Webinar broadcast 24 May 2012. Second in a series previewing results of a long-term study by the ICCT of India's program to regulate and control emissions from light-duty and heavy-duty vehicles—cars, motorcycles, trucks, and buses. Offers a broad overview of the influence of fuel quality on vehicle emissions, and assesses India's past, present, and possible future fuel-quality standards and compliance programs in the context of international best practices, with particular emphasis on sulfur content of fuels.
Engines in ships, aircraft, vehicles and tanks can be much more energy efficient. This is because nano-clusters of fuel particles can be better utilized, reducing emissions and fuel wastage. The life of the engine is enhanced.
The document discusses the introduction of the new API CJ-4 diesel engine oil category. It was developed in response to new EPA emissions standards requiring diesel particulate filters (DPFs) on all on-highway diesel engines in the U.S. as of 2007. The API CJ-4 category includes limits on sulfated ash, phosphorus, and sulfur to ensure compatibility with DPFs and adequate engine durability when using ultra-low sulfur diesel fuel. The category consists of nine engine tests and six bench tests, making it the most robust API category developed. The document reviews the development and requirements of the API CJ-4 category.
Truck sales remain low as new emission standards require expensive upgrades to vehicles. Off-road engine sales are also low but expected to rebound as interim emission limits phase in. Emission regulations are driving the need for new lubricant specifications with improvements in areas like low SAPs and robustness to support extended oil drain intervals with modern aftertreatment devices. The global heavy-duty engine oil market is projected to increase overall with the fastest growth in Asia-Pacific countries and a shift toward higher performing multi-grade oils.
This document discusses the development of the new API CJ-4 oil category, which was created to be compatible with diesel particulate filters (DPFs) used in 2007 and later diesel engines in the US. The API CJ-4 category includes 5 new engine tests and 1 new gasoline test to evaluate oil performance with DPFs and EGR systems. It places limits on the oil's sulfated ash (1%), phosphorus (0.12%), sulfur (0.4%), and volatility (13%) to limit deposits in DPFs. The tests were selected to evaluate issues like oil consumption, deposits, wear, and soot control with low-sulfur fuel and reduced phosphorus levels required for DPF and catalyst
The document discusses the progression of US emissions requirements for heavy duty diesel engines and the technologies developed to meet these stricter standards. Tighter particulate matter and nitrogen oxide regulations have driven the use of advanced injection systems, diesel particulate filters, and selective catalytic reduction to reduce emissions by over 98%. Ultra-low sulfur diesel fuel is also needed to enable the use of after-treatment systems and meet stringent emissions limits.
The document discusses the synthesis and characterization of polymeric additives and their effectiveness as pour point depressants and viscosity improvers for waxy crude oils. Polyethylene acrylic acid (PEAA) was esterified with docosanol to produce PEAA-DcA, which was then grafted with vinyl acetate to produce PEAA-DcA-g-VA. The products were characterized using FT-IR and 1H NMR. Rheological measurements and pour point tests were performed on crude oils treated with the polymers. The pour point of crude oils was reduced from 27°C to 6°C depending on polymer composition and concentration. PEAA-DcA-g-VA performed best at reducing pour point, indicating these
Emission Measurements of Various Biofuels using a Commercial Swirl-Type Air-A...JOACHIM AGOU
A joint university-industry research program funded by Rolls-Royce Canada, NSERC and CRIAQ is actually pursued at Université Laval to characterize the combustion performance of liquid (biodiesel blends) and gaseous (syngas blends) biofuels in terms of emissions & smoke and lean blow out. The final objective of the proposed research is to characterize the most promising liquid and gaseous novel biofuels for use in industrial gas turbines in order to reduce greenhouse gases and potentially operation costs. These combustion tests allowed the characterization of standard diesel fuel as a baseline plus two biodiesel blends as well as standard methane as a baseline plus ten syngas blends (CH4, H2, CO and CO2) in order to evaluate the emissions of the main pollutants (CO, CO2, NOx, UHCs and smoke). Combustor exit and wall temperature measurements were also taken to characterize adequately the boundary conditions for future CFD simulations. The flame was contained in a quartz tube combustor operating at ambient outlet conditions and the fuel was delivered through a commercial swirl-type, airblast dual fuel atomizer. The air mass flow rate was kept constant for all fuels to maintain the same pressure drop (ΔP) across the fuel injector while the fuel flow was varied to cover equivalence ratios from 0.5 to 1. A probe connected to a FTIR/FID/O2 gas analyzer system and a smoke filter was fixed to a 3D-axis traverse in order to sample combustion products in a cross pattern at the combustor exit. This way, concentrations of various emissions were obtained at five radial positions. Burned gases and wall temperatures were measured with thermocouples along the test rig. This paper reports the findings of these experimental tests and presents the comparisons of the biofuels with baseline fuels to identify some benefits of these novel biofuels while maintaining an acceptable overall combustion performance.
Global emissions standards are driving changes in engine and lubricant technology. Stricter emissions regulations in regions like Europe, North America, and Asia are reducing allowable particulate emissions. This requires new engine designs using technologies like turbocharging and aftertreatment systems. New lubricant specifications now restrict chemical components like sulfur, phosphorus, and ash to better protect aftertreatment devices. Meeting new specifications requires innovative lubricant formulations using components like lower sulfur base oils. The increased complexity is raising the costs of lubricant development and testing.
Engines in ships, aircraft, vehicles and tanks can be much more energy efficient. This is because nano-clusters of fuel particles can be better utilized, reducing emissions and fuel wastage. The life of the engine is enhanced.
