VEHICULAR
CONTROL
EMISSION
SYSTEMIC APPROACH TO
IN LATIN AMERICA AND THE CARIBBEAN
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS
COMPANIES IN LATIN AMERICA AND THE CARIBBEAN
© All rights reserved. No part of this publication may be reproduced without the prior written permission of ARPEL.
CONTENTS
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EXECUTIVE SUMMARY
WHAT IS THE SYSTEMIC APPROACH?.....2
NUMBER OF VEHICLES ANDDETERIORATION OF ATMOSPHERICENVIRONMENTAL QUALITY......................3
FUEL QUALITY AND CONTROL OFVEHICULAR EMISSIONS..........................5
VEHICLE TECHNOLOGY AND CONTROLOF VEHICULAR EMISSIONS.....................7
VEHICLE USE CONDITIONS ANDCONTROL OF VEHICULAR EMISSIONS.....9
CONCLUSIONS......................................11
REFERENCES.........................................12
............................1Acknowledgements
This Report was prepared by the Regional
Association of Oil and Natural Gas in Latin
America and the Caribbean (ARPEL).
The base text was prepared by Dr. Borys Didyk
(ENAP) and Eng. Miguel Moyano (ARPEL).
Valuable comments on drafts have been
received from:
Ana Maria Sousa Machado
PETROBRAS
Jose Maria Gomez Rueda
ECOPETROL
Morella Sevilla
PDVSA/INTEVEP
Saul Santamaria Diaz
ECOPETROL
Elena Vicente
PAN AMERICAN ENERGY (BP Argentina)
INICIATIVADEL AIRE LIMPIO
Urban air quality in Latin America and the
Caribbean has become a matter of concern
especially in large cities. The sources of
common air pollutants can be divided into
three main categories: point sources, mobile
sources, and area sources. Point sources are
generally associated to industrial processes,
mobile sources are related to emissions
caused by vehicles, while the area sources
consist of emissions attributable to human
activities such as household heating, burning
in open areas, etc.
Due to the increased motorization in Latin
America and the Caribbean, air quality is
undergoing an increased deterioration.
Estimations of high contributions of vehicular
emissions to pollutants’ inventories in cities of
Latin America and the Caribbean and
developed countries, have been reported. This
has required the development of strategies and
action plans to achieve an effective
improvement of the air quality. This Report
presents ARPEL systemic approach of the
origin and characteristics of vehicular
emissions based on the present knowledge of
scientific, technological and regional aspects.
ARPEL systemic approach establishes that the
origin of vehicular emissions is the result of
the interaction of (1) the fuel used by (2)
vehicles with a certain technology under (3)
certain conditions of use (traffic). This
approach indicates that a cost/effective
system of urban air quality management
requires a systemic consideration of the three
parameters: fuel type, vehicle technology and
conditions of use.
Assuming that the main air pollution problem
in Latin America and the Caribbean is the
result of vehicular emissions, this report
shows that the largest reduction of these can
be achieved by promoting the widespread use
of vehicles with state-of-the-art emission
control technologies, using the fuel
specifications suggested for the Region for the
year 2005, which include the Lead phase-out
from gasolines.
It is also shown that an adequate management
of traffic produces enormous environmental
benefits by greatly reducing vehicular
emissions. On the other hand, an aggressive
reformulation of present day fuels only has a
minimal impact on emissions reduction.
This approach was developed by ARPEL
through its Atmospheric Emissions Project of
the ARPEL/CIDA Environmental Program,
Phase 2 and endorsed by professionals of the
industry and government at different reports,
workshops and seminars (Refs. 1, 2, 3, 4, 5, 6,
7, 8, 9, 10, 11, 12 & 13).
This report aims at providing stakeholders of
the Region with the required tools to efficiently
implement the decisions taken at the Summit
of the Americas (Miami, USA
December/1994), and particularly those
adopted during the First Symposium of the
Hemispheric Energy Initiative (Washington
D.C., USA October/1995).
This Report presents an input of the regional oil
industry in the search for cost/effective
solutions aiming at managing and improving
urban air quality in Latin America and the
Caribbean.
