VEHICULAR EMISSION CONTROL - United Nations · component of the vehicular emission control ......

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


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.



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



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%




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


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



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



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


CO

Emis

sion

s(g

/km

) CO


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



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


NOx (g/km)0,40

0,30

0,20

0,10


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



11

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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




REFERENCES

1.- ARPEL Environmental Report on - 1997

2.- ARPEL Environmental Report on

- 1998




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"




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

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LIST OF ACRONYMS/

FORMULAE


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

VEHICULAR EMISSION CONTROL - United Nations · component of the vehicular emission control ......

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