SYSTEMIC APPROACH TO

VEHICULAR EMISSION CONTROL

IN LATIN AMERICA AND THE CARIBBEAN

REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN CONTENTS

Acknowledgements ! EXECUTIVE SUMMARY...... 1

This Report was prepared by the Regional Association of Oil and Natural Gas in Latin ! WHAT IS THE SYSTEMIC APPROACH?.....2 America and the Caribbean (ARPEL).

The base text was prepared by Dr. Borys Didyk ! NUMBER OF VEHICLES AND DETERIORATION OF ATMOSPHERIC (ENAP) and Eng. Miguel Moyano (ARPEL). ENVIRONMENTAL QUALITY...... 3 Valuable comments on drafts have been received from: ! FUEL QUALITY AND CONTROL OF Ana Maria Sousa Machado VEHICULAR EMISSIONS...... 5 PETROBRAS

Jose Maria Gomez Rueda ! VEHICLE TECHNOLOGY AND CONTROL ECOPETROL OF VEHICULAR EMISSIONS...... 7

Morella Sevilla PDVSA/INTEVEP ! VEHICLE USE CONDITIONS AND CONTROL OF VEHICULAR EMISSIONS.....9 Saul Santamaria Diaz ECOPETROL ! CONCLUSIONS...... 11 Elena Vicente PAN AMERICAN ENERGY (BP Argentina) ! REFERENCES...... 12

© All rights reserved. No part of this publication may be reproduced without the prior written permission of ARPEL. SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN

EXECUTIVE SUMMARY

Urban air quality in Latin America and the control technologies, using the fuel Solving the Caribbean has become a matter of concern specifications suggested for the Region for the especially in large cities. The sources of year 2005, which include the Lead phase-out problems of urban common air pollutants can be divided into from gasolines. air quality derived three main categories: point sources, mobile sources, and area sources. Point sources are It is also shown that an adequate management from mobile generally associated to industrial processes, of traffic produces enormous environmental sources requires mobile sources are related to emissions benefits by greatly reducing vehicular caused by vehicles, while the area sources emissions. On the other hand, an aggressive the understanding consist of emissions attributable to human reformulation of present day fuels only has a of the activities such as household heating, burning minimal impact on emissions reduction. interdependence in open areas, etc. This approach was developed by ARPEL of the three most Due to the increased motorization in Latin through its Atmospheric Emissions Project of important factors America and the Caribbean, air quality is the ARPEL/CIDA Environmental Program, undergoing an increased deterioration. Phase 2 and endorsed by professionals of the affecting vehicle Estimations of high contributions of vehicular industry and government at different reports, emissions: fuel emissions to pollutants’ inventories in cities of workshopsandseminars(Refs.1,2,3,4,5,6, quality, vehicle Latin America and the Caribbean and 7, 8, 9, 10, 11, 12 & 13). developed countries, have been reported. This technology, and This report aims at providing stakeholders of has required the development of strategies and conditions of use action plans to achieve an effective the Region with the required tools to efficiently improvement of the air quality. This Report implement the decisions taken at the Summit presents ARPEL systemic approach of the of the Americas (Miami, USA origin and characteristics of vehicular December/1994), and particularly those emissionsINICIATIVA based on the present knowledge of adopted during the First Symposium of the scientific,DEL technological AIRE and LIMPIO regional aspects. Hemispheric Energy Initiative (Washington D.C., USA October/1995). ARPEL systemic approach establishes that the origin of vehicular emissions is the result of This Report presents an input of the regional oil the interaction of (1) the fuel used by (2) industry in the search for cost/effective vehicles with a certain technology under (3) solutions aiming at managing and improving certain conditions of use (traffic). This urban air quality in Latin America and the approach indicates that a cost/effective Caribbean. system of urban air quality management requires a systemic consideration of the three ARPEL Executive Secretariat parameters: fuel type, vehicle technology and May 2001 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

REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN 1 SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN

WHAT IS THE SYSTEMIC APPROACH?

