various processes

REVUE DE LINSTITUT FRANAIS DU PTROLE


VOL. 52, N 5, 1997, p. 471
Changes in fuel production
(higher production and better quality) imply changes in the
refinery schemes

Development and implementation of hydroconversion technologies in refineries is

one of main ways to achieve increased production of LPG, Diesel and Jet

DIESEL
Introduction of new units to produce H2 (CO2 production )
Introduction of new Claus Units.

Other trends:
Remove unsaturated products from refineries and introduce them in the
petrochemicals
After Sulphur....

Carbone dioxide (CO2) .....


THE TRANSPORT SECTOR
A major contributor to global anthropogenic CO2 emissions

GLOBAL ANTHROPOGENIC TRANSPORT EMISSIONS ROAD TRANSPORT


EMISSIONS 8.8 GtCO2 EMISSIONS
38 GtCO2 6.5 GtCO2

4.6%

%
.6
10

46.5%
73.9%
Other Transport
77% 23%
53.5%

10
.9%

LEGEND

RAIL AVIATION ROAD MARINE HEAVY-DUTY LIGHT-DUTY


VEHICLES VEHICLES
Notes:
Global anthropogenic CO2 emissions in 2010 based on IPCC (2014).
ICCT THE STATE OF CLEAN TRANSPORT POLICY
Transport CO2 emissions in 2010 estimated by ICCT (2014) include the full fuel lifecycle, including direct emissions from combustion & upstream emissions from extraction, refining, & distribution of fuels.
Sources:
ICCT (2014). Global Transportation Roadmap Model. Available from http://www.theicct.org/global-transportation-roadmap-model
IPCC (2014). Summary for Policymakers. Climate Change 2014, Mitigation of Climate Change. Contribution of Working Group III to the Fifth Assessment Report of the Intergovernmental Panel on Climate
Change [Edenhofer, O., R. Pichs-Madruga, Y. Sokona, E. Farahani, S. Kadner, K. Seyboth, A. Adler, I. Baum, S. Brunner, P. Eickemeier, B. Kriemann, J. Savolainen, S. Schlmer, C. von Stechow, T. Zwickel and
J.C. Minx (eds.)]. Cambridge University Press, Cambridge, United Kingdom and New York, NY, USA.

RODUCTION Figure
ICCT, J. Miller and1.C.
Global transport
Faanha Thesector
state lifecycle
of CleanCO emissions,
transport 2010
Technology, A 2014 synthesis of vehicle and fuel
2

policy developments (Transport.Policy.net)


Development of vehicles with improved energy efficiency
Kyoto Protocol

The European Union has committed to reduce emissions of gases that contribute to
the greenhouse effect,

- set the goal of doubling in the space of ten years, the share of renewable energy
use.

- defined global indicative targets for energy production in 2010 from renewable
sources

12 % of gross national energy consumption

22,1 % produced electricity.


Biofuels
Directive 2003/30/CE
Directive for promoting the use of biofuels and other renewable fuels for EU
transport.
- known as the biofuels directive

considers that Member States should ensure placement in their markets a


minimum proportion of biofuels and other renewable fuels and establishes
indicative targets

replacing x% of all transport fossil fuels (gasoline and diesel) with biofuels

X= 2 % by 2005
X= 5,75 % by 2010.

Directive 2009/28/CE from 23 April 2009 amends previous directives

Directive (EU) 2015/1513 of 9 September 2015


contains amendments to Directive 98/70/EC relating to the quality of petrol and diesel fuels and
amendements to Directive 2009/28/EC on the promotion of the use of energy from renewable
sources
Reduce Reduce oil
CO2 consumption
Hydrogen

Biofuels Diesel &gasoline


2nd generation (Biomass - BTL)
Celulosic Ethanol

Natural gas Blending


Renewable fuels
Improved
Conventional fuels
Now Medium term long term
Introduction of vegetable HBIO
oils in refinery
HBIO
HBIO is Processof:
a process
Oil Refining that uses vegetable oil as raw material to
get diesel oil.
Hydrogenation of the mixture diesel + vegetable oil

