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Impact of Biofuels on Air Pollutant Emissions from Road Vehicles

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Impact of Biofuels on Air Pollutant Emissions from Road Vehicles Monitoring Systems Stieltjesweg 1 Postbus 155 2600 AD DELFT TNO report www.tno.nl MON-RPT-033-DTS-2008-01737 T +31 40 265 00 00 F +31 40 265 03 01 [email protected] Impact of biofuels on air pollutant emissions from road vehicles Date 2 June 2008 Author(s) R. Verbeek R.T.M. Smokers (CE) G. Kadijk A. Hensema G.L.M. Passier E.L.M. Rabé B. Kampman (CE) I.J. Riemersma (Sidekick Projects) Assignor This report contains the results from research carried out under two separate contracts: - BOLK: Beleidsgericht Onderzoeksprogramma Lucht en Klimaat 2008-2009, sponsored by the Dutch Ministry of VROM and coordinated by the Netherlands Environmental Assessment Agency MNP (contract nr. M/500146/01/TNO and M/500146/01/CE); - Literatuurstudie naar de emissies van biobrandstoffen en andere alternatieve brandstoffen, sponsored by SenterNovem Project number 033.16166 Title Impact of biofuels on air pollutant emissions from road vehicles Number of pages 187(incl. appendices) Number of appendices 6 All rights reserved. No part of this report may be reproduced and/or published in any form by print, photoprint, microfilm or any other means without the previous written permission from TNO. All information which is classified according to Dutch regulations shall be treated by the recipient in the same way as classified information of corresponding value in his own country. No part of this information will be disclosed to any third party. In case this report was drafted on instructions, the rights and obligations of contracting parties are subject to either the Standard Conditions for Research Instructions given to TNO, or the relevant agreement concluded between the contracting parties. Submitting the report for inspection to parties who have a direct interest is permitted. © 2008 TNO TNO report | MON-RPT-033-DTS-2008-01737 2 / 157 Summary Executive Summary Industrialized nations such as the Netherlands face the dual challenge of reducing the emission of CO 2 as well as reducing concentrations of atmospheric pollutants. For reducing CO 2 emissions, the use of biofuels and other renewable fuels has received much attention recently. However, there is still much unclarity regarding the effect of the implementation of biofuels on polluting emissions. Is there a possible win-win scenario, where implementation of biofuels leads to lower concentrations of e.g. NO 2 or particulate matter? Or will there be adverse effects, for example due to an incompatibility of biofuels with modern emission control technology? Similar questions exist for CO2 reduction options in other sectors. To investigate this issue, the Ministry of VROM has initiated the research programme BOLK 1. In BOLK, different areas of renewable fuel production and use are investigated, including production, use in different situations, and capture/sequestration. The work reported here, carried out by TNO and CE, gives an overview of the expected effects of the use of biofuels on vehicle emissions up to 2020. Three main questions have been the guideline in this work: 1) Which biofuels will be used in significant quantities up to 2020? 2) What engine development are expected, both for diesel and petrol engines? 3) How does engine technology interact with the use of biofuels, both on short and longer term, and what are the expected implications for exhaust emissions? To answer these questions a survey was made of recent literature and international experts on engine technology and fuels were consulted. The current work is the first phase in the BOLK project, and is still rather exploratory in nature. Nevertheless, some important conclusions for policy makers already become clear. Biofuels mix in 2020 Although many different types of renewable fuels exist, it is expected that up to 2020 the renewable fuels mix will be dominated by (first generation) ethanol for petrol and FAME (biodiesel) for diesel engines. In addition to this a for the time being small but increasing quantity of synthetic diesel can be made by e.g. Biomass-to-Liquid (BTL) processes, if these are stimulated. Engine development and biofuels compatibility For petrol engines, the main development lies in further increase of fuel economy. This is primarily done via engine downsizing and advanced injection technologies. To reach the coming emission legislation, further optimization of engine control in combination with 3-way or NO x absorption catalysts will be used. For diesel engines, the development focus is in emission reduction (mainly NO x and particulate matter). Future emission limits will be met by advanced emission control systems which include the general applications of particulate filters and deNO x catalysts, the latter in particular for larger vehicles. 