The document discusses the introduction of the new API CJ-4 diesel engine oil category. It was developed in response to new EPA emissions standards requiring diesel particulate filters (DPFs) on all on-highway diesel engines in the U.S. as of 2007. The API CJ-4 category includes limits on sulfated ash, phosphorus, and sulfur to ensure compatibility with DPFs and adequate engine durability when using ultra-low sulfur diesel fuel. The category consists of nine engine tests and six bench tests, making it the most robust API category developed. The document reviews the development and requirements of the API CJ-4 category.
Truck sales remain low as new emission standards require expensive upgrades to vehicles. Off-road engine sales are also low but expected to rebound as interim emission limits phase in. Emission regulations are driving the need for new lubricant specifications with improvements in areas like low SAPs and robustness to support extended oil drain intervals with modern aftertreatment devices. The global heavy-duty engine oil market is projected to increase overall with the fastest growth in Asia-Pacific countries and a shift toward higher performing multi-grade oils.
This document discusses the development of the new API CJ-4 oil category, which was created to be compatible with diesel particulate filters (DPFs) used in 2007 and later diesel engines in the US. The API CJ-4 category includes 5 new engine tests and 1 new gasoline test to evaluate oil performance with DPFs and EGR systems. It places limits on the oil's sulfated ash (1%), phosphorus (0.12%), sulfur (0.4%), and volatility (13%) to limit deposits in DPFs. The tests were selected to evaluate issues like oil consumption, deposits, wear, and soot control with low-sulfur fuel and reduced phosphorus levels required for DPF and catalyst
The document discusses the progression of US emissions requirements for heavy duty diesel engines and the technologies developed to meet these stricter standards. Tighter particulate matter and nitrogen oxide regulations have driven the use of advanced injection systems, diesel particulate filters, and selective catalytic reduction to reduce emissions by over 98%. Ultra-low sulfur diesel fuel is also needed to enable the use of after-treatment systems and meet stringent emissions limits.
The document discusses the synthesis and characterization of polymeric additives and their effectiveness as pour point depressants and viscosity improvers for waxy crude oils. Polyethylene acrylic acid (PEAA) was esterified with docosanol to produce PEAA-DcA, which was then grafted with vinyl acetate to produce PEAA-DcA-g-VA. The products were characterized using FT-IR and 1H NMR. Rheological measurements and pour point tests were performed on crude oils treated with the polymers. The pour point of crude oils was reduced from 27°C to 6°C depending on polymer composition and concentration. PEAA-DcA-g-VA performed best at reducing pour point, indicating these
Emission Measurements of Various Biofuels using a Commercial Swirl-Type Air-A...JOACHIM AGOU
A joint university-industry research program funded by Rolls-Royce Canada, NSERC and CRIAQ is actually pursued at Université Laval to characterize the combustion performance of liquid (biodiesel blends) and gaseous (syngas blends) biofuels in terms of emissions & smoke and lean blow out. The final objective of the proposed research is to characterize the most promising liquid and gaseous novel biofuels for use in industrial gas turbines in order to reduce greenhouse gases and potentially operation costs. These combustion tests allowed the characterization of standard diesel fuel as a baseline plus two biodiesel blends as well as standard methane as a baseline plus ten syngas blends (CH4, H2, CO and CO2) in order to evaluate the emissions of the main pollutants (CO, CO2, NOx, UHCs and smoke). Combustor exit and wall temperature measurements were also taken to characterize adequately the boundary conditions for future CFD simulations. The flame was contained in a quartz tube combustor operating at ambient outlet conditions and the fuel was delivered through a commercial swirl-type, airblast dual fuel atomizer. The air mass flow rate was kept constant for all fuels to maintain the same pressure drop (ΔP) across the fuel injector while the fuel flow was varied to cover equivalence ratios from 0.5 to 1. A probe connected to a FTIR/FID/O2 gas analyzer system and a smoke filter was fixed to a 3D-axis traverse in order to sample combustion products in a cross pattern at the combustor exit. This way, concentrations of various emissions were obtained at five radial positions. Burned gases and wall temperatures were measured with thermocouples along the test rig. This paper reports the findings of these experimental tests and presents the comparisons of the biofuels with baseline fuels to identify some benefits of these novel biofuels while maintaining an acceptable overall combustion performance.
Global emissions standards are driving changes in engine and lubricant technology. Stricter emissions regulations in regions like Europe, North America, and Asia are reducing allowable particulate emissions. This requires new engine designs using technologies like turbocharging and aftertreatment systems. New lubricant specifications now restrict chemical components like sulfur, phosphorus, and ash to better protect aftertreatment devices. Meeting new specifications requires innovative lubricant formulations using components like lower sulfur base oils. The increased complexity is raising the costs of lubricant development and testing.
Ricardo low carbon vehicle partnership life cycle co2 measure - final reportUCSD-Strategic-Energy
A Ricardo study released in June highlighted the increasing importance of accounting for whole life carbon emissions to compare the GHG of low carbon vehicles. Ricardo found that a typical medium sized family car will create around 24 tonnes of CO2 during its life cycle, while a battery electric vehicle (BEV) will produce around 18 tonnes over its life. For a battery EV, 46% of its total carbon footprint is generated at the factory, before it has travelled a single mile. If the charging source is renewable energy, i.e., “Tailpipe Endgame” rather than 500g/kWH that Ricardo assumed, then the battery EV would have a life cycle C02 footprint only 37% that of a standard gasoline vehicle. The report was prepared by Ricardo for, and in collaboration with, the expert membership of the Low Carbon Vehicle Partnership that includes major vehicle manufacturers and oil companies, and it will be a strong baseline along with other analyses for all present and future funded efforts to document the environmental benefits of renewable energy charging of BEVs.
