Reformulated Gasoline Effects on Exhaust Emissions: Phase I: Initial Investigation of Oxygenate, Volatility, Distillation and Sulfur Effects

Mayotte, Stephen C.; Lindhjem, Christian E.; Rao, V. Dharma; Sklar, Michael S.

doi:10.4271/941973

Cited by 32 publications

(31 citation statements)

References 2 publications

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“…The oxyfuel effects on NOx emissions are small in all cases. A large effect of S content on CO emissions was noted by Mayotte et al (6) who found a 13.8% reduction in the combined normal and high emitting fleet, when S was decreased from 324 to 112 ppm. Benson et al (8) reported 13% CO, 16% HC, and 9% NO reductions from a low emitting fleet, when the fuel sulfur content was decreased from 466 to 49 ppmw.…”

Section: Introductionmentioning

confidence: 89%

Environmental Implications on the Oxygenation of Gasoline with Ethanol in the Metropolitan Area of Mexico City

Schifter

Vera

Díaz

et al. 2001

Environ. Sci. Technol.

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Motor vehicle emission tests were performed on 12 inuse light duty vehicles, made up of the most representative emission control technologies in Mexico City: no catalyst, oxidative catalyst, and three way catalyst. Exhaust regulated (CO, NO x , and hydrocarbons) and toxic (benzene, formaldehyde, acetaldehyde, and 1,3-butadiene) emissions were evaluated for MTBE (5 vol %)-and ethanol (3, 6, and 10 vol %)-gasoline blends. The most significant overall emissions variations derived from the use of 6 vol % ethanol (relative to a 5% MTBE base gasoline) were 16% decrease in CO, 28% reduction in formaldehyde, and 80% increase in acetaldehyde emissions. A 26% reduction in CO emissions from the oldest fleet (

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Section: Introductionmentioning

confidence: 89%

Environmental Implications on the Oxygenation of Gasoline with Ethanol in the Metropolitan Area of Mexico City

Schifter

Vera

Díaz

et al. 2001

Environ. Sci. Technol.

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“…Specifically, nearly all of these studies showed an average reduction in carbon monoxide exhaust emissions of about 2–40% associated with MTBE‐fuel blends relative to conventional gasoline. ( 36–45 ) Changes in emissions of chemicals with ozone‐forming potential were also evaluated in a few studies, which generally reported an average reduction of about 4–24% for exhaust emissions and 5–33% for evaporative emissions from MTBE‐fuel blends relative to conventional gasoline. ( 42 , 46 ) In addition, nearly all of these studies showed that, relative to conventional gasoline, MTBE‐fuel blends reduced average exhaust emissions by about 5–68% for benzene and 2–80% for 1,3‐butadiene.…”

Section: Evaluation Of Risks and Benefitsmentioning

confidence: 99%

“…( 42 , 46 ) In addition, nearly all of these studies showed that, relative to conventional gasoline, MTBE‐fuel blends reduced average exhaust emissions by about 5–68% for benzene and 2–80% for 1,3‐butadiene. ( 36,37 , 39 , 42–44 , 46,47 ) Regarding evaporative emissions of benzene, several studies reported average reductions of about 3–80% for MTBE‐fuel blends relative to conventional gasoline. ( 36,37 , 42 )…”

Section: Evaluation Of Risks and Benefitsmentioning

confidence: 99%

Data Available for Evaluating the Risks and Benefits of MTBE and Ethanol as Alternative Fuel Oxygenates