VEGETABLE OTHER
OIL DIESEL DD FRACTIONS
ATMOSPHERIC OIL
OF DIESEL
DISTILLATION

atmospheric
residue
Existing
HDT
VACUUM Gas-oil DIESEL FCC
FCC DIESEL
DISTILLATION
Process
HBIO
Vacuum
Residue

DELAYED DIESEL COKE


COKING
HBIO and Biodiesel Complementary Processes
)

e
-

r
en
Fischer-Tropsch
Synthesis

1920 - The FT process was introduced in Germany for the


production of liquid fuels from coal during 1st world war
1950 With the development of oil, this technology was
abandoned (except in South Africa)
1990 Rebirth of FT process...
Emissions from the combustion of FT diesel are lower
Production of Fischer Adjust the product
Raw material
Synthesis gas Tropsch quality

Technologies: GTL CTL


BTL XTL
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ACI | European Fuels Markets & Refining Strategy Conference - ACI 03/10/2017, 12)47

In Search For Best Solutions In Optimised Rening


During the afternoon of Tuesday 20th of March 2018, a group of conference attendees will visit
ACIsGreen
Enis 2nd edition
Reneryof European
project atFuels Markets
Porto & Rening
Marghera in VeniceStrategy Conference
the worlds will bringoftogether
rst example the
senior executives and experts from the rening industry, policy makers, consultants, technology
conversion of a conventional renery into a bio-renery able to transform organic raw materials
innovators
into and leading
high quality market
biofuels. analysts
The plant in Venice
produces greento diesel,
discussgreen
the latest challenges
naphtha, & LPG.and
developments within the industry.
Key topics to join us in Venice include:
Topics
The two day event will give you an insight to the industry`s latest regulations impacting on
renery operations
An In Depth Insightand,
Intowhile focusing
The Global largely
Fuels` on rening
Markets: strategy
Assessing in Europe,
Leading willInalso
Trends The Rening
concentrate
Arena on global updates and future forecasts on supply and demand of the key fuels
markets. Join
Assessing us to hear
Industrial in depth insights
Decarbonisation into MARPOL
Trends directiveContext:
In The Economy implementation, Electric Vehicles
Are We Heading Towards
markets, air qualitySolutions?
Fully Sustainable & its impact on transportation fuels as well as new strategies to meet new
fuels markets demand.
Renery Energy Eciency Practices In The Regulatory & Policy Context
Analysing The Future Of Bunker Fuels
th In The MARPOL Regulation Context:Rening, Shipping &
Bunker Perspectives
http://www.wplgroup.com/aci/event/fuel-market-refining-strategy-conference/ Page 1 of 5

Implementing IMO Requirements In Practice: A Case Study


Evaluation Of The Air Quality In Europe: The Future Of Transportation Fuels
Electrication Of Transport & Prospects Into The Fuel Demand
Adjusting Reneries To New Market Applications & Technologies
Unication Of Rening&Petrochemical Operations
Assessing Key Market Developments & Future Investments In The Rening Industry
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5 Year Crude Market Outlook
Results of the Refining Fitness Check & Europe
Targets 2020
Analysing the Implications of MARPOL Annex VI -
Forecasting the Future of Bunker Fuel
Automotive Fuels in Europe: Current Challenges &
Future Predictions
Case Study of a Mega Refinery
Towards Greater Refining Flexibility and Market
Stability
Effective Deployment of Available Technologies,
Engineering Expertise and Existing Projects
Long - Term Outlook for the European Refining
Industry
The Way Forward - Technology Advancements

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Chris Hunt, Director General, UKPIA
Richard De Caux, Head of Refining Economics, BP
Alessandro Bartelloni, Policy Director, Fuels Europe
Eddy Van Bouwel, Policy Planning Senior Advisor, IPIECA
Dr Pierre Dechamps, Policy Officer, EU Commission
Dr Carlos Alberto Prieto, Development Engineer, CEPSA
Donald Gregory, Director, EGCSA
Recent internet news

https://www.oilandgaspeople.com/news/5-oil-industry-news/

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