The effective Fuel characteristics are an important This systemic approach shows that a component of the vehicular emission control cost/effective urban air quality management management of strategy in any urban air quality management system requires to simultaneously address the vehicle emissions plan. The other main components are vehicle 3 parameters: fuel quality, vehicle technology technology and conditions of use (Figure 1). and conditions of use. control is Each one of these components must be achieved by considered in the context of local conditions. This document analyzes the relationship among the three main factors associated with simultaneously The Systemic Approach is based on the vehicular emissions and analyzes options for addressing scientific evidence that shows that vehicular air quality management in Latin America and emissions are the result of the interaction the Caribbean. vehicle among the type and properties of fuel used by technology, fuel vehicles with a given level of technology operating under certain service conditions like quality and the traffic. This means that changes in any of vehicles' these factors will modify the resulting emissions. conditions of use

Vehicle Technology

Emissions

Fuel Quality 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

2 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

NUMBER OF VEHICLES AND DETERIORATION OF ATMOSPHERIC ENVIRONMENTAL QUALITY

The development of petroleum-powered motor double that of 1990. These estimates imply car The increasing vehicles has revolutionized society over the fleet saturation, increased traffic jams and past century. The benefits of increased increased regulations oriented to limit future motorization in the personal mobility and the access to goods and motorized vehicle growth LAC Region is services, previously beyond the grasp of individuals, cannot be denied. And, yet, the Estimations of high contributions of vehicular generating relentless motorization of society has entailed emissions to pollutants’ inventories in cities of significant an increasing growth of vehicle emissions Latin America and the Caribbean (Figure 2) and which impact negatively on urban air quality. developed countries, have been reported. environmental Regulatory actions are addressing this issue impacts and its The use of motor vehicles has increased through the implementation of cost-effective dramatically worldwide. In 1950, there were air quality management programs focusing on adequate approximately 53 million cars on our roads and the "fuel characteristics/vehicle technology/ management streets; half a century later, worldwide car conditions of use" interaction. fleet is over 500 millions, a tenfold growth! requires a During this period car fleet has grown at an systemic average of 9 million cars per year. approach Although motorization rate has decreased in industrialized countries, the population growth and the increasing urbanization and industrialization are accelerating the use of motor vehicles throughout the world. It is estimated that by year 2020, the car fleet will

% 100

80

Sao Paulo 1995 Santiago 1992 60 Mexico City 1994 Bogota 1991 Buenos Aires 1996

40

20

0 MP SO2 NOX HC CO Figure 2: Contribution of pollutants from vehicles to the inventory of pollutants in some LAC cities. (Ref. 14)

REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN 3 SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN

It is estimated The motorization rate (vehicles and per 1,000 On the other hand, motorization growth in Latin inhabitants) has an important impact on air America and the Caribbean is lower than in that -by the year pollution derived from vehicles and on the other regions and the per capita vehicle 2030- the number strategies to adopt in the implementation of air population will be duplicated in the next 30 quality management programs. The nature of years (Ref. 15). of vehicles per the motorization problem is different when 1.000 inhabitants comparing developed countries with Latin Vehicle fleet in Latin America and the America and the Caribbean (Figure 3). Caribbean is modified predominantly by will duplicate in Currently , Latin America and the Caribbean addition of new vehicles to a fleet of aging old the Region has an average of 140 vehicles per 1,000 cars rather than substitution of old vehicles by inhabitants, figure that is outstandingly lower new ones. Given the important growth in than that of 840 per 1,000 inhabitants in the motorization rate throughout the Region USA. vehicular emission control has an important role in urban air quality management.