1 Beleidsgericht Onderzoeksprogramma Luchtkwaliteit en Klimaat 2008-2009 TNO report | MON-RPT-033-DTS-2008-01737 3 / 157 Most engines are already now compatible with low biofuel blends (below 10%), and this is not expected to change with coming engine technology. Moving up to higher blends is not recommended due to durability concerns and possibly high emissions. Effect of biofuels on emissions For the current vehicle fleet, the available emission data show large variation, both positive and negative. This is caused by variations in biofuel properties, vehicle technology, engine management and the driving cycle. It applies to both petrol and diesel engines and especially to light duty vehicles, i.e. passenger cars and delivery vans. Due to these many influencing factors and to relatively small amount of available emission data it is not possible to draw firm conclusions regarding the emission impact of biofuels on a national scale. For future vehicles, the emission levels of petrol engines are expected to improve as biofuels will be implemented in Euro 5 (2010/2012), but petrol engine emissions are low anyhow. For diesel engines, the variability is likely to persist, due to the large sensitivity of the emission control technologies needed to meet the Euro 5/V legislation. In particular for NO x, there appears a risk of a steep rise in emissions with the use of biodiesel. The extent to which this will pose problems with future engines depends strongly on the way biofuels are implemented in future emission legislation. For synthetic diesel (BTL, GTL) the picture is brighter. Generally reductions of both NO x and particulate matter are seen, but at the expense of a slightly lower fuel economy and power. For future engines positive effects on emissions are expected to diminish. Main conclusions 1) To reach the EU target for 2020, it is recommended to use low blends (E5-E10, B5-B7) in general fuel applications, combined with high blends for specific niche applications (public transportation, local freight transport). 2) There is no indication for a win-win situation on the short term, in the sense that the most probable biofuels mix for the coming years will not lead to a significant and consistent reduction in atmospheric pollutants. The picture shows a large variability. Only in the case of synthetic fuels (BTL, GTL) on the short term a consistent emission reduction is expected. 3) If mainstream use of biofuels is limited to low blends, emission effects will generally be limited, although large differences between vehicles may exist. The extent to which emissions will be influenced by biofuels on the longer term depends strongly on the way biofuels are implemented in the emissions legislation. 4) Problems may arise with EURO IV and V heavy duty vehicles with deNO x catalysts on high blend biodiesel (B20-B100). To prevent this, it is recommended to request special emission control software from the vehicle manufacturer in combination with extensive monitoring of the performance of these vehicles. TNO report | MON-RPT-033-DTS-2008-01737 4 / 157 5) The current state of knowledge does not allow a reliable quantification of emission effects of biofuels. Therefore, a systematic emissions measurement program is needed to fill the large knowledge gaps that have been identified. This program should focus on low blend biodiesel, low and high blend ethanol, and should also include non-regulated toxic components. 6) Further work, including literature surveys and interviews with experts from the automotive and fuel industry and from R&D institutes, is necessary to improve insight in the possible impacts of biofuels on future engine technologies. TNO report | MON-RPT-033-DTS-2008-01737 5 / 157 Technical Summary Introduction and objective In Europe the national emission levels of NO x, SO2, VOC and NH 3 are regulated by means of National Emission Ceilings (NEC). As part of the process for preparing new National Emission Ceilings for the year 2020, the Ministry of VROM has initiated the BOLK programme 2. The specific aim of the BOLK programme is to provide the Dutch government with knowledge and advice regarding the impact on NEC emissions in 2020 of a number of techniques aimed at the reduction of greenhouse gases. For the transport sector, the use of biofuels is an important option to provide a reduction of CO 2 emissions. Air quality effects of biofuels, however, are still unclear. In the work described here TNO and CE Delft have evaluated the Tank-to-Wheel (= exhaust) emissions resulting from the use of biofuels in road transport 3. The work was carried out by evaluation of available literature and information and by the consultation of technical experts within the automotive and fuels industry. The following questions have guided this study: - Which biofuels will be used in significant quantity up to 2020? - What engine developments are expected, both for diesel and petrol engines? - How does engine and aftertreatment technology interact with the use of biofuels, both on short and longer term, and what are the expected implications for exhaust emissions? The study provides an overview of available information and leads to a number of recommendations for governmental policies.
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