This document summarizes a study that evaluated the performance of 20 Class-8 trucks fueled with either #2 ultra-low sulfur diesel or a 20% soy biodiesel blend (B20) over 12 months. Data from the trucks was collected and analyzed to compare operational parameters like fuel consumption and engine information between the two fuel types. Laboratory testing was also done on the fuels and engine oil samples to analyze differences between the two. The results found minimal performance differences between the fuels, except the B20 fuel showed slightly higher engine oil degradation based on viscosity, acid/base number, oxidation, and wear metals.
1. The document is a research report submitted to the EPA regarding registration of an additive called AFT for use in gasoline.
2. The report finds that AFT provides various benefits including increasing octane, preventing and stopping valve recession, reducing combustion chamber deposits, and improving emission performance.
3. These benefits are achieved using only 15 ppm of AFT in gasoline, which testing has shown does not significantly increase metal emissions from vehicles.
Biomass to olefins cracking of renewable naphthapxguru
This document discusses cracking renewable naphtha produced from biomass to produce light olefins like ethylene and propylene. The biomass is first converted to a renewable naphtha fraction using a two-step process involving hydrodeoxygenation and hydrocracking. Comprehensive characterization of the renewable naphtha showed it consists mainly of paraffins suitable for steam cracking. Steam cracking this naphtha in a pilot plant yielded high amounts of ethylene (31 wt%) and propylene (17.5 wt%) while producing small amounts of byproducts. Experimental coking studies also showed this naphtha feed has attractive coking properties. Simulations predict higher run lengths compared to fossil n
This document discusses European standards and regulations for biofuels. It outlines the EU policy to increase the required percentage of biofuels blended into transportation fuels to 5.75% in 2010, 7% in 2015, and 10% in 2020. It also summarizes the progress made in developing CEN standards for biodiesel (EN 14214) and ethanol (prEN 15376) and the need to further develop standards to allow higher blends of biofuels to match advances in engine technology. The conclusion states that high-quality biofuel standards compatible with engine requirements are essential to enable the sustainable use of biofuels blended with fossil fuels.
IRJET- Experimental Investigation of CI Engine Fuelled with Karanji Oil a...IRJET Journal
This document summarizes an experimental investigation of a CI engine fueled with karanji biodiesel using pyrogallol as an antioxidant additive. Karanji seed oil was converted to biodiesel via a transesterification process and blended with diesel in ratios of B10, B15 and B20 (10%, 15%, 20% biodiesel). Pyrogallol was added to these blends as an antioxidant. The engine performance and emissions were tested for the various blends and compared to pure diesel. The results showed that brake thermal efficiency was higher for the biodiesel blends compared to diesel. Emissions of CO, CO2 and HC were also lower for the biodiesel blends,
Refining petrochemical integration bangkok june 2012 final draftNoor Jivraj
This document discusses trends in refinery-petrochemical integration globally and in Asia. It notes that integration has increased over time as refineries seek to maximize the barrel of oil through extracting more petrochemical feedstocks. Recent projects in the Middle East have achieved 30% crude-to-petrochemicals conversion rates through technologies that increase propylene and aromatics yields. Fully integrated complexes provide advantages through synergies but also complexity. The level of integration varies significantly between recent projects.
The document discusses options for meeting refinery hydrogen demands, which are growing due to increasing needs for lighter, cleaner fuel products. It outlines various hydrogen production and recovery technologies, including steam reforming, partial oxidation, and purification processes like pressure swing adsorption, membranes, and cryogenics. Overall production costs depend on factors like feedstock availability and local requirements. The report provides detailed information on worldwide hydrogen production and consumption in refineries.
This document compares India's program for reducing vehicular emissions to global benchmarks. While India has implemented vehicle emission standards and fuel quality standards on schedule, its standards are still 6-10 years behind other major markets. Opportunities for improvement include adopting more stringent exhaust emission standards, strengthening evaporative emission standards, improving durability requirements, and linking in-use inspection data to a national compliance program. Preliminary recommendations include adopting more representative test cycles, emphasizing real-world emissions performance, and establishing a long-term roadmap to close gaps with best practices.
The evolving role of ethanol corrosion inhibitors (r 1098)Phillip Bureman
This document discusses the evolving role of corrosion inhibitors in ethanol fuel. It describes how early ethanol fuel specifications did not require corrosion inhibitors, but issues with engine wear emerged with high-ethanol blends like E85. Research revealed acidity measurements needed improving and a pH of 5 or lower caused more cylinder wear. Setting a pH specification of 7±1 for Brazilian ethanol addressed this by adding inhibitors. Inhibitors now maintain ethanol pH between 6.5-9.0 to prevent fuel system corrosion and component failure.
The changing world of lubricants fuels and additives infineum 2007Sam Cheng
This document summarizes a presentation given by Bruce Royan of Infineum International Limited about changes in the lubricants, fuels, and additives industry. It discusses factors driving change like consumers, the environment, and technology. It also outlines challenges in developing higher quality lubricants and adapting additive formulations for alternative fuels and fuel types. The presentation argues that the pace of change in Russia is as fast as other parts of the world, and opportunities exist through collaboration and a holistic systems approach.