ARPEL Executive Secretariat
May 2001
EXECUTIVE SUMMARY
Solving the
problems of urban
air quality derived
from mobile
sources requires
the understanding
of the
interdependence
of the three most
important factors
affecting vehicle
emissions: fuel
quality, vehicle
technology, and
conditions of use
1
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN
Fuel characteristics are an importantcomponent of the vehicular emission controlstrategy in any urban air quality managementplan. The other main components are vehicletechnology and conditions of use (Figure 1).Each one of these components must beconsidered in the context of local conditions.
The Systemic Approach is based on thescientific evidence that shows that vehicularemissions are the result of the interactionamong the type and properties of fuel used byvehicles with a given level of technologyoperating under certain service conditions liketraffic. This means that changes in any ofthese factors will modify the resultingemissions.
WHAT IS THE SYSTEMIC
APPROACH?
The effective
management of
vehicle emissions
control is
achieved by
simultaneously
addressing
vehicle
technology, fuel
quality and the
vehicles'
conditions of use
Figure 1: The Systemic Approach of the origin of vehicle emissions indicates that these result from the
interdependence among fuel quality, vehicle technology and the vehicles' conditions of use
Vehicle
Technology
Fuel Quality Conditions of
Use
Emissions
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
This systemic approach shows that acost/effective urban air quality managementsystem requires to simultaneously address the3 parameters: fuel quality, vehicle technologyand conditions of use.
This document analyzes the relationshipamong the three main factors associated withvehicular emissions and analyzes options forair quality management in Latin America andthe Caribbean.
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN2
3
NUMBER OF VEHICLES AND
DETERIORATION OF ATMOSPHERIC
ENVIRONMENTAL QUALITY
The increasing
motorization in the
LAC Region is
generating
significant
environmental
impacts and its
adequate
management
requires a
systemic
approach
Figure 2: Contribution of pollutants from vehicles to the inventory of pollutants in some LAC cities.
(Ref. 14)
Sao Paulo 1995Santiago 1992
Mexico City 1994Bogota 1991
Buenos Aires 1996
MP SO2 NOX HC CO0
20
%
40
60
80
100
The development of petroleum-powered motorvehicles has revolutionized society over thepast century. The benefits of increasedpersonal mobility and the access to goods andservices, previously beyond the grasp ofindividuals, cannot be denied. And, yet, therelentless motorization of society has entailedan increasing growth of vehicle emissionswhich impact negatively on urban air quality.
The use of motor vehicles has increaseddramatically worldwide. In 1950, there wereapproximately 53 million cars on our roads andstreets; half a century later, worldwide carfleet is over 500 millions, a tenfold growth!During this period car fleet has grown at anaverage of 9 million cars per year.
Although motorization rate has decreased inindustrialized countries, the population growthand the increasing urbanization andindustrialization are accelerating the use ofmotor vehicles throughout the world. It isestimated that by year 2020, the car fleet will
double that of 1990. These estimates imply carfleet saturation, increased traffic jams andincreased regulations oriented to limit futuremotorized vehicle growth
Estimations of high contributions of vehicularemissions to pollutants’ inventories in cities ofLatin America and the Caribbean (Figure 2) anddeveloped countries, have been reported.Regulatory actions are addressing this issuethrough the implementation of cost-effectiveair quality management programs focusing onthe "fuel characteristics/vehicle technology/conditions of use" interaction.
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN
It is estimated
that -by the year
2030- the number
of vehicles per
1.000 inhabitants
will duplicate in
the Region
The motorization rate (vehicles and per 1,000inhabitants) has an important impact on airpollution derived from vehicles and on thestrategies to adopt in the implementation of airquality management programs. The nature ofthe motorization problem is different whencomparing developed countries with LatinAmerica and the Caribbean (Figure 3).Currently , Latin America and the Caribbeanhas an average of 140 vehicles per 1,000inhabitants, figure that is outstandingly lowerthan that of 840 per 1,000 inhabitants in theUSA.
