Effect of Methanol on Exhaust Composition of a Fuel Containing Toluene,n-Heptane,and Isooctane

This study describes the variations in the chemical composition of the exhaust from a single cylinder engine when up to 25% methanol is added to a fuel blend of toluene, isooctane, and n-heptane. Under fuel-rich conditions, and with increasing methanol concentration, it is observed that unburned fuel and benzene emissions increase, exhaust acetylene remains constant, and propylene, isobutylene, methane, ethylbenzene, and styrene concentrations decrease. As oxygen becomes more available, the effects of methanol are reduced, and at an equivalence ratio of 1.25—excess oxygen now is present—methanol no longer affects the concentration of exhaust hydrocarbons. These observations are explained by the reactions of formaldehyde—an incomplete combustion product of methanol— with alkyl radicals derived from the fuel. The photochemical reactivity of the exhaust is unchanged when up to 15% of methanol is present in the fuel at an equivalence ratio of 0.85, but increases at higher methanol contents because of the increase in unburned toluene in the exhaust.     

Speciated Hydrocarbon Emissions from the Combustion of Single Component Fuels. II. Catalyst Effects

Six single-component fuels (isooctane, n-heptane, 1-hexene, cyclohexane, methyl-t-butyl ether (MTBE), and toluene) and a multicomponent tracer fuel were burned in a pulse flame combustor (PFC) and reacted over a three-way automotive catalyst. The composition of the raw, uncatalyzed PFC exhaust was characterized in Part I of this study. In Part II, we focus on the conversions of the individual exhaust HC species over the catalyst. In accord with previous studies, the order of reactivity observed for the various classes of HC species was: methane (least reactive) < saturated HC < aromatics < unsaturated HC (most reactive). These differences in catalytic reactivity led to increases in the relative concentrations of methane and some saturated hydrocarbons in the post catalyst exhaust, and corresponding decreases in the relative concentrations of aromatic and unsaturated hydrocarbons. Oxygenated organic compounds showed wide variability in catalytic reactivity depending on the specific compounds involved. Catalytic conversion of the air toxic, 1,3-butadiene, was essentially complete to within detection limits. Benzene and toluene appeared to have similar intrinsic catalytic reactivities. However, net conversion of benzene in most instances was significantly less than that of toluene owing to demethylation of toluene (to form benzene) occurring in parallel with benzene oxidation. Rich combustion of both isooctane and tracer fuel led to the production of methane by the catalyst, primarily from reactions of acetylene and small olefins.     

Use of Diisobutylene Fuel in a Single Cylinder Engine: Effects of Equivalence Ratio on Exhaust Composition

This study describes the variations in the chemical composition of the exhaust at various equivalence ratios (air-fuel ratios) when pure diisobutylene (2,4,4-trimethyl-l-pentene) is used as a fuel in a Labeco single cylinder engine. The exhaust hydrocarbon products from diisobutylene consist of two types: those which decrease as the equivalence ratio is increased: methane, ethylene, acetylene, diisobutylene; and those which exhibit a maximum near an equivalence ratio of 1, then decrease: propylene, propadiene, isobutyl-ene, ethane, 2-methyl-l-butene. The combustion of diisobutylene produces two olefins in low yield which are not observed in the combustion of isooctane fuel. These are 2,4-dimethyl-l,3-pentadiene, probably derived from pyrolytic decomposition of C₇-alkyl radicals, and 3,5,5-trimethyl-2-hexene, probably arising from methyl radical addition to the alpha carbon of the parent fuel molecule. Comparison of the photochemical reactivity of dissobutylene exhaust to that of isooctane at a fuel-lean condition, indicates that diisobutylene, surprisingly, exhibits lower total photochemical reactivity.     

Speciated Hydrocarbon Emissions from the Combustion of Single Component Fuels. I. Effect of Fuel Structure

Speciated hydrocarbon emissions data have been collected for six single-component fuels run in a laboratory pulse flame combustor (PFC). The six fuels include n-heptane, isooctane (2, 2, 4-trimethylpentane), cyclohexane, 1-hexene, toluene, and methyl-t-butyl ether (MTBE: an oxygenated fuel extender). Combustion of non-aromatic fuels in the PFC (at a fuel/air equivalence ratio of Φ = 1.02) produced low levels of unburned fuel and high yields of methane and olefins (> 75 percent combined) irrespective of the molecular structure of the fuel. In contrast, hydrocarbon emissions from toluene combustion in the PFC were comprised predominantly of unburned fuel (72 percent). With the PFC, low levels of 1, 3-butadiene (0.3-1.8 percent) were observed from all the fuels except MTBE, for which no measurable level (<0.2 percent) was detected; low levels of benzene were observed from isooctane, heptane, and 1-hexene, but significant levels (9 percent) from cyclohexane and toluene. No measurable amount of benzene (< 0.2 percent) was observed in the MTBE exhaust.