IRJET- Influence of Al2O3 Nano Material Additives based Biodiesel Blends on t...IRJET Journal
This document summarizes a research paper that investigated the performance of a diesel engine using blends of biodiesel produced from waste cooking oil and dispersed with aluminum oxide nanoparticles. Biodiesel was produced through transesterification of waste cooking oil with methanol using a sodium hydroxide catalyst. The biodiesel was then blended with diesel in ratios of B10, B20, B30 and B40. Experimental testing of the blends in a single cylinder diesel engine found that the B40 blend achieved the highest thermal efficiency of 28.63%, outperforming neat diesel. The study evaluated properties and engine performance parameters like brake thermal efficiency and fuel consumption.
An Experimental Investigation on Performance and Emission Parameters using WT...Working as a Lecturer
this ppt for the Dissertation work for the An Experimental Investigation on Performance and Emission Parameters using WTO – Diesel blend with Additives in a Diesel Engine,contain all detail anlysis with result.
1) The document discusses the role of technology in carbon capture and storage (CCS), noting that CCS could help reduce global CO2 emissions by 50-80% by 2050 according to climate targets.
2) It provides an overview of Schlumberger's CCS capabilities and experience, including site characterization, modeling, monitoring, and participation in industry projects and research consortiums.
3) The Sleipner project in Norway is presented as a large-scale example of CO2 sequestration in a saline aquifer that has been injecting CO2 since 1996.
Comparative Study for Biodiesel Properties and Standards for Gas TurbineJOACHIM AGOU
Due to the depletion of fossil fuels, decrease of the conventional oil reserves,
environmental and economic concerns, bio-fuels have gathered a significant attention
as alternative fuels for the future. Their applications in automobiles, industrial gas
turbines and aviation are increasing day by day. This article will discuss bio-diesels and
will provide an overview of their physical properties and compositions, which play an
important role in their injection, atomization, combustion performance and emissions.
Furthermore, it will be judicious to mention the conformity of bio-diesels and their
blends with the standards and regulations. Consequently, the purpose of this study will
be to reveal the acceptance criteria imposed by the standards in order to determine
which bio-diesels will be the most adequate.
The document summarizes an experimental investigation of operating a diesel engine in dual fuel mode using LPG and processed waste engine oil. Key findings from the study include:
- Performance characteristics of the engine using processed waste engine oil were comparable to diesel, while NO emissions decreased and CO/UHC increased.
- In dual fuel mode, efficiency slightly decreased while CO/UHC increased and NO/smoke decreased compared to single fuel diesel mode.
- Further work is needed to develop better waste oil processing methods and evaluate dual fuel operation with other gases like natural gas.
This document provides definitions for over 50 terms related to diesel fuel and emissions. Some key terms defined include: additives, which improve fuel quality and lower emissions; aftertreatment devices, which remove pollutants from exhaust; diesel particulate matter, which are sub-micron particles in diesel exhaust; and nitrogen oxides (NOx), air-polluting gases composed of nitrogen and oxygen that play a role in smog formation. The document is a glossary that concisely defines technical terms for diesel fuel, emissions equipment, and regulations.
Embarq india talking transit - vehicles and fuels - umang jainDivya Kottadiel
This document summarizes a workshop on public transport vehicles and fuels held in Bengaluru, India in 2012. The workshop discussed evaluating bus fleet options by comparing life cycle costs and emissions of different vehicle technologies and fuels. It reviewed the evolution of emission standards in India and for buses specifically. Issues around using compressed natural gas (CNG) versus diesel were discussed, with studies showing varying results. Other alternative fuels like ethanol, hydrogen fuel cells, and hybrids were also mentioned. The conclusion was that the best fuel requires life cycle analysis of costs and emissions as no single fuel is best in all respects.
This document summarizes a workshop on public transport vehicles and fuels held in Bengaluru, India in 2012. The workshop discussed evaluating bus fleet options by comparing life cycle costs and emissions of different vehicle technologies and fuels. It reviewed the evolution of emission standards in India and for buses specifically. Issues around using compressed natural gas (CNG) versus diesel were discussed, with studies showing varying results. Other alternative fuels like ethanol, hydrogen fuel cells, and hybrids were mentioned. The conclusion was that the best fuel requires life cycle analysis of costs and emissions as no single fuel is best in all respects.
Emissions regulations have driven improvements in diesel engine oil quality over time. Newer oil specifications, like CJ-4, require oils to provide higher performance while reducing ash content to protect diesel particulate filters. Engine tests are also more demanding. In response, the National Biodiesel Board conducted engine tests using B20 (20% biodiesel) to determine if there were any negative effects on lubricant performance from the use of biodiesel blends. The tests found wear data and controlled deposits were within acceptance limits, with only minor issues with corrosion and oxidation exceeding limits. Overall, current lubricants protect engines operating on B20 according to the oil and engine manufacturers, though ongoing oil analysis is recommended.
Ricardo low carbon vehicle partnership life cycle co2 measure - final reportUCSD-Strategic-Energy
A Ricardo study released in June highlighted the increasing importance of accounting for whole life carbon emissions to compare the GHG of low carbon vehicles. Ricardo found that a typical medium sized family car will create around 24 tonnes of CO2 during its life cycle, while a battery electric vehicle (BEV) will produce around 18 tonnes over its life. For a battery EV, 46% of its total carbon footprint is generated at the factory, before it has travelled a single mile. If the charging source is renewable energy, i.e., “Tailpipe Endgame” rather than 500g/kWH that Ricardo assumed, then the battery EV would have a life cycle C02 footprint only 37% that of a standard gasoline vehicle. The report was prepared by Ricardo for, and in collaboration with, the expert membership of the Low Carbon Vehicle Partnership that includes major vehicle manufacturers and oil companies, and it will be a strong baseline along with other analyses for all present and future funded efforts to document the environmental benefits of renewable energy charging of BEVs.