On the other hand, motorization growth in LatinAmerica and the Caribbean is lower than inother regions and the per capita vehiclepopulation will be duplicated in the next 30years (Ref. 15).
Vehicle fleet in Latin America and theCaribbean is modified predominantly byaddition of new vehicles to a fleet of aging oldcars rather than substitution of old vehicles bynew ones. Given the important growth inmotorization rate throughout the Regionvehicular emission control has an importantrole in urban air quality management.
Figure 3: Expected growth of vehicles per 1,000 inhabitants and statistics of the number of vehicles
in LAC compared to developed countries (Ref. 15)
STATISTICS OF VEHICLES IN MILLIONS300
250
200
150
100
50
0OECD
North AmericaOECDEurope
Latin America andthe Caribbean
1990
1995
2000
VEHICLES PER 1.000 INHABITANTS - TRENDS1200
1000
800
600
400
200
0OECD
North AmericaOECDEurope
Latin America andthe Caribbean
2000
2010
2030
1990
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN4
5
It has been established that fuelcharacteristics impact the quantity andcomposition of the exhaust gases generatedby the engine and the evaporative emissionsresulting from the use and on-board storage ofsaid fuel. This impact is higher in regions suchas Latin America and the Caribbean where avariable percentage of vehicles do not haveexhaust and evaporative emissions controlsystems.
The Air Quality Improvement ResearchProgram (AQIRP) developed in the USA showsthe impact that the individual variation ofcertain gasoline parameters has on vehicleemissions (Table 1).
Vehicles without emission control reflect avehicle technology of the 80's and earlier, andthose with emission control correspond to avehicle technology required in the USA as from1989 (three-way catalyst, electronic injectionand lambda sensor).
FUEL QUALITY AND
CONTROL OF VEHICULAR
EMISSIONS
For a given
vehicle
technology and
the same
conditions of use,
the maximum
reduction of
vehicular
emissions that
may be achieved
by modifying the
fuel
characteristics, is
around 20-30%
Table 2 shows the impact of the variation ofdiesel fuel characteristics on heavy vehicles.The results come from a study similar toAQIRP but conducted in Europe and known asEuropean Program on Emissions, Fuels andEngine Technology (EPEFE).
The 10% increase in CO emissions when thecetane index increases from 50 to 58, ishighlighted. The effect of increasing thecetane index from 40 to 45 or 50 on thereduction of PM emissions is significant butnever higher than 30%.
The increase of HC emissions by 13% whenT90 decreases as well as the reduction of thePM in 13% when the sulfur contents arereduced from 2,000 ppm to 500 ppm is alsoobserved.
* In case of sulfur, tests were done on vehicles with emissions
control (left columns) and for those that meet “Federal Tier
1” levels (right columns)
2%-20%
CO NOx HC NOxHC CO
Vehicle without
emission control*
Vehicles with emission
controlChange in
gasoline
composition
11-17% N.S. 4-8% 10-16% N.S.9-12%Aromatics
N.S.N.S.3-8% 3-8%4-8%4-9%Olefins
12-26% 2-14% 10-25% 8-25%Sulfur* 13-22%
N.S.N.S.8-19% 3-7%19-23%T90 2-8%
N.S.N.S.6-13% 7-14%2-6%Oxygenates 10-18%
CHANGE IN VEHICULAR EMISSIONS
Table 1: Impact of the change in gasoline
characteristics on vehicle emissions (Ref. 16).
The direction of the arrows in the first column
indicates the variation of the gasoline
characteristics. Green colors indicate a
reduction of vehicle emissions, and red colors
indicate an increase of vehicle emissions. N.S.
non significant
Table 2: Impact of the quality of diesel fuel on
vehicle emissions of heavy vehicles (Ref. 17).
The direction of the arrows in the first column
indicates the variation of the gasoline
characteristics. Green colors indicate a
reduction of vehicle emissions, and red colors
indicate an increase of vehicle emissions. N.S.
non significant
CHANGE IN VEHICULAR EMISSIONS
Density
Cetane
PAH
Sulfur
T90
Impact on emissionsChange in
diesel fuel
compositionMP
3,58%
N.S.