For isooctane and toluene the speciated hydrocarbon emissions from a spark-ignited (SI) single-cylinder engine were also determined. HC emissions from the SI engine contained the same species as observed from the PFC, although the relative composition was different. For the non-aromatic fuel isooctane, unburned fuel represented a larger fraction (50 percent) of the HC emissions when run in the engine. HC emissions from toluene combustion in the engine were similar to those from the PFC.     

Speciated hydrocarbon and carbon monoxide emissions from an internal combustion engine operating on methyl tertiary butyl ether-containing fuels

In the present work, engine and tailpipe (after a three-way catalytic converter) emissions from an internal combustion engine operating on two oxygenated blend fuels [containing 2 and 11% weight/weight (w/w) methyl tertiary butyl ether (MTBE)] and on a nonoxygenated base fuel were characterized. The engine (OPEL 1.6 L) was operated under various conditions, in the range of 0-20 HP. Total unburned hydrocarbons, carbon monoxide, methane, hexane, ethylene, acetaldehyde, acetone, 2-propanol, benzene, toluene, 1,3-butadiene, acetic acid, and MTBE were measured at each engine operating condition. As concerns the total HC emissions, the use of MTBE was beneficial from 1.90 to 3.81 HP, which were by far the most polluting conditions. Moreover, CO emissions in tailpipe exhaust were decreased in the whole operation range with increasing MTBE in the fuel. The greatest advantage of MTBE addition to gasoline was the decrease in ethylene, acetaldehyde, benzene, toluene, and acetic acid emissions in engine exhaust, especially when MTBE content in the fuel was increased to 11% w/w. In tailpipe exhaust, the catalyst operation diminished the observed differences. Ethylene, methane, and acetaldehyde were the main compounds present in exhaust gases. Ethylene was easily oxidized over the catalyst, while acetaldehyde and methane were quite resistant to oxidation.     

Emission of specific pollutants from a compression ignition engine. Influence of fuel hydrotreatment and fuel/air equivalence ratio

A compression ignition engine is used for the study of the fuel (one reference and one hydrotreated) and the fuel/air equivalence ratio influence on the exhaust emissions of specific pollutants. Under the experimental conditions used, seven hydrocarbons, nine aldehydes and three organic acids are detected in the exhaust gas. No alcohols are detected under these conditions, indicating that these compounds are emitted only if they (or probably other oxygenated compounds) are introduced in the fuel. Fuel hydrotreatment decreases most of the exhaust pollutants, the four toxics and also the quantity of the ozone that could be formed from the exhaust gas. It also changes the composition of exhaust gas: it increases the proportion of methane, benzene, formaldehyde, acetaldehyde, acroleine, and propionic acid, while it decreases the proportion of all other pollutants detected. Fuel/air equivalence ratio also decreases most of the exhaust emissions, the emission of the total toxics and the quantity of the ozone that could be formed. It also changes the proportion of each pollutant in exhaust gas: the percentages of methane, benzene, acetone and acetic acid increase, while those of the other pollutants detected decrease. The majority of the specific pollutants detected corresponds to organic acids, followed by hydrocarbons and aldehydes.     

Speciated Hydrocarbon and Carbon Monoxide Emissions from an Internal Combustion Engine Operating on Methyl Tertiary Butyl Ether-Containing Fuels

ABSTRACT

In the present work, engine and tailpipe (after a three-way catalytic converter) emissions from an internal combustion engine operating on two oxygenated blend fuels [containing 2 and 11% weight/weight (w/w) methyl tertiary butyl ether (MTBE)] and on a nonoxygenated base fuel were characterized. The engine (OPEL 1.6 L) was operated under various conditions, in the range of 0-20 HP. Total unburned hydrocarbons, carbon monoxide, methane, hexane, ethylene, acetaldehyde, acetone, 2-propanol, benzene, toluene, 1,3-butadiene, acetic acid, and MTBE were measured at each engine operating condition. As concerns the total HC emissions, the use of MTBE was beneficial from 1.90 to 3.81 HP, which were by far the most polluting conditions. Moreover, CO emissions in tailpipe exhaust were decreased in the whole operation range with increasing MTBE in the fuel.