This document summarizes a study that evaluated the performance of 20 Class-8 trucks fueled with either #2 ultra-low sulfur diesel or a 20% soy biodiesel blend (B20) over 12 months. Data from the trucks was collected and analyzed to compare operational parameters like fuel consumption and engine information between the two fuel types. Laboratory testing was also done on the fuels and engine oil samples to analyze differences between the two. The results found minimal performance differences between the fuels, except the B20 fuel showed slightly higher engine oil degradation based on viscosity, acid/base number, oxidation, and wear metals.
1. The document is a research report submitted to the EPA regarding registration of an additive called AFT for use in gasoline.
2. The report finds that AFT provides various benefits including increasing octane, preventing and stopping valve recession, reducing combustion chamber deposits, and improving emission performance.
3. These benefits are achieved using only 15 ppm of AFT in gasoline, which testing has shown does not significantly increase metal emissions from vehicles.
Biomass to olefins cracking of renewable naphthapxguru
This document discusses cracking renewable naphtha produced from biomass to produce light olefins like ethylene and propylene. The biomass is first converted to a renewable naphtha fraction using a two-step process involving hydrodeoxygenation and hydrocracking. Comprehensive characterization of the renewable naphtha showed it consists mainly of paraffins suitable for steam cracking. Steam cracking this naphtha in a pilot plant yielded high amounts of ethylene (31 wt%) and propylene (17.5 wt%) while producing small amounts of byproducts. Experimental coking studies also showed this naphtha feed has attractive coking properties. Simulations predict higher run lengths compared to fossil n
This document discusses European standards and regulations for biofuels. It outlines the EU policy to increase the required percentage of biofuels blended into transportation fuels to 5.75% in 2010, 7% in 2015, and 10% in 2020. It also summarizes the progress made in developing CEN standards for biodiesel (EN 14214) and ethanol (prEN 15376) and the need to further develop standards to allow higher blends of biofuels to match advances in engine technology. The conclusion states that high-quality biofuel standards compatible with engine requirements are essential to enable the sustainable use of biofuels blended with fossil fuels.
IRJET- Experimental Investigation of CI Engine Fuelled with Karanji Oil a...IRJET Journal
This document summarizes an experimental investigation of a CI engine fueled with karanji biodiesel using pyrogallol as an antioxidant additive. Karanji seed oil was converted to biodiesel via a transesterification process and blended with diesel in ratios of B10, B15 and B20 (10%, 15%, 20% biodiesel). Pyrogallol was added to these blends as an antioxidant. The engine performance and emissions were tested for the various blends and compared to pure diesel. The results showed that brake thermal efficiency was higher for the biodiesel blends compared to diesel. Emissions of CO, CO2 and HC were also lower for the biodiesel blends,
Refining petrochemical integration bangkok june 2012 final draftNoor Jivraj
This document discusses trends in refinery-petrochemical integration globally and in Asia. It notes that integration has increased over time as refineries seek to maximize the barrel of oil through extracting more petrochemical feedstocks. Recent projects in the Middle East have achieved 30% crude-to-petrochemicals conversion rates through technologies that increase propylene and aromatics yields. Fully integrated complexes provide advantages through synergies but also complexity. The level of integration varies significantly between recent projects.
The document discusses options for meeting refinery hydrogen demands, which are growing due to increasing needs for lighter, cleaner fuel products. It outlines various hydrogen production and recovery technologies, including steam reforming, partial oxidation, and purification processes like pressure swing adsorption, membranes, and cryogenics. Overall production costs depend on factors like feedstock availability and local requirements. The report provides detailed information on worldwide hydrogen production and consumption in refineries.
This document compares India's program for reducing vehicular emissions to global benchmarks. While India has implemented vehicle emission standards and fuel quality standards on schedule, its standards are still 6-10 years behind other major markets. Opportunities for improvement include adopting more stringent exhaust emission standards, strengthening evaporative emission standards, improving durability requirements, and linking in-use inspection data to a national compliance program. Preliminary recommendations include adopting more representative test cycles, emphasizing real-world emissions performance, and establishing a long-term roadmap to close gaps with best practices.
The evolving role of ethanol corrosion inhibitors (r 1098)Phillip Bureman
This document discusses the evolving role of corrosion inhibitors in ethanol fuel. It describes how early ethanol fuel specifications did not require corrosion inhibitors, but issues with engine wear emerged with high-ethanol blends like E85. Research revealed acidity measurements needed improving and a pH of 5 or lower caused more cylinder wear. Setting a pH specification of 7±1 for Brazilian ethanol addressed this by adding inhibitors. Inhibitors now maintain ethanol pH between 6.5-9.0 to prevent fuel system corrosion and component failure.
The changing world of lubricants fuels and additives infineum 2007Sam Cheng
This document summarizes a presentation given by Bruce Royan of Infineum International Limited about changes in the lubricants, fuels, and additives industry. It discusses factors driving change like consumers, the environment, and technology. It also outlines challenges in developing higher quality lubricants and adapting additive formulations for alternative fuels and fuel types. The presentation argues that the pace of change in Russia is as fast as other parts of the world, and opportunities exist through collaboration and a holistic systems approach.