N.S.
1,59%
13,0%
NOx
-
1,66%
3,57%
0,57%
1,75%
6,25%
HC
13,22%
-
4,02%
14,25%
10,26%
CO
N.S.
6,54%
-
5%
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN6
The following tables contain informationselected from the range of fuel specificationsin Latin America and the Caribbean (LAC)compared to the USA at present (US RFG2 andUS EPA), Europe at present (EU 2000), and
Fuels’ Characteristics in DifferentRegions of the World
those proposed for Europe in 2005 (EU 2005),for the USA in the future (US 2004 and US2005) and for Latin America and the Caribbeanin 2005 (LAC 2005).
Table 3: Main gasoline characteristics and
proposed specifications (Refs. 18, 19)
REGIONAL CHARACTERISTICS OF GASOLINE
Emerging
Standards
Emerging
Standards
LAC Present
Min.
500
LAC Present
Max.
2.500
LAC Present
Average
1.500Emerging
Standards
EU 2005 35 2,7 50-
US RFG2 50 4,0 50025
EU 2000 42 2,7 15018
Aromatics
(% vol)
Oxygenates
(% O )2
190
210
200
-
US 2004 - - 80-
LAC 2005 45 2,7 40025
-
190
-
-
T
(ºC)90 Sulfur
(ppm)
Olefins
(% vol)
REGIONAL CHARACTERISTICS OF DIESEL
1 2Di/Tri aromatics - Cetane Index - Calculated value
3
4,500
2,000
10,000
500
350
500
15
50
44
47
48
40
51
402
-
-
15
12
18
12
111
36
-
-
860
870
820-860
-
-
845
863
820-860
338
370
338
-
-
3463
354
Sulfur(pp
m)
Cetane PAH (%) Density
(g/L)
T (ºC)90
360
LAC Present
Min.
LAC Present
Max.
LAC Present
Average
EU 2000
US EPA
EU 2005
US 2005
LAC 2005
Table 4: Main characteristics of diesel and
proposed specifications (Refs. 18, 19)
In the context of the Hemispheric EnergyInitiative, the World Bank proposed a commonset of key technical specifications for the mainliquid fuels, for its application throughout LatinAmerica and the Caribbean by the year 2005(see Tables 3 and 4 - LAC 2005).
The proposal of specifications of keyparameters for gasoline (unleaded) and diesel,gave special consideration to local andnational issues. Among the issues taken intoconsideration in developing the specifications,the following were addressed: investmentrequirements, impacts on present and future
car fleet, impacts on present regionalcommerce, and the sensitive geopoliticalissues, such as national supply security andthe future of older and small refineries in somecountries.
The study proposed that some countries maychoose to establish different fuel standards,specific to a region/city, in cases whereenvironmental issues are a priority. However,standards proposed in the study -it wasconcluded- would provide an objectiveachievable in the short and medium term formost of the Region.
The proposal of
gasoline and
diesel
specifications for
Latin America and
the Caribbean for
the year 2005 is
mainly driven by
technical,
economic and
commercial
aspects. Those
cities with severe
vehicular
emissions
problems may
require fuel
standards
different than
those proposed
for the whole
Region
The proposal for harmonization of fuel specifications in Latin America and theCaribbean
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
7
The largest advances in the control of gasolineand diesel-fuelled vehicle emissions have beenachieved through changes in the design of theengine, combustion conditions, and theincorporation of post-treatment andevaporative loss control technologies.
VEHICLE TECHNOLOGY
AND CONTROL OF
VEHICULAR EMISSIONS
Table 5 shows the impact of theimplementation of the technological advancesof the car industry on the reduction ofemissions of gasoline-fuelled vehiclescompared to non-controlled vehicles.
Since vehicle emissions are the result of theinteraction of the "vehicle fuel - conditions ofuse" system, advances in vehicle technologycome along with requirements of fuels'properties modifications. These modificationsare often necessary to achieve the new goalsof vehicle emissions and/or preserve theadequate functioning of the appliances ofvehicle emission control.