The greatest advantage of MTBE addition to gasoline was the decrease in ethylene, acetaldehyde, benzene, toluene, and acetic acid emissions in engine exhaust, especially when MTBE content in the fuel was increased to 11% w/w. In tailpipe exhaust, the catalyst operation diminished the observed differences. Ethylene, methane,and acetaldehyde were the main compounds present in exhaust gases. Ethylene was easily oxidized over the catalyst,while acetaldehyde and methane were quite resistant to oxidation.     

Regulated and unregulated emissions from an internal combustion engine operating on ethanol-containing fuels

In the present work, the effect of ethanol addition to gasoline on regulated and unregulated emissions is studied. A 4-cylinder OPEL 1.6 L internal combustion engine equipped with a hydraulic brake dynamometer was used in all the experiments. For exhaust emissions treatment a typical three-way catalyst was used. Among the various compounds detected in exhaust emissions, the following ones were monitored at engine and catalyst outlet: methane, hexane, ethylene, acetaldehyde, acetone, benzene, 1,3-butadiene, toluene, acetic acid and ethanol. Addition of ethanol in the fuel up to 10% w/w had as a result an increase in the Reid vapour pressure of the fuel, which indicates indirectly increased evaporative emissions, while carbon monoxide tailpipe emissions were decreased. For ethanol-containing fuels, acetaldehyde emissions were appreciably increased (up to 100%), especially for fuel containing 3% w/w ethanol. In contrast, aromatics emissions were decreased by ethanol addition to gasoline. Methane and ethanol were the most resistant compounds to oxidation while ethylene was the most degradable compound over the catalyst. Ethylene, methane and acetaldehyde were the main compounds present at engine exhaust while methane, acetaldehyde and ethanol were the main compounds in tailpipe emissions for ethanol fuels after the catalyst operation.     

Fast and quantitative measurement of benzene,toluene and C2-benzenes in automotive exhaust during transient engine operation with and without catalytic exhaust gas treatment

Time-Resolved Chemical Ionization Mass Spectrometry (CIMS) has been used to investigate the emission profiles of benzene, toluene and the C₂-benzenes (xylenes and ethyl benzene) in automotive exhaust during transient engine operation. On-line emission measurements with a frequency of 1–5 Hz clearly identified the critical driving conditions that are mainly responsible for the overall aromatic hydrocarbon emissions. The passenger car, equipped with a catalytic converter showed significant BTXE-emissions only in the first part of the New European Driving Cycle (NEDC) due to sub-optimal catalyst temperature. On the same car without a catalytic converter, emissions of aromatic hydrocarbons were detected over the entire test run and the benzene–toluene mixing ratios of the exhaust gas were rather constant. With catalytic exhaust gas treatment the observed benzene–toluene mixing ratios varied to a greater extent reflecting predominantly different catalytic converter conditions. The average molar ratio of benzene over toluene rose from 0.33 to 0.53 upon exhaust gas treatment. With catalytic converter the emissions during extra urban (EUDC) driving repeatedly showed benzene–toluene mixing ratios >1 and an average molar benzene/toluene ratio of 0.74 was detected during the EUDC part of the driving cycle. Whereas the total hydrocarbon (T.HC) emissions were decreased by 83% upon exhaust gas treatment the overall reduction of the benzene emissions was only 70%.     