VEHICLES PER 1.000 INHABITANTS - TRENDS 1200 1000 1990 2000 800 2010 600 2030 400 200 0 OECD OECD Latin America and North America Europe the Caribbean

STATISTICS OF VEHICLES IN MILLIONS 300

250 1990 1995 200 2000 150

100

50

0 OECD OECD Latin America and North America Europe the Caribbean 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)

4 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

FUEL QUALITY AND CONTROL OF VEHICULAR EMISSIONS

It has been established that fuel Table 2 shows the impact of the variation of characteristics impact the quantity and diesel fuel characteristics on heavy vehicles. For a given composition of the exhaust gases generated The results come from a study similar to vehicle by the engine and the evaporative emissions AQIRP but conducted in Europe and known as resulting from the use and on-board storage of European Program on Emissions, Fuels and technology and said fuel. This impact is higher in regions such Engine Technology (EPEFE). the same as Latin America and the Caribbean where a variable percentage of vehicles do not have The 10% increase in CO emissions when the conditions of use, exhaust and evaporative emissions control cetane index increases from 50 to 58, is the maximum systems. highlighted. The effect of increasing the cetane index from 40 to 45 or 50 on the reduction of The Air Quality Improvement Research reduction of PM emissions is significant but vehicular Program (AQIRP) developed in the USA shows never higher than 30%. emissions that the impact that the individual variation of certain gasoline parameters has on vehicle The increase of HC emissions by 13% when may be achieved emissions (Table 1). T90 decreases as well as the reduction of the by modifying the PM in 13% when the sulfur contents are Vehicles without emission control reflect a reduced from 2,000 ppm to 500 ppm is also fuel vehicle technology of the 80's and earlier, and observed. characteristics, is those with emission control correspond to a vehicle technology required in the USA as from around 20-30% 1989 (three-way catalyst, electronic injection and lambda sensor).

CHANGE IN VEHICULAR EMISSIONS CHANGE IN VEHICULAR EMISSIONS Change in Vehicle without Vehicles with emission Change in Impact on emissions gasoline emission control* control diesel fuel composition HCCO NOx HC CO NOx composition HC CO NOx MP Aromatics 11-17% N.S. 9-12% 4-8% 10-16% N.S. Cetane 6,25% 10,26% 0,57% N.S. Oxygenates 6-13% 10-18% N.S. 2-6% 7-14% N.S. PAH 4,02% N.S. 1,66% 3,58% Olefins 3-8% N.S. 4-9% 4-8% N.S. 3-8% Sulfur - - - 13,0% T90 2-8% 8-19%N.S. 19-23% N.S. 3-7% T90 13,22% 6,54% 1,75% N.S. Sulfur* 13-22%12-26% 2-14% 10-25% 8-25% 2%- Density 14,25% 5% 3,57% 1,59% 20% Table 2: Impact of the quality of diesel fuel on *In case of sulfur, tests were done on vehicles with emissions vehicle emissions of heavy vehicles (Ref. 17). control (left columns) and for those that meet “Federal Tier The direction of the arrows in the first column 1” levels (right columns) indicates the variation of the gasoline Table 1: Impact of the change in gasoline characteristics. Green colors indicate a characteristics on vehicle emissions (Ref. 16). reduction of vehicle emissions, and red colors The direction of the arrows in the first column indicate an increase of vehicle emissions. N.S. indicates the variation of the gasoline non significant characteristics. Green colors indicate a reduction of vehicle emissions, and red colors indicate an increase of vehicle emissions. N.S. non significant

REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN 5 SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN

Fuels’ Characteristics in Different Regions of the World

The proposal of The following tables contain information those proposed for Europe in 2005 (EU 2005), selected from the range of fuel specifications for the USA in the future (US 2004 and US gasoline and in Latin America and the Caribbean (LAC) 2005) and for Latin America and the Caribbean diesel compared to the USA at present (US RFG2 and in 2005 (LAC 2005). US EPA), Europe at present (EU 2000), and specifications for Latin America and REGIONAL CHARACTERISTICS OF GASOLINE REGIONAL CHARACTERISTICS OF DIESEL the Caribbean for Aromatics Oxygenates Olefins T90 Sulfur Cetane PAH (%) Sulfur(pp T90 (ºC) Density (% vol) (%O) (% vol) (ºC) (ppm) m) (g/L) the year 2005 is 2 LAC Present 190 500 LAC Present 40 12 500 338 860 mainly driven by Min. Min. LAC Present Emerging Emerging Emerging 200 1.500 LAC Present 44 15 4,500 354 863 technical, Average Average Standards Standards Standards LAC Present 210 2.500 LAC Present 48 18 10,000 370 870 economic and Max. Max. commercial EU 2000 42 2,7 18 - 150 EU 2000 51 111 350 3463 845 aspects. Those US RFG2 50 4,0 25 - 500 US EPA 402 36 500 338 820-860 cities with severe EU 2005 35 2,7 - - 50 EU 2005 - - 50 - -