Table 5 clearly demonstrates the reduction ofvehicular emissions that can be obtained byincorporating present vehicle emissions controltechnology in the vehicles. These reductionsare greater than those that can be achievedthrough the non-systemic modification of fuels'properties.
CONTROL OF GASOLINE FUELLED VEHICLE EMISSIONS
Table 5: Impact of vehicle technology on the control of exhaust emissions for light-duty gasoline-
fuelled vehicles (Ref. 20)
Stric
ter
fuels
sta
ndard
s
Parameter
66
% controlled*
HC
NOx
CO
HC
CO
HC
NOx
CO
NOx
CO
HC
NOx
HC
CO
HC
NOx
CO
NOx
63
89
11
39
83
94
95
71
94
98
96
71
97
99
88
99
* compared withuncontrolled levels
94
Required controls
Ignition timing; Air/fuel ratio; Air injection;Exhaust gas recirculation
Oxidation catalyst; Ignition timing; Exhaustgas recirculation
Three-way catalyst; Closed loop carburetoror Electronic fuel injection
Oxidation catalyst; Electronic fuelinjection; Fast-burn combustionchamber
Three-way catalyst; Electronic fuelinjection; Exhaust gas recirculation
Three-way electric catalyst; Electronic fuelinjection; Exhaust gas recirculation
Stric
ter
em
issio
ncontro
ls
ARPEL estimation
Sta
nd
ard
s
LAC
2005
Vehicle
technology
advances and the
enforcement of its
implementation
are generally
accompanied by
new fuel
specifications to
comply with
increasingly
stricter emissions
standards
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN
In particular, it is highlighted in the light-blueshaded area, the range of applicable vehicletechnologies and the reduction of emissionsthat could be achieved following thespecifications proposed for Latin America andthe Caribbean for the year 2005 (see Table 3).As can be noticed, very large reductions ofvehicular emissions can be achieved,addressing the implementation of existingvehicle technology.
Table 6 is similar to Table 5 above but appliedto the control of diesel-fuelled vehicleemissions using different emission controlstages through the implementation of presentvehicle emission control technologies.
The light blue shaded area in Table 6 displaysthe magnitude of reductions achievable byvehicles with present vehicle emission controltechnology fuelled by diesel with thespecifications proposed for LAC for the year2005 (see Table 4).
Those strategies aiming at modifying vehicletechnology only will achieve small reductionsof vehicular emissions, while the joint strategyof simultaneously improving fuels'characteristics implementing presenttechnology of vehicular emission control mayachieve reductions of approximately 90%.
In summary, as vehicles and fuels need to betreated as a single system, the emissionstandards applicable to vehicles will imply thatthe fuel specifications be revised. However, itis important to realize that the effects of this
new fuel technology will only be transcendentin vehicles that are Level 2, LEV, ULEV, orSULEV that require to comply with standardsof under one tenth of a gram per mile for bothhydrocarbon and nitrogen oxides.
Table 6: Impact of vehicle technology for the control of exhaust emissions in light duty diesel-
fuelled vehicles (Ref. 20)
CONTROL OF DIESEL-FUELLED VEHICLE EMISSIONS
Stric
ter
fuelsta
ndard
s
Parameter
40
% controlled*
NOx
NOx
MP
MP
MP
NOx
33
78
40
92
* compared touncontrolled levels
Required controls
Injection timing; Combustion optimization
Variable injection timing;Combustion optimization;Exhaust gas recirculation
Electronic fuel injection;Combustion optimization;Exhaust gas recirculation;Catalytic converter or particle trap
Stric
ter
em
issio
ncontro
ls
50
ARPEL estimation
Sta
nd
ard
s
LAC
2005
The systemic
modification of
vehicle
technology and
fuels' properties
proposed for the
Region for the
year 2005 would
allow for the
reduction of more
than 90% of
vehicle emissions
in Latin America
and the Caribbean
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN8
VEHICLE USE CONDITIONS
AND CONTROL OF VEHICULAR
EMISSIONS
Traffic jams are caused to a great extent byurban growth and growing motorization.Moreover, urban growth and motorization mustbe accompanied by an adequate managementof traffic and an adequate road infrastructure.