IRJET- Influence of Al2O3 Nano Material Additives based Biodiesel Blends on t...IRJET Journal
This document summarizes a research paper that investigated the performance of a diesel engine using blends of biodiesel produced from waste cooking oil and dispersed with aluminum oxide nanoparticles. Biodiesel was produced through transesterification of waste cooking oil with methanol using a sodium hydroxide catalyst. The biodiesel was then blended with diesel in ratios of B10, B20, B30 and B40. Experimental testing of the blends in a single cylinder diesel engine found that the B40 blend achieved the highest thermal efficiency of 28.63%, outperforming neat diesel. The study evaluated properties and engine performance parameters like brake thermal efficiency and fuel consumption.
An Experimental Investigation on Performance and Emission Parameters using WT...Working as a Lecturer
this ppt for the Dissertation work for the An Experimental Investigation on Performance and Emission Parameters using WTO – Diesel blend with Additives in a Diesel Engine,contain all detail anlysis with result.
1) The document discusses the role of technology in carbon capture and storage (CCS), noting that CCS could help reduce global CO2 emissions by 50-80% by 2050 according to climate targets.
2) It provides an overview of Schlumberger's CCS capabilities and experience, including site characterization, modeling, monitoring, and participation in industry projects and research consortiums.
3) The Sleipner project in Norway is presented as a large-scale example of CO2 sequestration in a saline aquifer that has been injecting CO2 since 1996.
Comparative Study for Biodiesel Properties and Standards for Gas TurbineJOACHIM AGOU
Due to the depletion of fossil fuels, decrease of the conventional oil reserves,
environmental and economic concerns, bio-fuels have gathered a significant attention
as alternative fuels for the future. Their applications in automobiles, industrial gas
turbines and aviation are increasing day by day. This article will discuss bio-diesels and
will provide an overview of their physical properties and compositions, which play an
important role in their injection, atomization, combustion performance and emissions.
Furthermore, it will be judicious to mention the conformity of bio-diesels and their
blends with the standards and regulations. Consequently, the purpose of this study will
be to reveal the acceptance criteria imposed by the standards in order to determine
which bio-diesels will be the most adequate.
The document summarizes an experimental investigation of operating a diesel engine in dual fuel mode using LPG and processed waste engine oil. Key findings from the study include:
- Performance characteristics of the engine using processed waste engine oil were comparable to diesel, while NO emissions decreased and CO/UHC increased.
- In dual fuel mode, efficiency slightly decreased while CO/UHC increased and NO/smoke decreased compared to single fuel diesel mode.
- Further work is needed to develop better waste oil processing methods and evaluate dual fuel operation with other gases like natural gas.
This document provides definitions for over 50 terms related to diesel fuel and emissions. Some key terms defined include: additives, which improve fuel quality and lower emissions; aftertreatment devices, which remove pollutants from exhaust; diesel particulate matter, which are sub-micron particles in diesel exhaust; and nitrogen oxides (NOx), air-polluting gases composed of nitrogen and oxygen that play a role in smog formation. The document is a glossary that concisely defines technical terms for diesel fuel, emissions equipment, and regulations.
Embarq india talking transit - vehicles and fuels - umang jainDivya Kottadiel
This document summarizes a workshop on public transport vehicles and fuels held in Bengaluru, India in 2012. The workshop discussed evaluating bus fleet options by comparing life cycle costs and emissions of different vehicle technologies and fuels. It reviewed the evolution of emission standards in India and for buses specifically. Issues around using compressed natural gas (CNG) versus diesel were discussed, with studies showing varying results. Other alternative fuels like ethanol, hydrogen fuel cells, and hybrids were also mentioned. The conclusion was that the best fuel requires life cycle analysis of costs and emissions as no single fuel is best in all respects.
This document summarizes a workshop on public transport vehicles and fuels held in Bengaluru, India in 2012. The workshop discussed evaluating bus fleet options by comparing life cycle costs and emissions of different vehicle technologies and fuels. It reviewed the evolution of emission standards in India and for buses specifically. Issues around using compressed natural gas (CNG) versus diesel were discussed, with studies showing varying results. Other alternative fuels like ethanol, hydrogen fuel cells, and hybrids were mentioned. The conclusion was that the best fuel requires life cycle analysis of costs and emissions as no single fuel is best in all respects.
Emissions regulations have driven improvements in diesel engine oil quality over time. Newer oil specifications, like CJ-4, require oils to provide higher performance while reducing ash content to protect diesel particulate filters. Engine tests are also more demanding. In response, the National Biodiesel Board conducted engine tests using B20 (20% biodiesel) to determine if there were any negative effects on lubricant performance from the use of biodiesel blends. The tests found wear data and controlled deposits were within acceptance limits, with only minor issues with corrosion and oxidation exceeding limits. Overall, current lubricants protect engines operating on B20 according to the oil and engine manufacturers, though ongoing oil analysis is recommended.
Vegetable oils as Diesel Fuels for Rebuilt Vehicles QW9
This document discusses using vegetable oils and animal fats as diesel fuels in standard diesel engines. It summarizes results from tests of a passenger car running on rapeseed oil, chicken fat, and blends of rapeseed oil with ethanol. The key findings are:
1) Vegetable oils and animal fats have higher viscosity than diesel fuel, which can cause incomplete combustion and deposits. Various approaches can help address this, such as blending with diesel, heating the oils, or adding alcohols.
2) Engine tests showed maximum power and torque were lower when running on vegetable oils/animal fats compared to diesel fuel, due to their lower energy content.
3) Emissions of particulate matter and
The document discusses efforts by RDSO in India to improve the energy efficiency and reduce emissions of diesel locomotives used by Indian Railways. It details four stages of modifications made to diesel engines that have led to reductions in fuel consumption and increased locomotive power. Emission measurement equipment has also been installed and initial tests show NOx, HC and particulate emissions are marginally higher than EPA standards. Plans are outlined to further reduce emissions through additional engine modifications and use of biofuels. Environmental management systems have also been established at diesel sheds to properly dispose of wastes.