vehicular US 2004 - - - - 80 US 2005 - - 15 - -

emissions LAC 2005 45 2,7 25 190 400 LAC 2005 47 12 2,000 360 820-860

problems may 123 Table 3: Main gasoline characteristics and Di/Tri aromatics - Cetane Index - Calculated value require fuel proposed specifications (Refs. 18, 19) Table 4: Main characteristics of diesel and standards proposed specifications (Refs. 18, 19) different than those proposed The proposal for harmonization of fuel specifications in Latin America and the for the whole Caribbean Region In the context of the Hemispheric Energy car fleet, impacts on present regional Initiative, the World Bank proposed a common commerce, and the sensitive geopolitical set of key technical specifications for the main issues, such as national supply security and liquid fuels, for its application throughout Latin the future of older and small refineries in some America and the Caribbean by the year 2005 countries. (see Tables 3 and 4 - LAC 2005). The study proposed that some countries may The proposal of specifications of key choose to establish different fuel standards, parameters for gasoline (unleaded) and diesel, specific to a region/city, in cases where gave special consideration to local and environmental issues are a priority. However, national issues. Among the issues taken into standards proposed in the study -it was consideration in developing the specifications, concluded- would provide an objective the following were addressed: investment achievable in the short and medium term for requirements, impacts on present and future most of the Region.

6 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

VEHICLE TECHNOLOGY AND CONTROL OF VEHICULAR EMISSIONS

The largest advances in the control of gasoline Table 5 shows the impact of the and diesel-fuelled vehicle emissions have been implementation of the technological advances Vehicle achieved through changes in the design of the of the car industry on the reduction of technology engine, combustion conditions, and the emissions of gasoline-fuelled vehicles incorporation of post-treatment and compared to non-controlled vehicles. advances and the evaporative loss control technologies. enforcement of its implementation CONTROL OF GASOLINE FUELLED VEHICLE EMISSIONS are generally Parameter % controlled* Required controls accompanied by HC 66 Ignition timing; Air/fuel ratio; Air injection; new fuel CO 63 Exhaust gas recirculation NOx 11 specifications to HC 89 Oxidation catalyst; Ignition timing; Exhaust comply with gas recirculation CO 83 increasingly

titreiso controls emission Stricter

NOx 39 standards fuels Stricter stricter emissions HC 94 Three-way catalyst; Closed loop carburetor CO 95 or Electronic fuel injection standards NOx 71 HC 94 Oxidation catalyst; Electronic fuel injection; Fast-burn combustion

CO 98 Standards chamber 2005 LAC NOx 71 HC 96 Three-way catalyst; Electronic fuel CO 97 injection; Exhaust gas recirculation NOx 88 HC 99 Three-way electric catalyst; Electronic fuel CO 99 injection; Exhaust gas recirculation NOx 94 * compared with ARPEL estimation uncontrolled levels Table 5: Impact of vehicle technology on the control of exhaust emissions for light-duty gasoline- fuelled vehicles (Ref. 20)

Since vehicle emissions are the result of the Table 5 clearly demonstrates the reduction of interaction of the "vehicle fuel - conditions of vehicular emissions that can be obtained by use" system, advances in vehicle technology incorporating present vehicle emissions control come along with requirements of fuels' technology in the vehicles. These reductions properties modifications. These modifications are greater than those that can be achieved are often necessary to achieve the new goals through the non-systemic modification of fuels' of vehicle emissions and/or preserve the properties. adequate functioning of the appliances of vehicle emission control.

REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN 7 SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN

The systemic In particular, it is highlighted in the light-blue The light blue shaded area in Table 6 displays shaded area, the range of applicable vehicle the magnitude of reductions achievable by modification of technologies and the reduction of emissions vehicles with present vehicle emission control vehicle that could be achieved following the technology fuelled by diesel with the specifications proposed for Latin America and specifications proposed for LAC for the year technology and the Caribbean for the year 2005 (see Table 3). 2005 (see Table 4). fuels' properties As can be noticed, very large reductions of vehicular emissions can be achieved, Those strategies aiming at modifying vehicle proposed for the addressing the implementation of existing technology only will achieve small reductions Region for the vehicle technology. of vehicular emissions, while the joint strategy of simultaneously improving fuels' year 2005 would Table 6 is similar to Table 5 above but applied characteristics implementing present allow for the to the control of diesel-fuelled vehicle technology of vehicular emission control may emissions using different emission control achieve reductions of approximately 90%. reduction of more stages through the implementation of present than 90% of vehicle emission control technologies. vehicle emissions in Latin America CONTROL OF DIESEL-FUELLED VEHICLE EMISSIONS and the Caribbean Parameter % controlled* Required controls NOx 40 Injection timing; Combustion optimization

titreiso controls emission Stricter MP 33

titrfe standards fuel Stricter

Standards NOx 40 Variable injection timing; 2005 LAC MP 78 Combustion optimization; Exhaust gas recirculation

NOx 50 Electronic fuel injection; MP 92 Combustion optimization; Exhaust gas recirculation; Catalytic converter or particle trap

* compared to ARPEL estimation uncontrolled levels

Table 6: Impact of vehicle technology for the control of exhaust emissions in light duty diesel- fuelled vehicles (Ref. 20)

In summary, as vehicles and fuels need to be new fuel technology will only be transcendent treated as a single system, the emission in vehicles that are Level 2, LEV, ULEV, or standards applicable to vehicles will imply that SULEV that require to comply with standards the fuel specifications be revised. However, it of under one tenth of a gram per mile for both is important to realize that the effects of this hydrocarbon and nitrogen oxides.

8 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

VEHICLE USE CONDITIONS AND CONTROL OF VEHICULAR EMISSIONS

Traffic jams are caused to a great extent by The result of the reduction of the average The adequate urban growth and growing motorization. speed of vehicles, mainly due to traffic build Moreover, urban growth and motorization must up, is a marked increase of pollutants' management of be accompanied by an adequate management emissions from vehicles, as indicated in Figure city traffic may of traffic and an adequate road infrastructure. 4. At low speeds a dramatic increase of CO and HC for gasoline-fuelled vehicles is noticed reduce vehicle as well as an increase of NO for diesel-fuelled x emissions vehicles. between 5 and 10 times

100 CO 12 HC 80 10 60 8 Gasolina Diesel 6 Gasolina Diesel 40 4

(g/CH4/km)

20 HC Emissions 2 0

CO Emissions (g/km) 0 30 60 90 30 60 90 Average speed (km/hr) Average speed (km/hr)

NOx 4 Gasolina Diesel 3 2 1

(gNO2/km)

O N x Emissions 0 30 60 90 Average speed (km/hr) Figure 4: Impact of the conditions of use on the emissions of vehicles without catalyst (Ref. 20)

However, vehicular emissions as a function of without emissions control are compared to the average speed and the driving cycle, vehicles that have after-treatment emission present dramatic variations when vehicles controls such as catalysts (see Figure 5).