The result of the reduction of the averagespeed of vehicles, mainly due to traffic buildup, is a marked increase of pollutants'emissions from vehicles, as indicated in Figure4. At low speeds a dramatic increase of COand HC for gasoline-fuelled vehicles is noticedas well as an increase of NO for diesel-fuelled
vehicles.x
However, vehicular emissions as a function ofthe average speed and the driving cycle,present dramatic variations when vehicles
Figure 4: Impact of the conditions of use on the emissions of vehicles without catalyst (Ref. 20)
4
3
2
1
030
Gasolina
9060
Diesel
Average speed (km/hr)
Nx
Emis
sion
s(g
NO
2/k
m)
O
NOx
100
80
60
40
20
030
Gasolina
9060
Diesel
Average speed (km/hr)
CO
Emis
sion
s(g
/km
) CO
Average speed (km/hr)
HC
Emis
sion
s(g
/CH
4/km
)
1210
86
030 9060
HC
42
Gasolina Diesel
without emissions control are compared tovehicles that have after-treatment emissioncontrols such as catalysts (see Figure 5).
Catalyst without O sensor2No catalyst
18
10
12
14
16
8
6
4
2
0CO HC NOx CO HC NOx
g/km
RURALHIGHWAY
MOTORWAY
Catalyst with O sensor2
ECE-15FTP-75
18
10
12
14
16
8
6
4
2
0CO HC NOx CO HC NOx
g/km
Figure 5: Impact of speed on the emissions of gasoline-fuelled vehicles with and without catalyst in
different test cycles and conditions of use. (Ref. 20)
The adequate
management of
city traffic may
reduce vehicle
emissions
between 5 and 10
times
9
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN
Depending on the conditions of use, vehicleswithout emissions control have emissions ofup to two orders of magnitude larger thanthose generated by vehicles with emissionscontrol (500 - 1,100 %).
The impact of the use of catalysts in diesel-fuelled vehicles on vehicular emissions,
compared to those of vehicles without acatalyst is similar to gasoline poweredvehicles (see Figure 6).
A dramatic increase is observed on the COemissions in urban traffic (2,600%) when avehicle without a catalyst is used compared toone that has a catalyst.
Figure 6: Impact of speed on the emissions of diesel-fuelled vehicles with and without catalyst
under different conditions of use. (Ref.20)
0,12
0,10
0,08
0,06
0,04
0,02
0,00URBAN RURAL HIGHWAY
HC (g/km)
1,00
0,80
0,60
0,40
0,20
0,00URBAN RURAL HIGHWAY
NOx (g/km)0,40
0,30
0,20
0,10
0,00URBAN RURAL HIGHWAY
MP (g/km)
URBAN RURAL HIGHWAY
1,40
1,20
1,00
0,80
0,60
0,40
0,20
0,00
CO (g/km)
With catalyst Without catalyst
Figures 4, 5 and 6 clearly show the following:
• Emissions from vehicles with and withoutemission control technology vary in differentconditions of use, be they driving patterns oraverage speeds, and besides
• For the same condition of use, those vehicleswith emission control technology utilizingadequate fuels for their functioning may emitpollutants up to 2 orders of magnitude lowerthan those without emission control
.technology
In the same
conditions of use
vehicles with
emissions control
may emit up to 2
orders of
magnitude less
emissions
compared to those
without emissions
control
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN10
11
�
�
�
The environmental impacts associated to
vehicular emissions are complex and requirea simultaneous approach of the threeinterdependent variables: fuels, vehicletechnology and conditions of use. It isnecessary to know this tripleinterdependence better to be able toestablish and prioritize effective correctivemeasures.