Routes to Clean Air 2016 - Jane Thomas, Emissions AnalyticsIES / IAQM
The document summarizes the results of real-world emissions testing of over 1200 vehicles. It finds that nitrogen oxide (NOx) emissions are on average 4 times legal limits, and real-world fuel economy and carbon dioxide emissions are 29% and 41% higher than official figures, respectively. Performance differs significantly between models certified to the same standard. Upcoming regulations may improve but not solve the problem. The need for an independent, real-world emissions standard is greater than ever.
1) Unconventional oils such as bitumen from oil sands pose significant challenges for refineries due to higher sulfur, nitrogen, and hydrogen consumption compared to conventional crude oils.
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Improving fuel quality: Comparing India's program against global benchmarks
1. Improving Fuel Quality: Comparing India’s
program against global benchmarks
Anup Bandivadekar/ Gaurav Bansal
May 24th, 2012
2. What is ICCT?
The mission of the ICCT is to dramatically improve the
environmental performance and efficiency of cars, trucks, buses,
and transportation systems in order to protect and improve
public health, the environment, and quality of life.
4. Introduction
Purpose of this webinar series is to initiate a
dialogue around Auto Fuel Policy in India.
ICCT is conducting a study to evaluate the
past successes and future prospects of India’s
vehicular emissions control program
– New vehicle and engine emission standards
– Fuel quality standards
– Vehicle compliance and enforcement program
– Fuel inspection and compliance program
– Alternative fuels and new energy vehicle policies
– Fuel efficiency standards and labeling
Slide 4
5. Introduction
Today’s webinar focuses on the fuel quality
standards and compliance program
§ Compare and contrast India’s program with that in
US, EU, Japan and China
– What’s working
– What’s not working
– What could be improved
– Barriers to progress
– Preliminary recommendations for discussion
§ The first webinar (April 26) focused on vehicle
emission standards and compliance programs, while
the third webinar (June 28) will focus on evaluation of
costs and benefits of cleaner vehicles and fuels in
India
Slide 5
6. Importance of fuel quality
Gasoline quality effects on vehicle emissions
Gasoline
Euro 1
Euro 2
Euro 3
Euro 4
Euro 5/6
Lead ↑
CO, HC, NOX ↑
as catalyst is destroyed
Sulfur ↑
CO, HC, NOX, SO2, SO3 ↑
Olefins ↑
Increase in HC for Euro 3 and higher vehicles, and higher HC
reactivity. NOX ↑
Aromatics ↑
Increased exhaust benzene
HC↑, NOX↓, CO↑
HC, NOX, CO ↑
Benzene ↑
Increased exhaust and evaporative benzene
Ethanol ↑ <3.5% Minimal effect with new vehicles equipped with oxygen sensors,
O2
adaptive learning systems
MMT ↑
Catalyst Plugging
RVP ↑
Increased evaporative and exhaust HC Emissions
Deposit control Potential HC, NOX emissions benefits
additives ↑
Slide 6
7. Importance of fuel quality
Diesel quality effects on vehicle emissions
Diesel
Euro 1
Euro 2
Euro 3
Euro 4
Euro 5/6
Sulfur ↑
SO2, If oxidation catalyst is If DPF, LNT, SCR, 50
PM↑
used, SO3, SO2, PM↑
ppm needed, 10 ppm
ideal
Cetane ↑
Lower CO, HC, benzene, 1,3 butadiene, formaldehyde &
acetaldehyde
Density ↑
PM, HC, CO, formaldehyde, acetaldehyde & benzene↓,
NOX↑
Volatility ↑
NOX, HC increase, PM, CO decrease
Polyaromatics↑
NOX, PM, formaldehyde & acetaldehyde↓ but HC, benzene
& CO ↑
Slide 7
8. What’s working?
What has been accomplished in India
§ Lead removed from all fuels by the year 2000
§ Sulfur levels have fallen dramatically
– Gasoline: 2000 ppm to 150 ppm (50 ppm in 20 cities)
– Diesel: 10,000 ppm to 350 ppm (50 ppm in 20 cities)
§ Octane number increased in gasoline
– Regular: 88 to 91
– Premium: 93 to 95
§ Benzene levels reduced in gasoline
– 3% to 1%
§ Aromatic content reduced
– No regulation to 35% maximum
§ Use of sulfur-free CNG and LPG has increased,
especially in city buses and autorikshaws
9. What’s not working?
Compliance issues
India! US! Japan!
Fuel Testing! Oil industry tests Oil industry tests Oil industry testing
fuel; only one every batch; EPA before sale; METI
independent fuel audits industry tests tests all service
testing lab" & contracts testing stations annually at
to multiple one of nine NPA
independent labs labs"
across the country"
Presumptive Oil companies not All parties in fuel All parties in fuel
Liability! responsible once distribution system distribution system
fuel leaves their responsible" responsible"
depots" "
Fuel Registration & No centralized or Computerized EPA All fuel and fuel
Tracking ! computerized Designate & Track handlers registered
system" system accounts for with METI "
all fuel nationwide"
Penalties! None to date" Fines and criminal Fines and possible
charges against jail time; non-
violators" compliant service
stations closed"
10. What’s not working?
Vapor Recovery Options: Stage I, Stage II controls/On-board
Vapor Recovery (ORVR)
Slide 10
Ø CARB"