18 18

16 16 14 14

12 12 10 10

g/km

g/km 8 8 6 6 4 4

2 2

0 0 CO HC NOx CO HC NOx CO HC NOx CO HC NOx FTP-75 ECE-15 RURAL MOTORWAY HIGHWAY No catalyst Catalyst with O2 sensor Catalyst without O2 sensor 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)

REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN 9 SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN

In the same Depending on the conditions of use, vehicles compared to those of vehicles without a without emissions control have emissions of catalyst is similar to gasoline powered conditions of use up to two orders of magnitude larger than vehicles (see Figure 6). vehicles with those generated by vehicles with emissions control (500 - 1,100 %). A dramatic increase is observed on the CO emissions control emissions in urban traffic (2,600%) when a may emit up to 2 The impact of the use of catalysts in diesel- vehicle without a catalyst is used compared to fuelled vehicles on vehicular emissions, one that has a catalyst. orders of magnitude less emissions 1,40 0,12 HC (g/km) compared to those 1,20 CO (g/km) 0,10 1,00 without emissions 0,08 0,80 control 0,06 0,60 0,40 0,04 0,20 0,02 0,00 0,00 URBAN RURAL HIGHWAY URBAN RURAL HIGHWAY 1,00 0,40 NOx (g/km) MP (g/km) 0,80 0,30 0,60 0,20 0,40 0,10 0,20

0,00 0,00 URBAN RURAL HIGHWAY URBAN RURAL HIGHWAY With catalyst Without catalyst

Figure 6: Impact of speed on the emissions of diesel-fuelled vehicles with and without catalyst under different conditions of use. (Ref.20)

Figures 4, 5 and 6 clearly show the following: • For the same condition of use, those vehicles with emission control technology utilizing • Emissions from vehicles with and without adequate fuels for their functioning may emit emission control technology vary in different pollutants up to 2 orders of magnitude lower conditions of use, be they driving patterns or than those without emission control average speeds, and besides technology.

10 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

CONCLUSIONS

! The environmental benefits associated to the ! The environmental impacts associated to The systemic vehicular emissions are complex and require adequate joint management of modern a simultaneous approach of the three vehicle technology and new fuels may be approach to frustrated by the inability of finding adequate interdependent variables: fuels, vehicle vehicular technology and conditions of use. It is solutions for urban design and vehicles' necessary to know this triple conditions of use of the cities that are most emission control interdependence better to be able to affected by emissions. It is possible that the will allow for the establish and prioritize effective corrective slow advances that have been obtained in measures. historic experiences of urban environmental development of air quality management policies may be due sustainable urban ! The costs placed upon society to solve the to the misbalance of the actions aimed at problems associated to the environmental controlling the three interdependent factors. air quality impacts of vehicular emissions, derive from improvement the modifications that car and oil industries ! The capability of the Latin American region have to make to implement new of advancing in the issue of vehicular measures in Latin technologies and products, as well as from emission control as an urban environmental America and the those that Government must undertake to air quality management tool, largely2 depends achieve an adequate traffic management. on the way that these three essentialCO factors Caribbean So, an assessment must be made of the (fuels, vehicle technology and conditions of cost/benefit ratios of the investments use) may be balanced, and on the adequate associated to the modifications of fuel prioritization of the actions that allow for the properties, vehicle technology design and development of sustainable measures with urban re-design with society's social and regards to technical, environmental and economic needs. socio-economic aspects.

! As well, it is necessary to establish up to what level, for different cities of the Region, the deterioration of urban environmental air quality is associated to vehicular emissions. This will establish what are the environmental control measures in which private and governmental resources can be Objective Effect utilized with the largest possible social and environmental efficiency. This way, it has CO Reduce 2 Increased been established that the optimum reduction vehicle HC PM stationary emissions CO SO emissions of impacts generated by vehicle emissions is 2 (HC, NO , CO, NOx (HC, NOx , CO, x NOx accomplished by fostering the use of HC SO2 , PM) and SO2 , PM) SO CO 2 CO vehicles with emission control technology PM 2 powered by fuels with specifications that are compatible with said vehicle technology Change in fuel More energy and a sustainable traffic management. On properties demand the other hand, the sole aggressive Increased energy reformulation of fuels may not have an demand to modify fuel effective impact on the reduction of properties emissions by overlooking aspects of vehicle Figure 7: Conflict between the emissions of pollutants from vehicles and

technology and conditions of use. those from refineries. Note the higher emissions of CO2 in the overall process (Adapted from Ref. 21)

