Sensitivity to Transportation Distance

According to Kessom et al. [2009], the energy required for transportation of fuels depends on the distance covered, route for the transportation and the type of fuel used. In Nigeria, there are 21 distributed served by a pipeline network of approximately 5000 km, with fuel supplied via mainline and booster pumps. Conventional diesel oil is the most commonly used fuel in oil tankers, which also transport crude and petroleum products. Natural gas, on the other hand is used in power plants to generate power and to transport crude-oil and products via pipeline. Due to fuel shortages, pipeline vandalization, and poor maintenance that hinders effective transportation of refined products via these networks; fuels are usually transported from depots and import jetties over long distances to local filling stations using petroleum tankers usually with empty trips while imported fuels are transported over long distances using wide ranges of sea transport vessels. Katsouris and Sayne, [2013] described in detail how stolen crude-oil is shipped from Nigeria to foreign refineries for instant processing and sales through complex co-loading and along multiple routes to reduce the risk of being caught and to avoid payment of levies. This increases the total energy cost and environmental impact of diesel oil and other petroleum products in Nigeria.

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Figure 6.15: Influence of pipeline distance, sea distance and truck distance on GHG emissions Due to these important, urgent issues, the sensitivity of transportation distance was carried out for the reference diesel-fuel. A ±50% range of sensitivities from high to low was tested on pipeline distance, sea distance and truck distance (see figure 6.14 and 6.15). Figure 6.15 shows that truck distance covered during the transportation of crude- oil and delivery of the product to a local vendor had the highest degree of influence on GHG emissions, followed by sea and pipeline distance travelled. Percentage increases and reductions in climate change were 0.94%, 1.48% and 2.78% for ± 50% changes in pipeline distance, sea distance and truck distance travelled respectively. However, when considering the change in total emissions for the transportation of crude-oil and delivery of product to a local vendor; the influence of pipeline distance on emissions was the largest, followed by truck distance covered and lastly sea distance travelled. Percentage increase and reduction in total GHG emissions were 2.94%, 0.48% and 2.17% for changes in pipeline distance, sea distance and truck distance travelled respectively.

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6.6 Conclusion

The study concludes with the following:

1. Net energy ratios of 2.4, 1.6, and 1.4 and fossil-fuel savings of 58%, 36% and 27% are achievable for the production of 1 kg of Jatropha biodiesel under rain-fed base- case, base-case irrigated and large scale farming scenarios respectively. Similar results of 2.4%, 1.5% and 1.3% were obtained for the use of 1 MJ of Jatropha biodiesel used in a 126MW power plant but produced under rain-fed base-case, base-case irrigated and large scale farming scenarios respectively.

2. Jatropha biodiesel systems have a potential environmental benefit, with GHG savings of 60%, 50% and 26% for rain-fed base-case, irrigated base-case and large-scale farming respectively. However the GHG savings of nearly 19% was observed at all farming conditions using the well-to-wheel system boundary.

3. To satisfy Nigeria’s energy demand, diversify the energy mix in power generation and reduce GHG emissions concurrently, Nigeria’s renewable energy programme should adopt the system defined within this report, i.e. to choose a sustainable Jatropha biodiesel fuel production and use system that is of economic and environmental benefit.

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6.7 Further Work

Since this study employed the use of secondary data and generic process to describe Jatropha biodiesel and diesel production in Nigeria, further work could employ primary data from established Jatropha farms to enable the use of these results as a guide and to foster policy decisions in Nigeria and similar countries. The commercial scale of Jatropha farming is yet to be established in Nigeria. Also, the impact of Jatropha biodiesel production and use can be re-examined in the light of land use change, water depletion, human toxicity and use of recent technologies with low environmental impact. There are recent assessment that examines the production, use and end-of-life of processes, products and systems, also known as well-well analysis, hence, the impacts of the end-of-life of material input and product output could be included in further work. It is also highly recommended that a comprehensive life cycle inventory database that covers the production of materials, fuels, and disposal of goods with specificity to Nigeria conditions be available for life cycle assessment study. This is because the European databases have not included the exacting conditions and inefficiencies appropriate for this kind of study. The socio-economic impact of production and use of Jatropha biodiesel would be significant and enable a holistic life cycle assessment.

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CHAPTER 7