Comparison of Real-World Emissions of B20 Biodiesel versus Petroleum Diesel for Selected Nonroad Vehicles and Engine Tiers

Frey, H. Christopher; Rasdorf, William; Kim, Kangwook; Pang, Shih-Hao; Lewis, Phil

doi:10.3141/2058-05

Cited by 54 publications

(55 citation statements)

References 4 publications

(5 reference statements)

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…For Tier 3, the comparison was 58e86 g/gal for Frey et al and 50 to 101 for the current study. Overall, the emissions in g/ gal of fuel in our study are similar to the results in the Frey and coworker studies (Frey et al, 2010a;2010b). In some cases, however, Frey et al measured considerably higher emissions for specific pieces of equipment (i.e., MG2-04-0SH, BH3-04MS, BH5-04MS).…”

Section: Comparison With Prior Studiessupporting

confidence: 79%

“…Frey and co-workers performed some of the most recent measurements of emissions from off-road construction equipment (Frey et al, 2010a(Frey et al, , 2010b. With the PEMS equipment they were using they measured CO 2 , CO, NO x , THC and fuel rate in g/sec and reported emissions in g/hr and g/gal of fuel.…”

Section: Comparison With Prior Studiesmentioning

confidence: 99%

“…The EPA and its collaborators have also conducted an extensive study of construction emissions in EPA region 7 using CFR compliant PEMS from Sensors Inc. (Kishan et al, 2011;Giannelli et al, 2010;Warila et al, 2013). Frey and coworkers conducted emission and activity studies of construction equipment and studies of how to model their emissions impact using non-CFR compliant PEMS system (Abolhasani et al, 2008, Abolhasani andFrey, 2013;Frey and Bammi, 2003, 2008a, 2008b, 2008c, 2010a, 2010bLewis et al, 2009aLewis et al, , 2009bLewis et al, , 2011Lewis et al, , 2012Pang et al, 2009;Rasdorf et al, 2010). Huai et al (2005) also measured the activity for different fleets of off-road diesel construction equipment.…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Evaluations of in-use emission factors from off-road construction equipment

Cao

Durbin

Russell

et al. 2016

Atmospheric Environment

View full text Add to dashboard Cite

In-use emission measurements were made from twenty-seven pieces of construction equipment, which included four backhoes, six wheel loaders, four excavators, two scrapers (one with two engines), six bulldozers, and four graders. This is the largest study of off-road equipment emissions using 40 CFR part 1065 compliant PEMS equipment for all regulated gaseous and particulate emissions. The large variability in emissions, especially for NO x and PM, could have important implications for developing accurate emissions inventories and models. This variability is primarily due to differences in engine load factors for different types of work and combinations of work and idle time and the displacement of the engines. a b s t r a c t Gaseous and particle emissions from construction engines contribute an important fraction of the total air pollutants released into the atmosphere and are gaining increasing regulatory attention. Robust quantification of nitrogen oxides (NO x ) and particulate matter (PM) emissions are necessary to inventory the contribution of construction equipment to atmospheric loadings. Theses emission inventories require emissions factors from construction equipment as a function of equipment type and modes of operation. While the development of portable emissions measurement systems (PEMS) has led to increased studies of construction equipment emissions, emissions data are still much more limited than for on-road vehicles. The goal of this research program was to obtain accurate in-use emissions data from a test fleet of newer construction equipment (model year 2002 or later) using a Code of Federal Requirements (CFR) compliant PEMS system. In-use emission measurements were made from twenty-seven pieces of construction equipment, which included four backhoes, six wheel loaders, four excavators, two scrapers (one with two engines), six bulldozers, and four graders. The engines ranged in model year from 2003 to 2012, in rated horsepower (hp) from 92 to 540 hp, and in hours of operation from 24 to 17,149 h. This is the largest study of off-road equipment emissions using 40 CFR part 1065 compliant PEMS equipment for all regulated gaseous and particulate emissions. a r t i c l e i n f oPublished by Elsevier Ltd.

show abstract

Section: Comparison With Prior Studiessupporting

confidence: 79%

Section: Comparison With Prior Studiesmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Evaluations of in-use emission factors from off-road construction equipment

Cao

Durbin

Russell

et al. 2016

Atmospheric Environment

View full text Add to dashboard Cite

show abstract

“…The fuel-based emission factors selected from the publicly available databases (2.6720kgCO 2 e per liter and 2.71780kgCO 2 e per kg) were used to convert the primary data (e.g. tonnes of materials and waste, liters of fuel consumed) into their corresponding kilogram of Itoya, Hazell, Ison, El-Hamalawi and Frost carbon dioxide equivalent, expressed in kgCO 2 e (7, 22) Fuel-based emission factors were selected instead of time-based emission factors since they are less sensitive to site variables (23). A sensitivity analysis was further undertaken during the case study to identify relevant exploratory variables for emission rates that can inform emissions reduction decisions.…”