The costs placed upon society to solve theproblems associated to the environmentalimpacts of vehicular emissions, derive fromthe modifications that car and oil industrieshave to make to implement newtechnologies and products, as well as fromthose that Government must undertake toachieve an adequate traffic management.So, an assessment must be made of thecost/benefit ratios of the investmentsassociated to the modifications of fuelproperties, vehicle technology design andurban re-design with society's social andeconomic needs.
As well, it is necessary to establish up towhat level, for different cities of the Region,the deterioration of urban environmental airquality is associated to vehicular emissions.This will establish what are theenvironmental control measures in whichprivate and governmental resources can beutilized with the largest possible social andenvironmental efficiency. This way, it hasbeen established that the optimum reductionof impacts generated by vehicle emissions isaccomplished by fostering the use ofvehicles with emission control technologypowered by fuels with specifications thatare compatible with said vehicle technologyand a sustainable traffic management. Onthe other hand, the sole aggressivereformulation of fuels may not have aneffective impact on the reduction ofemissions by overlooking aspects of vehicletechnology and conditions of use.
CONCLUSIONS
�
�
The environmental benefits associated to theadequate joint management of modernvehicle technology and new fuels may befrustrated by the inability of finding adequatesolutions for urban design and vehicles'conditions of use of the cities that are mostaffected by emissions. It is possible that theslow advances that have been obtained inhistoric experiences of urban environmentalair quality management policies may be dueto the misbalance of the actions aimed atcontrolling the three interdependent factors.
The capability of the Latin American regionof advancing in the issue of vehicularemission control as an urban environmentalair quality management tool, largely dependson the way that these three essential factors(fuels, vehicle technology and conditions ofuse) may be balanced, and on the adequateprioritization of the actions that allow for thedevelopment of sustainable measures withregards to technical, environmental andsocio-economic aspects.
CO2
Figure 7: Conflict between the emissions of pollutants from vehicles and
those from refineries. Note the higher emissions of CO in the overall process
(Adapted from Ref. 21)2
Objective
Reducevehicle
emissions(HC, NO , CO,
SO , PM)x
2
Change in fuelproperties
Increased energydemand to modify fuel
properties
More energydemand
HC
NOx
SO2
PM
CO
Increasedstationaryemissions
(HC, NO , CO,SO , PM)
x
2 andCO2
HCCO
NOx
SO2
PM
CO2
Effect
The systemic
approach to
vehicular
emission control
will allow for the
development of
sustainable urban
air quality
improvement
measures in Latin
America and the
Caribbean
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
REFERENCES
1.- ARPEL Environmental Report on - 1997
2.- ARPEL Environmental Report on
- 1998
3.- ARPEL Environmental Report on - 1998
4.- ARPEL Environmental Report on - 1998
5.- ARPEL Environmental Report on - 1999
6.- ARPEL Environmental Report on
- 1999
7.- ARPEL Environmental Report on -
2000
8.- ARPEL Environmental Guideline on
- 1998
9.- ARPEL Workshop
Santiago de Chile, CHILE, December 2-5, 1996
10.- ARPEL Workshop
Río de Janeiro, BRASIL, August 4-7, 1997
11.- ARPEL Seminar/Workshop on
Bucaramanga, COLOMBIA, September 28-30, 1998
12.- ARPEL Seminar/Workshop San José,
COSTA RICA, November 9-11, 1999
13.- ARPEL/IFQC Seminar
San José, COSTA RICA, November 30 - December 1, 2000
14.- Asif Faiz,
International Roundtable for Transportation Energy Efficiency and Sustainable
Development Cairo, EGIPTO December 5-7, 1999
15.- David T. Mage & Olivier Zali, "Motor Vehicle Air Pollution: Public health Impact and Control