Characterization of emissions from diffusion flare systems

Emissions from flares typical of those found at oil-field battery sites in Alberta, Canada, were investigated to determine the degree to which the flared gases were burned and to characterize the products of combustion in the emissions. The study consisted of laboratory, pilot-scale, and field-scale investigations. Combustion of all hydrocarbon fuels in both laboratory and pilot-scale tests produced a complex variety of hydrocarbon products within the flame, primarily by pyrolytic reactions. Acetylene, ethylene, benzene, styrene, ethynyl benzene, and naphthalene were some of the major constituents produced by conversion of more than 10% of the methane within the flames. The majority of the hydrocarbons produced within the flames of pure gas fuels were effectively destroyed in the outer combustion zone, resulting in combustion efficiencies greater than 98% as measured in the emissions. The addition of liquid hydrocarbon fuels or condensates to pure gas streams had the largest effect on impairing the ability of the resulting flame to destroy the pyrolytically produced hydrocarbons, as well as the original hydrocarbon fuels directed to the flare. Crosswinds were also found to reduce the combustion efficiency (CE) of the co-flowing gas/condensate flames by causing more unburned fuel and the pyrolytically produced hydrocarbons to escape into the emissions. Flaring of solution gas at oil-field battery sites was found to burn with an efficiency of 62-82%, depending on either how much fuel was directed to flare or how much liquid hydrocarbon was in the knockout drum. Benzene, styrene, ethynyl benzene, ethynyl-methyl benzenes, toluene, xylenes, acenaphthalene, biphenyl, and fluorene were, in most cases, the most abundant compounds found in any of the emissions examined in the field flare testing. The emissions from sour solution gas flaring also contained reduced sulfur compounds and thiophenes.     

Characterization of Emissions from Diffusion Flare Systems

ABSTRACT

Emissions from flares typical of those found at oil-field battery sites in Alberta, Canada, were investigated to determine the degree to which the flared gases were burned and to characterize the products of combustion in the emissions. The study consisted of laboratory, pilot-scale, and field-scale investigations. Combustion of all hydrocarbon fuels in both laboratory and pilot-scale tests produced a complex variety of hydrocarbon products within the flame, primarily by pyrolytic reactions. Acetylene, eth-ylene, benzene, styrene, ethynyl benzene, and naphthalene were some of the major constituents produced by conversion of more than 10% of the methane within the flames. The majority of the hydrocarbons produced within the flames of pure gas fuels were effectively destroyed in the outer combustion zone, resulting in combustion efficiencies greater than 98% as measured in the emissions.

The addition of liquid hydrocarbon fuels or condensates to pure gas streams had the largest effect on impairing the ability of the resulting flame to destroy the pyrolytically produced hydrocarbons, as well as the original hydrocarbon fuels directed to the flare. Crosswinds were also found to reduce the combustion efficiency (CE) of the co-flowing gas/condensate flames by causing more unburned fuel and the pyrolytically produced hydrocarbons to escape into the emissions.

Flaring of solution gas at oil-field battery sites was found to burn with an efficiency of 62-82%, depending on either how much fuel was directed to flare or how much liquid hydrocarbon was in the knockout drum. Benzene, styrene, ethynyl benzene, ethynyl-methyl benzenes, toluene, xylenes, acenaphthalene, biphenyl, and fluorene were, in most cases, the most abundant compounds found in any of the emissions examined in the field flare testing. The emissions from sour solution gas flaring also contained reduced sulfur compounds and thiophenes.     

Effects of the Motor Vehicle Control Program On Hydrocarbon Concentrations in The Central Los Angeles Atmosphere

The body of information presented in this paper is directed to those individuals concerned with the effect of the motor vehicle control program on ambient hydrocarbon concentrations in a metropolitan area during peak traffic hours. The data used in this study are from gas chromatographic analyses of air samples taken in 1963-65, before implementation of the exhaust control program for new motor vehicles, and in 1971 and 1973, after several years’ application of this program. A brief history of the motor vehicle program in California together with emission standards for hydrocarbons are discussed and certain automobile-related hydrocarbons are identified and characterized. Frequency distributions were constructed for total hydrocarbons, non-methane hydrocarbons, methane, acetylene, and isopentane for 1963-65, 1971, and 1973 and the standard deviation (1 sigma) concentration limits are discussed for each of the subgroups mentioned above. The average concentration and relative percent comparisons for methane, ethane, n-butane, isopentane, C₃+ paraffin, eth-ene, propene, C₄ +olefin, acetylene, benzene, and toluene are shown and discussed in detail. These studies: 1) show hydrocarbon emissions from motor vehicles were reduced 47.6% during this time period; 2) indicate selective reduction of compounds; and 3) reveal a 51.8% reduction in the 1973 ambient total hydrocarbon concentration since 1963-65.     