Section: Discussionmentioning

confidence: 99%

Framework for Carbon Emission Evaluation of Road Maintenance

Itoya

Hazell

Ison

et al. 2012

Transportation Research Record: Journal of the Transportation R

View full text Add to dashboard Cite

Currently in the UK, carbon emissions associated with businesses activities has moved from policy requirements to definitive legal responsibilities following the UK's Climate Change Act (CCA) in 2008. Real and pressing need exists for a flexible and easy to use technique to enable businesses to assess their carbon emissions; following recent changes in legislation and regulations on environmental impacts of construction activities. The aim of this paper is to develop a methodology that can offer businesses a carbon Life Cycle Assessment (LCA) tool to identify emissions "hotspots" across its value chain, and inform a carbon reduction hierarchy. The approach employed is based on the methodology described in the Publicly Available Specification (PAS2050) protocol. The objective of the method is to identify where the largest production of emissions exists and provides for the biggest potential reduction within routine highway maintenance processes. The developed methodology framework offers businesses the potential to make informed decisions in carbon terms, by identifying and prioritizing areas of potential emissions reduction. Tables 2 Figures 6 Total 5472+ 2000= 7472 2 Itoya, Hazell, Ison, El-Hamalawi and Frost INTRODUCTIONThere is a growing consensus that human activities contribute significantly to the increasing concentration of carbon emissions in the atmosphere. These activities cover both individual and industrial activities and their associated energy use (1,2). This has raised a greater awareness and understanding of the environment, and has also called for a change in energy use and other activities that emit carbon; to ensure that future economic development is achieved within economic, social and environmental limits. This is reflected in the UK by a legislative commitment to reduce Greenhouse Gas production (GHG) by at least 80% by 2050 from 1990 levels (1, 3). This places legal obligations on all sectors (including construction) to reduce their emissions, and defines strategies to meet this obligation. Reducing carbon emissions in construction processes is highly desirable given their impact.Furthermore, carbon emissions reduction is now becoming a contractual requirement and a major consideration in tender selection in both the UK and internationally, particularly for public sector clients. This emerging Key Performance Indicator (KPI) for new projects has placed the construction industry under pressure, particularly the civil infrastructure maintenance sector, to assess and reduce emissions. In the past, businesses wanting to assess their emissions have usually done so by focusing on activities under their immediate control, but recently, customers have required businesses to assess their emissions across their value chain. This is driven by the increasing demand for low-carbon goods and services, and the need to make costeffective investment decisions in carbon terms. The broader strategy by which this demand can be met in construction reach deep into every aspect of the built environment. Thi...

show abstract

“…Several additional studies of NO x emissions from one biodiesel feedstock have involved on-road or in-use testing [11][12][13][14]. Comparing emissions from various feedstocks across studies can be difficult due to different engines and testing protocols.…”

Section: Introductionmentioning

confidence: 99%

Measurement of Emissions from a Passenger Truck Fueled with Biodiesel from Different Feedstocks

Pala-En¹,

Sattler²,

Dennis³

et al. 2013

JEP

View full text Add to dashboard Cite

Biodiesel has generated increased interest recently as an alternative to petroleum-derived diesel. Due to its high oxygen content, biodiesel typically burns more completely than petroleum diesel, and thus has lower emissions of hydrocarbons (HC), carbon monoxide (CO), and particulate matter (PM). However, biodiesel may increase or decrease nitrogen oxide (NO x ) and carbon dioxide (CO 2 ) emissions, depending on biodiesel feedstock, engine type, and test cycle. The purpose of this study was to compare emissions from 20% blends of biodiesel made from 4 feedstocks (soybean oil, canola oil, waste cooking oil, and animal fat) with emissions from ultra low sulfur diesel (ULSD). Emissions of NO x and CO 2 were made under real-world driving conditions using a Horiba On-Board Measurement System OBS-1300 on a highway route and arterial route; emissions of NO x , CO 2 , HC, CO, and PM were measured in a controlled setting using a chassis dynamometer with Urban Dynamometer Drive Schedule. Dynamometer test results showed statistically significant lower emissions of HC, CO, and PM from all B20 blends compared to ULSD. For CO 2 , both on-road testing (arterial, highway, and idling) and dynamometer testing showed no statistically significant difference in emissions among the B20 blends and ULSD. For NO x , dynamometer testing showed only B20 from soybean oil to have statistically significant higher emissions. This is generally consistent with the on-road testing, which showed no statistically significant difference in NO x emissions between ULSD and the B20 blends.

show abstract

Comparison of Real-World Emissions of B20 Biodiesel versus Petroleum Diesel for Selected Nonroad Vehicles and Engine Tiers

Cited by 54 publications

References 4 publications

Evaluations of in-use emission factors from off-road construction equipment

Evaluations of in-use emission factors from off-road construction equipment

Framework for Carbon Emission Evaluation of Road Maintenance

Measurement of Emissions from a Passenger Truck Fueled with Biodiesel from Different Feedstocks

Contact Info

Product

Resources

About