Measures" World Health organization WHO/PEP/92.4, Geneva, SWITZERLAND - 1992
16.- January 1997
17.- ACEA/EUROPIA (European Automobile Manufacturers Association / European Petroleum
Industry Association)
Brussels 1995
18.- Fuel Specifications Harmonization in Latin America and the Caribbean UNDP-ESMAP Report
Nº 203/98SP June, 1998
19.- Kristine Klavers, - ARPEL/IFQC
Seminar "Current and Future Fuel & Vehicle related Issues in Latin and the Caribbean" San
José, COSTA RICA, November 30 December 1, 2000
20.- Asif Faiz
USA, World Bank 1996
21.- H. H. Giere & N. Metz
Presented at the 2000 World Petroleum Congress Calgary,
CANADA 2000
"Methods for Monitoring Air Quality"
"Monitoring Methodologies for Assessing Urban Air Quality"
"Urban Environmental Air Quality"
"Vehicle Technologies and Emissions"
"Influence of Vehicle Fuels on Atmospheric Emissions"
"Impacts of Fuel Changes on Refinery Operations and
Atmospheric Emissions"
"Options for Atmospheric Emissions Control Strategies"
"Atmospheric Emissions Inventories Methodologies in the
Petroleum Industry"
"Atmospheric Emissions: Urban Environmental Quality and its Monitoring"
"Urban Air Quality Assessment Atmospheric Emissions Inventories Urban
Air Quality Management"
"Atmospheric Emissions: Fuels, Vehicle, Technology and Urban
Air Quality Management"
"Options for Atmospheric Emissions Control Strategies"
"Current and Future Fuel & Vehicle related Issues in Latin America and
the Caribbean"
"Air Quality and Transportation. Strategies and Options for Controlling Motor Vehicle
Pollution"
"Auto/Oil Air Quality Improvement Research Program" Program Final Report
European Programme on Emissions, Fuels, and Engine Technologies
Report,
"Worldwide Automotive Fuel Developments and Regulations"
"Air Pollution from motor vehicles: standards and technologies from controlling
emissions"
"Networking Between the Petroleum and Automaker Industry, Fuel
Quality and Emissions Control"
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN12
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN
SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN
I N S T I T U T I O N S
ARPEL MEMBERS
C O M P A N I E S
Administración Nacional de Combustibles Alcohol y Portland (ANCAP) - BP Exploration Company - CubaPetróleo (CUPET) - Empresa Colombiana de Petróleos (ECOPETROL) - Empresa Nacional del Petróleo(ENAP) - GAZ DE FRANCE - Petroleum Corporation of Jamaica (PCJ) - Petróleos de Venezuela (PDVSA) -Petróleos Mexicanos (PEMEX) - Petróleo Brasileiro (PETROBRAS) - Petróleos del Ecuador(PETROECUADOR) - Petróleos Paraguayos (PETROPAR) - Petróleos del Perú (PETROPERU) - PetroleumCompany of Trinidad and Tobago (PETROTRIN) - Refinadora Costarricense de Petróleo (RECOPE) -REPSOL-YPF - State Oil Companie Suriname (STAATSOLIE) - Den Norske State Oljeselskap (STATOIL)-TEXACO - TOTALFINAELF - Yacimientos Petrolíferos Fiscales Bolivianos (YPFB)
Instituto Argentino del Petróleo y del Gas (IAPG) - Instituto Brasileiro de Petróleo e Gás (IBPG) - Institut
Français du Pétrole (IFP) Instituto Mexicano del Petróleo (IMP)-
AQIRP Air Quality Improvement Research Program
CIDA Canadian International Development Agency
CO Carbon Monoxide
ECE Economic Comission for Europe
EPEFE European Programme on Emissions, Fuels and Engine Technology
FTP Federal Test Procedure
HC Hydrocarbons
LAC Latin America and the Caribbean
LEV Low Emission Vehicle
OECD Organization for Economic Cooperation and Development
NOx Nitrogen Oxides
O Oxygen
PAH Polynuclear Aromatic Hydrocarbons
PM Particulate Matter
RVP Reid Vapor Pressure
SULEV Super Ultra Low Emission Vehicle
ULEV Ultra Low Emission Vehicle
2
LIST OF ACRONYMS/
FORMULAE
REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN
Javier de Viana 2345 - P.O. Box 1006 - CP 11.200 Montevideo - URUGUAYTelephone: (598 2) 410 6993* - Fax: (598 2) 410 9207*E-mail: [email protected] Internet: http://www.arpel.org
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