Williams¹,

Cushing²,

Sheehan³

2003

Risk Analysis

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The wide-scale use of methyl tertiary butyl ether (MTBE) in gasoline has resulted in substantial public controversy and action to ban or control its use due to perceived impacts on water quality. Because oxygenates are still required under federal law, considerable research has focused on ethanol as a substitute for MTBE. In this article, we summarize the currently available literature on the air and water quality risks and benefits of MTBE versus ethanol as alternative fuel oxygenates. We find that MTBE-fuel blends are likely to have substantial air quality benefits; ethanol-fuel blends appear to offer similar benefits, but these may be at least partially negated because of ethanol's propensity to increase emissions and ambient concentrations of some air contaminants. Releases of gasoline containing either MTBE or ethanol could have an impact on some drinking water sources, although the impacts associated with MTBE tend to relate to aesthetics (i.e., taste and odor), whereas the impacts associated with ethanol generally relate to health risk (i.e., greater exposure to gasoline constituents such as benzene). It is likely that these water quality impacts will be outweighed by the air quality benefits associated with MTBE and perhaps ethanol use, which affect a much larger population. A lack of data on environmental exposures and associated health impacts hinders the completion of a comprehensive quantitative risk-benefit analysis, and the available air and water quality data should be evaluated in a broader risk-management context, which considers the potential life-cycle impacts, costs, and feasibility associated with alternative fuel oxygenates.

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“…A number of studies have measured the impact of fuel S levels on gas-phase exhaust emissions for gasoline vehicles. [1][2][3][4][5][6][7][8][9][10][11][12][13][14] Additional reductions in S content are anticipated to meet the new U.S. Environmental Protection Agency (EPA) requirements of average S levels of 30 ppm and the California requirements of average S levels of 15 ppm.…”

Section: Introductionmentioning

confidence: 99%

Impact of Engine Lubricant Properties on Regulated Gaseous Emissions of 2000-2001 Model-Year Gasoline Vehicles

Durbin

Sauer

Pisano

et al. 2004

Journal of the Air & Waste Management Association

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The impact of the sulfur (S) content in lubricating oil was evaluated for four ultra-low-emission vehicles and two super-ultra-low-emission vehicles, all with low mileage. The S content in the lube oils ranged from 0.01 to 0.76%, while the S content of the gasoline was fixed at 0.2 ppmw. Vehicles were configured with aged catalysts and tested over the Federal Test Procedure, at idle and at 50-mph cruise conditions. In all testing modes, variations in the S level of the lubricant did not significantly affect the regulated gas-phase tailpipe emissions. In addition to the regulated gas-phase emissions, a key element of the research was measuring the engine-out sulfur dioxide (SO 2 ) in near-real-time. This research used a new methodology based on a differential optical absorption spectrometer (DOAS) to measure SO 2 from the lubricants used in this study. With the DOAS, the contribution of SO 2 emissions for the highest-S lubricant was found to range from less than 1 to 6 ppm on a gasoline S equivalent basis over the range of vehicles and test cycles used. The development and operation of the DOAS is discussed in this paper. INTRODUCTIONOver the years, gasoline sulfur (S) levels have declined as a result of both federal and state regulations. A number of studies have measured the impact of fuel S levels on gas-phase exhaust emissions for gasoline vehicles. 1-14 Additional reductions in S content are anticipated to meet the new U.S. Environmental Protection Agency (EPA) requirements of average S levels of 30 ppm and the California requirements of average S levels of 15 ppm.As S levels are reduced in gasoline, it has been suggested that the issue of lubricant S levels and other properties be further investigated. 15 In a recent study of 1-, 30-, and 100-ppm S level fuels, it was found that the familiar

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Reformulated Gasoline Effects on Exhaust Emissions: Phase I: Initial Investigation of Oxygenate, Volatility, Distillation and Sulfur Effects

Cited by 32 publications

References 2 publications

Environmental Implications on the Oxygenation of Gasoline with Ethanol in the Metropolitan Area of Mexico City

Environmental Implications on the Oxygenation of Gasoline with Ethanol in the Metropolitan Area of Mexico City

Data Available for Evaluating the Risks and Benefits of MTBE and Ethanol as Alternative Fuel Oxygenates

Impact of Engine Lubricant Properties on Regulated Gaseous Emissions of 2000-2001 Model-Year Gasoline Vehicles

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