Comparison of the effect of biodiesel-diesel and ethanol-diesel on the gaseous emission of a direct-injection diesel engine

Experiments were conducted on a 4-cylinder direct-injection diesel engine using ultralow sulfur diesel blended with biodiesel and ethanol to investigate the gaseous emissions of the engine under five engine loads at the maximum torque engine speed of 1800 rev min^?1. Four biodiesel blended fuels and four ethanol blended fuels with oxygen concentrations of 2%, 4%, 6% and 8% were used. With the increase of oxygen content in the blended fuels, the brake thermal efficiency improves slightly.For the diesel-biodiesel fuels, the brake specific HC and CO emissions decrease while the brake specific NO_x and NO₂ emissions increase. The emissions of formaldehyde, 1,3-butadiene, toluene, xylene and overall BTX (benzene, toluene, xylene) in general decrease, however, acetaldehyde and benzene emissions increase. For the diesel-ethanol fuels, the brake specific HC and CO emissions increase significantly at low engine load, NO_x emission decreases at low engine load but increases at high engine load. The emissions of benzene and BTX vary with engine load and ethanol content. Similar to the biodiesel-diesel fuels, the formaldehyde, 1,3-butadiene, toluene and xylene emissions decrease while the acetaldehyde and NO₂ emissions increase. Despite having the same oxygen contents in the blended fuels, there are significant differences in the gaseous emissions between the biodiesel-diesel blends and the ethanol-diesel blends.     

Pyrolysis kinetics and residue characteristics of petrochemical industrial sludge

This study investigated the pyrolysis characteristics of sludge from wastewater treatment plants in the petrochemical industry and focused on the pyrolysis kinetics, elemental composition of residue, and volatile organic compounds (VOCs) of exhaust gas. As pyrolysis temperature increased to 773 K, the increasing rate of crude oil production tended to a stable condition. The result indicated that the optimal temperature of crude oil and water mixed production was 773 K. When pyrolysis temperature increased from 673 to 973 K, carbon, oxygen, nitrogen, and hydrogen concentrations of residue decreased and the sulfur concentration of residue increased. The concentrations of benzene, toluene,ethylbenzene, and styrene increased by the increasing pyrolysis temperature. We found that the reaction order of sludge pyrolysis was 2.5 and the activation energy of the reaction was 11.06 kJ/mol. We believe that our pyrolysis system is transitional between devolatilization and combustion.     

Toxic by-products from the combustion of Kraft lignin

Lignin samples, sub-product in the Kraft process of cellulose from eucalyptus wood, were burnt in a laboratory scale furnace at different residence temperatures and with distinct fuel-rich atmospheres. The yields of CO, CO(2), eight light hydrocarbons (methane, ethylene, ethane, propylene, acetylene, butane, etc.) and 60 semi-volatile+volatile compounds (benzene, toluene, ethylbenzene, styrene, indene, naphthalene, dibenzofuran, phenanthrene, chrysene, etc.) were determined, with nominal reactor temperatures between 800 and 1100 degrees C and residence times of the volatiles evolved and formed between 4 and 7 s. The collection of the gases and volatiles evolved was carried out with a Tedlar bag and by XAD-4 resin respectively, comparing the data obtained in both cases. The emission factor (mg/kg) of the CO was between 2500 and 90000, and under the poor-oxygen atmosphere, the emission factors of many by-toxic products were greater than 100 mg/kg. A pyrolysis run was also performed, obtaining emission factors between 30 and 3000 mg/kg, facilitating its identification. The behaviour of different compounds in the combustion runs was discussed considering three groups in accordance with their stability vs. oxygen, and two groups vs. temperature.     

生物过滤塔处理实验室废气

研究了生物过滤塔处理实验室排放的模拟混合废气,考察了反应器对苯、甲苯、二甲苯、乙醇、丙酮、乙酸乙酯和甲烷等废气的去除效果。运行结果表明,在设备稳定运行期间,进气中总挥发性有机物(TVOCs)的浓度为124～380 mg/m3,而出气浓度在10～40 mg/m3,去除效率保持在85%以上。实验室废气中的多种污染物在生物过滤塔中去除机理不同,亲水性污染物的去除效率高于疏水性污染物。通过系统关停后重启,污染物的去除效果在第2天就能恢复,这为生物过滤塔处理实验室废气过程的停运检修或者系统闲置提供了可行性。     