REGIONAL ASSOCIATION OF OIL AND NATURAL GAS COMPANIES IN LATIN AMERICA AND THE CARIBBEAN 11 SYSTEMIC APPROACH TO CONTROL VEHICLE EMISSIONS IN LATIN AMERICA AND THE CARIBBEAN

REFERENCES

1.- ARPEL Environmental Report on"Methods for Monitoring Air Quality" - 1997 2.- ARPEL Environmental Report on "Monitoring Methodologies for Assessing Urban Air Quality" - 1998 3.- ARPEL Environmental Report on"Urban Environmental Air Quality" - 1998 4.- ARPEL Environmental Report on"Vehicle Technologies and Emissions" - 1998 5.- ARPEL Environmental Report on"Influence of Vehicle Fuels on Atmospheric Emissions" - 1999 6.- ARPEL Environmental Report on "Impacts of Fuel Changes on Refinery Operations and Atmospheric Emissions" - 1999 7.- ARPEL Environmental Report on"Options for Atmospheric Emissions Control Strategies" - 2000 8.- ARPEL Environmental Guideline on "Atmospheric Emissions Inventories Methodologies in the Petroleum Industry" - 1998 9.- ARPEL Workshop "Atmospheric Emissions: Urban Environmental Quality and its Monitoring" Santiago de Chile, CHILE, December 2-5, 1996 10.- ARPEL Workshop "Urban Air Quality Assessment Atmospheric Emissions Inventories Urban Air Quality Management" Río de Janeiro, BRASIL, August 4-7, 1997 11.- ARPEL Seminar/Workshop on "Atmospheric Emissions: Fuels, Vehicle, Technology and Urban Air Quality Management" Bucaramanga, COLOMBIA, September 28-30, 1998 12.- ARPEL Seminar/Workshop"Options for Atmospheric Emissions Control Strategies" San José, COSTA RICA, November 9-11, 1999 13.- ARPEL/IFQC Seminar "Current and Future Fuel & Vehicle related Issues in Latin America and the Caribbean" San José, COSTA RICA, November 30 - December 1, 2000 14.- Asif Faiz, "Air Quality and Transportation. Strategies and Options for Controlling Motor Vehicle Pollution" 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.-"Auto/Oil Air Quality Improvement Research Program" Program Final Report January 1997 17.- ACEA/EUROPIA (European Automobile Manufacturers Association / European Petroleum Industry Association) European Programme on Emissions, Fuels, and Engine Technologies Report, Brussels 1995 18.- Fuel Specifications Harmonization in Latin America and the Caribbean UNDP-ESMAP Report Nº 203/98SP June, 1998 19.- Kristine Klavers,"Worldwide Automotive Fuel Developments and Regulations" - 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 "Air Pollution from motor vehicles: standards and technologies from controlling emissions" USA, World Bank 1996 21.- H. H. Giere & N. Metz "Networking Between the Petroleum and Automaker Industry, Fuel Quality and Emissions Control" Presented at the 2000 World Petroleum Congress Calgary, CANADA 2000

12 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

LIST OF ACRONYMS/ FORMULAE

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

O2 Oxygen PAH Polynuclear Aromatic Hydrocarbons PM Particulate Matter RVP Reid Vapor Pressure SULEV Super Ultra Low Emission Vehicle ULEV Ultra Low Emission Vehicle

ARPEL MEMBERS

COMPANIES

Administración Nacional de Combustibles Alcohol y Portland (ANCAP) - BP Exploration Company - Cuba Petróleo (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) - Petroleum Company 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)

INSTITUTIONS

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)

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 CARIBBEAN Javier de Viana 2345 - P.O. Box 1006 - CP 11.200 Montevideo - URUGUAY Telephone: (598 2) 410 6993* - Fax: (598 2) 410 9207* E-mail: [email protected] Internet: http://www.arpel.org