11. What’s not working?
Indian fuel quality standards still 5-8 years behind
Gasoline Sulfur Content Schedule (ppm)
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
India 500 150
India - 13 Cities** 150 50
India - 7 Cities* 500 150 50
Brazil 1000 50
China 500 150
Europe 50 10
Japan 50 10
United States 30/90/300 30/80
Diesel Sulfur Content Schedule (ppm)
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
India 500 350
India - 13 Cities** 350 50
India - 7 Cities* 500 350 50
Brazil 2000 1800 500
China 2000 350
Europe 50 10
Japan 50 10
United States 500 15
*Puducherry, Mathura, Vapi, Jamnagar, Ankleshwar, Hissar, Bharatpur
Slide 11
**Delhi, Mumbai, Kolkata, Chennai, Bangalore, Surat, Agra, Hyderabad, Pune, Ahmedabad, Kanpur, Lucknow, Solapur
14. Importance of fuel quality
Much cleaner diesel vehicles are possible,
through stricter standards and/or retrofits.
DPFs are typically installed on new diesel passenger vehicles with Euro V
standards and on heavy duty vehicles with Euro VI standards, but can be
retrofitted to older diesels provided <50 ppm sulfur fuel is available.
Slide 14
Ø Cleaire Advanced Emission Controls LLC"
15. Opportunities for improvement
Low sulfur fuels enable stricter emission standards
ENFORCEMENT AND CHANGE IN FUEL
SCENARIO
EMISSION STANDARDS
FUEL STANDARDS
COMPLIANCE1
TYPE2
15% of LDV sales
Bharat V (2013) Low sulfur fuel CNG and 10%
countrywide and (50 ppm) by By 2020, only LPG by 2030;
World- Bharat VI (2015) and 2013 and ultra 3% of vehicle 75% bus sales
Class
“SULEV” (LD) and low sulfur fuel fleet are gross CNG by 2030;
“Bharat VII” (HD) by (10 PPM) by emitters
50% of 3-wheeler
2020
2015
sales CNG by
2030
1. Gross polluters are defined as vehicles where emission controls are
non-functional.
2. LDV means PC only. Increases in CNG and LPG vehicle market share
are assumed to happen at the expense of diesel market share.
16. Opportunities for improvement
Annual PM Emissions (2000-2030) under low
sulfur fuels enabled policies
350
PM Emissions (1000 metric tons)
300
250
200
Business As Usual
150
71%
100
50
World Class Scenario
0
2010 2015 2020 2025 2030
17. Opportunities for improvement
Annual NOx Emissions (2000-2030) under low
sulfur fuels enabled policies
5000
NOx Emissions (1000 metric tons)
4000
3000
Business As Usual
61%
2000
1000
World Class Scenario
0
2010 2015 2020 2025 2030
19. Opportunities for improvement
Investing in ultra-low sulfur fuels is critical to the
success of vehicular emission control program.
Hart Consulting/ MathPro conducting a study
for ICCT to evaluate the cost of transition to
ULSFs in India
– Additional refining costs associated with ULSFs
• Capital charges associated with the investment in new
or upgraded process capacity and support
• Cost of additional hydrogen supply
• Cost of replacing lost product yield
• Cost of replacing lost gasoline octane
20. Opportunities for improvement
Exiting refinery groupings in India
Refinery Group! Count! Crude Capacity ! Crude Type!
(K Bbl/day)!
Total! Average! Low S! High S!
A: Large Export" 3" 1520" 506.7" 4%" 96%"
B: High Distillate 6" 1120" 186.7" 14%" 86%"
Conversion"
C: Small Sweet" 4" 98.6" 24.7" 100%" -"
D: Medium 6" 976.3" 162.7" 19%" 81%"
Conversion"
E: Transition Year 8" 1234" 154.2" 40%" 60%"
Capacity"
Preliminary study results to be presented at the next webinar!
21. Barriers to progress
What’s inhibiting further progress for fuel quality in
India?
§ No Roadmap for future fuel quality in India
§ Under-recoveries for diesel and kerosene
– Diesel and kerosene much cheaper than gasoline
– Incentivizes fuel adulteration
§ No vapor recovery controls
§ Only one independent fuel quality testing lab
22. Recommendations
Preliminary recommendations for discussion
§ Move to low sulfur fuels
– <50 ppm fuels nationwide immediately
– <10 ppm fuels nationwide as soon as possible
§ Stronger enforcement
– Inspect fuel quality at service stations more frequently
– Make all fuel handling parties responsible for fuel
quality along the supply chain
– Increase the number of independent fuel testing labs
to at least one per region
§ Mandate Stage I and Stage II vapor recovery controls
§ Reform fuel pricing policies to allow diesel, kerosene, and
other fuels to be sold at market value Slide 22
23. For more information…
§ ICCT India website: http://theicct.org/india
§ First webinar on vehicular emissions in India:
http://theicct.org/blogs/staff/reducing-vehicular- Anup Bandivadekar
emissions-india-webinar-notes anup “at” theicct.org
§ Briefing on the benefits of low sulfur fuels in India:
http://theicct.org/benefits-low-sulphur-fuels-india Gaurav Bansal
§ Briefing on the potential of lower vehicle emission gaurav “at” theicct.org
standards in Indian cities:
http://theicct.org/potential-lower-vehicular- http://twitter.com/#!/
emissions-indian-cities theicct
§ Blog on dieselization in India:
http://theicct.org/blogs/staff/harsh-calculus-
dieselization-india
§ Blog on vehicle and fuel taxes in India:
http://theicct.org/blogs/staff/india-2012-budget
Slide 23