Roadside and in-vehicle concentrations of monoaromatic hydrocarbons

Airborne concentrations of benzene, toluene and the xylenes have been measured inside passenger cars whilst driven along major roads in the city of Birmingham, UK, as well as immediately outside the car, and at the roadside. A comparison of concentrations measured in the car with those determined from immediately outside showed little difference, with a mean ratio for benzene of 1.17±0.34 and for toluene 1.11±0.16 (n=53). The ratio of in-car to roadside concentration was rather higher at 1.55±0.68 for benzene and 1.54±0.72 for toluene (n=53). The roadside concentrations were typically several-fold higher than those measured at a background suburban monitoring station within Birmingham, although much variation was seen between congested and uncongested roads, with concentrations adjacent to uncongested roads similar to those measured at the background monitoring station. Measurements of benzene and toluene in a car driven on a rural road outside the city showed very comparable in-car and out-of-car concentrations strengthening the conclusion that pollution inside the car is derived from pollutants outside entering with ventilation air. The exceptions were an older car where in-car concentrations appreciably exceeded those outside (in-to out-vehicle ratio=2.3 for benzene and 2.2 for toluene where n=5) indicating probable self-contamination, and a very new car which built up increased VOC concentrations when stationary without ventilation (in-to out-vehicle ratio=2.4 for benzene and 3.3 for toluene where n=5). A further set of measurements inside London taxi cabs showed concentrations to be influenced by the area within which the taxi was driven, the traffic density and the presence of passengers smoking cigarettes.     

Penetration of evaporative emissions into a home from an M85-fueled vehicle parked in an attached garage

The use of both oxygenated fuels in carbon monoxide (CO) nonattainment areas and reformulated gasoline in ozone nonattainment areas has been mandated by the 1990 Clean Air Act Amendments. Methanol has been proposed as an alternative fuel for CO nonattainment areas. Its use will potentially increase indoor methanol inhalation exposure resulting from the evaporation of methanol vapor from methanol-fueled vehicles parked in residential garages. Indoor air concentrations of methanol, benzene, and toluene were measured in a residential home with an attached garage. The effects of vehicle emission control devices (charcoal canister hose connection); home heating, ventilation, and air conditioning (HVAC) fans; ambient air, garage, and fuel tank temperatures; and wind speed were examined. The disconnection of the charcoal canister hose, which simulates a spent evaporative emission control device, resulted in elevated benzene, toluene, and methanol concentrations in the garage and attached home. Higher fuel tank temperatures resulted in higher benzene and toluene concentrations in the garage, but not methanol. The concentrations for all compounds in the garage and concentrations of benzene and toluene in the adjacent room were lower when the HVAC fan was on than when it was off, while the concentrations of all three compounds in the rest of the house were higher, although these differences were not statistically significant. Thus, the portion of the population that parks cars in garages attached to homes will experience increased methanol exposures if methanol is used as an automotive fuel.     

VOCs和水在Y型分子筛表面的竞争吸附

采用水热处理方法合成了具有不同硅铝比的超稳Y型分子筛,考察了苯、甲苯、二甲苯、苯乙烯和乙酸乙酯与水在Y分子筛表面的竞争吸附。结果表明,随着Si/Al比的增加,Y分子筛表面的有机分子选择性吸附位数量增加,有机分子竞争吸附能力增加。低硅Y型分子筛只有在吸附偶极距>1.0的高极性有机分子时才能与水分子产生有力的竞争吸附,而高硅超稳Y分子筛则对偶极距在0～0.5范围的有机分子就表现出很强的竞争吸附能力。     

Thermal destruction of benzene

The thermal destruction of benzene in methane/air flue gas is studied experimentally using an atmospheric laminar flow reactor in laboratory scale. The reactor is operated at four different fuel equivalent ratios (phi = 0.06, 0.1,0.5, 3.7), and temperatures in the range from 850 to 973 K and realises a residence time of 5 s. Stable-species concentrations are measured by gas chromatography (GC) and high-pressure liquid chromatography (HPLC), where phenol, acetylene, formaldehyde, acrolein, methane and acetaldehyde are the major hydrocarbon products besides CO and CO2. The augmentation of the temperature from 850 to 973 K increases the benzene conversion rate from 55% to 99%. The experimental results for one fuel equivalent ratio (phi = 0.5) are compared to the benzene model proposed by Emdee et al. (J. Phys. Chem. 92 (1992) 2151-2161). A fair agreement is observed for the benzene consumption and the CO production throughout the temperature range considered here. The small hydrocarbons are not very well matched, which requires further research on the sub-models. Our experimental results on laboratory scale provide a database for the modelling of benzene oxidation in waste incinerators.