New Fuels and Vehicles: Integration Issues for Air Quality Modelers K. Shaine Tyson National...
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![Page 1: New Fuels and Vehicles: Integration Issues for Air Quality Modelers K. Shaine Tyson National Renewable Energy Laboratory.](https://reader030.fdocuments.in/reader030/viewer/2022032723/56649d1a5503460f949ef726/html5/thumbnails/1.jpg)
New Fuels and Vehicles:Integration Issues for Air
Quality Modelers
K. Shaine Tyson
National Renewable Energy Laboratory
![Page 2: New Fuels and Vehicles: Integration Issues for Air Quality Modelers K. Shaine Tyson National Renewable Energy Laboratory.](https://reader030.fdocuments.in/reader030/viewer/2022032723/56649d1a5503460f949ef726/html5/thumbnails/2.jpg)
Possible DOE Policy Shifts• DOE Policy Ofc. and Office of Fuels
Development• Models do not show market penetration of E85
• May de-emphasize neat biofuels until petroleum prices rise
• Considering more emphasis on Ethanol and Biodiesel blends - E17, B20, B2, clean fuels
• Heavy Vehicle Technology Programs• Focused on Clean Diesel Fuels
– for existing fleets and for future engine technology
• Larger emphasis on blends of FT, DMM, DEE, DME, and others with diesel
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Discussion Focus• AFVs vs. Alternative Fuel Blends (AFBs)
• AFB can expand use of alternative fuels
• Offer air quality benefits
• Enhance air quality strategies – more options for regulators– potential for lower cost options– Site specific options vs. national fuel standards– More customer choices
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Diesel Fuel Changes
• Clean Diesel Fuel– Low Sulfur Low Aromatics High Cetane– Particulate Toxicity – Improve catalyst performance– Assist OEMs with future emission standards– AFBs may lead to Clean Diesel Fuels
• B20 EPAct Option– AFV Credit for using blends – Opens door to blends with other Alt fuels
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New EPACT Options
• B20 AFV Credit– Allows regulated fleets to use 450 gallons of
pure biodiesel each year– In vehicles > 8,500 lbs gross weight– In blends of at least 20% biodiesel– Up to 50% of the fleet AFV requirements– No trading or selling or carry overs
• Save Fed. Gov $10 million per year
![Page 6: New Fuels and Vehicles: Integration Issues for Air Quality Modelers K. Shaine Tyson National Renewable Energy Laboratory.](https://reader030.fdocuments.in/reader030/viewer/2022032723/56649d1a5503460f949ef726/html5/thumbnails/6.jpg)
EPACT Compliance Options
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B20 EPACT Opens the Door
• Diesel mixed with – Biodiesel
• various blend levels up to pure biodiesel
– Fischer-Tropsch Diesel• No one standardized type of FT diesel yet• various blend levels possible
– Ethanol• Only one blend level tested so far
– DMM, DME, DEE• various blend levels undetermined yet
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Market Barrier to AFBs Not Petroleum Industry
• Local air quality regulators are unwilling to approve local use of new fuels or fuel blends in fleets without reviewing impact on SIPs.
• Most AFV strategies at the state level are driven by– Air quality concerns
– Budget
– Meeting multiple federal program objectives
• AFBs not integrated into state or many Federal programs– missing opportunities
![Page 9: New Fuels and Vehicles: Integration Issues for Air Quality Modelers K. Shaine Tyson National Renewable Energy Laboratory.](https://reader030.fdocuments.in/reader030/viewer/2022032723/56649d1a5503460f949ef726/html5/thumbnails/9.jpg)
Data Needs• Air Quality regulators and modelers
– Need sufficient databases to include in Mobile and Part or modify for older Mobile versions
• Alternative fuel
• AFBs
– Need to know how good the data is• What are the data development protocols for
submission to EPA databases?
• How much data is enough? How little?
• Standards?
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EPA Data Development - Diesel
• Typically based on engine certification data– modified by aging factors– terrain and other geographic parameters– driving cycles
• Chassis dynamometer data limited– No load on engine– No good correlation to engine stand emissions– Needs better protocol for diesel vehicles
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Emission Data for Diesel Blends
• Need a protocol for building emission databases for EPA models for new fuels on in-use vehicles – How do we really know, legally or statistically,
if a new fuel blend will “do no harm” or “reduce emission by X% on average” on a wide variety of in-use engines
• Engines are not required to be certified on new fuels
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Current Practices• EPA FTP emission tests on engine stands
– After market engines– Some fuels extensively tested like biodiesel– Some fuels have more limited test data
• Data shows significant engine-to-engine variability for new fuels
• Repeatability an issue in older or poorly maintained engines
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Generating EPA Emission Data for Diesel Blends
• CARB certification engine - DDC Series 60 at SRI– Not widely representative of general vehicle
population– Minimizes costs of multiple engine tests
• e.g., recertification testing on all engines on market
– Provides a statistical protocol for “do no harm” and for estimating benefits
• EPA 211 (b) Health Effects Testing – trigger point for serious consideration
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Other AFB Opportunities
• AFBs for off road vehicles
• AFBs for aircraft engines– ethanol and B20/Jet A
• AFBs should be included in existing programs for airports and clean fleets
• AFBs could be used in AFV hybrids– flexible option to use alt fuels
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SIP Credits
• Can be important incentives depending on value
• Should be general– e.g., inclusive of AFV and alternative fuels
used in blends• displace more petroleum
• expand options/flexibility for achieving air quality goals
• gives consumers more choices
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Hybrids and Flex Fuel Vehicles
• Mostly don’t use alternative fuels– Models should reflect that
• Should be required to purchase XX amount of alternative fuel annually– or lose credit status– DOE has no mandate to implement this option
• CAFÉ credits strategies– A light duty diesel can be a B100 engine with
low investment by OEM
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Life Cycle Data
• Biodiesel Life Cycle – Soy only
• Ethanol Life Cycle– corn and biomass
• Fischer - Tropsch Fuels– natural gas and biomass
• DMM, DEE, DME others?– Some info available
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Differences in LCA
• Data sources remarkably similar
• Key differences caused by allocation assumptions– Mass Energy– Carbon Market Value etc.
• Life Cycle methodology not standardized– subject to personal interpretation and choice
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Life Cycle Caveats• Technologies often too simplified
– conversion
– end use
• Some life cycles are futuristic - “unreal”• Feedstocks don’t match practice• A lot of data out of date
– Referenced in 1993 traced back to a 1977 report
• Some data are impossible to find• Confusion in handling TPM/PM10 & THC and
other HC
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LCAs as Regulatory Tools
• NOT as they currently stand– too generalized – too generic – will not withstand legal scrutiny or challenges– They will not provide accurate, site specific data
• With a standardized database and a standardized methodology, LCA can be ADAPTED to regulatory use
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Life Cycle Recommendations
• EPA could update/standardize data sources for LC data– AP42 etc.– Make data available to users through web
• EPA could standardize methodology and assumptions for their own needs
• Users should always use local emission data where available
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Life Cycle Questions
• Given the growing sophistication of local emission databases, aren’t all pertinent sources of emissions relevant to a regional air shed already represented?
• What is the value of representing emissions that occur outside of air shed?
• How does it complicate or benefit an air shed analysis or interpretation?