Trends of exhaust emissions from gasoline motor vehicles in the metropolitan area of Mexico city

Light duty gasoline vehicles account for most of CO, hydrocarbons and NO_x emissions to the urban environment in the metropolitan area of Mexico City. In order to ameliorate air pollution, several control measures have been imposed in the last decade, such as: up-grade of gasoline's quality, stringent environmental standards, and catalytic converters. On the other hand and from the beginning of 2001, Tier I emission standards became mandatory for all new model year sold in the country. Car manufacturers in Mexico do not guarantee the performance of their exhaust emissions systems for a given mileage. In this work, we present results on brand new vehicles that indicate that NO_x emission factors, though they are within the Tier I standard, deteriorate rapidly with the travelled distance (mileage).     

Contribution of the gasoline distribution cycle to volatile organic compound emissions in the metropolitan area of Mexico City

Gasoline distribution in the metropolitan area of Mexico City (MAMC) represents an area of opportunity for the abatement of volatile organic compound (VOC) emissions. The gasoline distribution in this huge urban center encompasses several operations: (1) storage in bulk and distribution plants, (2) transportation to gasoline service stations, (3) unloading at service stations' underground tanks, and (4) gasoline dispensing. In this study, hydrocarbon (HC) emissions resulting from breathing losses in closed reservoirs, leakage, and spillage from the operations just listed were calculated using both field measurements and reported emission factors. The results show that the contribution of volatile HC emissions due to storage, distribution, and sales of gasoline is 6651 t/year, approximately 13 times higher than previously reported values. Tank truck transportation results in 53.9% of the gasoline emissions, and 31.5% of emissions are generated when loading the tank trucks. The high concentration of emissions in the gasoline transportation and loading operations by tank trucks has been ascribed to (1) highly frequent trips from distribution plant to gasoline stations, and vice versa, to cope with excessive gasoline sales per gasoline station; (2) low leakproofness of tank trucks; and (3) poor training of employees. In addition, the contribution to HC evaporative and exhaust emissions from the vehicles of the MAMC was also evaluated.     

Methyl tertiary hexyl ether and methyl tertiary octyl ether as gasoline oxygenates: assessing risks from atmospheric dispersion and deposition

Methyl tertiary hexyl ether (MtHxE) and methyl tertiary octyl ether (MtOcE) are currently being developed as replacement oxygenates for methyl tertiary butyl ether (MtBE) in gasoline. As was the case with MtBE, the introduction of these ethers into fuel supplies guarantees their introduction into the environment as well. In this study, a screening-level risk assessment was performed by comparing predicted environmental concentrations (PEC) of these ethers to concentrations that might cause adverse effects to humans or ecosystems. A simple box model that has successfully estimated urban air concentrations of MtBE was adapted to predict atmospheric concentrations of MtHxE and MtOcE. Expected atmospheric concentrations of these ethers were also estimated using the European Union System for the Evaluation of Substances (EUSES) multimedia fate model, which simultaneously calculates PECs in the various environmental compartments of air, water, soil, and sediment. Because little or no data are available on the physicochemical, environmental, and toxicological properties of MtHxE and MtOcE, estimation methods were used in conjunction with EUSES to predict both the PECs and the concentrations at which these ethers might pose a threat. The results suggest that these ethers would contaminate the air of a moderately sized U.S. city (Boston, MA) at levels similar to those found previously for MtBE. The risk assessment module in EUSES predicted risk characterization ratios of 10(-3) and 10(-2) for MtHxE and MtOcE, respectively, in Boston, and 10(-2) and 10(-1) in very large urban centers, suggesting that these ethers pose only a minimal threat to ecosystems at the anticipated environmental concentrations. The assessment also indicates that these compounds are possible human carcinogens and that they may be present in urban air at concentrations that pose an unacceptable cancer risk. Therefore, testing of the toxicological properties of these compounds is recommended before they replace MtBE in gasoline.     

Biotic and abiotic transformations of methyl tertiary butyl ether (MTBE)

Background Methyl tertiary butyl ether (MTBE) is a fuel additive which is used all over the world. In recent years it has often been found in groundwater, mainly in the USA, but also in Europe. Although MTBE seems to be a minor toxic, it affects the taste and odour of water at concentrations of < 30 μg/L. Although MTBE is often a recalcitrant compound, it is known that many ethers can be degraded by abiotic means. The aim of this study was to examine biotic and abiotic transformations of MTBE with respect to the particular conditions of a contaminated site (former refinery) in Leuna, Germany. Methods Groundwater samples from wells of a contaminated site were used for aerobic and anaerobic degradation experiments. The abiotic degradation experiment (hydrolysis) was conducted employing an ion-exchange resin and MTBE solutions in distilled water. MTBE, tertiary butyl formate (TBF) and tertiary butyl alcohol (TBA) were measured by a gas chromatograph with flame ionisation detector (FID). Aldehydes and organic acids were respectively analysed by a gas chromatograph with electron capture detector (ECD) and high-performance ion chromatography (HPIC). Results and Discussion Under aerobic conditions, MTBE was degraded in laboratory experiments. Only 4 of a total of 30 anaerobic experiments exhibited degradation, and the process was very slow. In no cases were metabolites detected, but a few degradation products (TBF, TBA and formic acid) were found on the site, possibly due to the lower temperatures in groundwater. The abiotic degradation of MTBE with an ion-exchange resin as a catalyst at pH 3.5 was much faster than hydrolysis in diluted hydrochloric acid (pH 1.0). Conclusion Although the aerobic degradation of MTBE in the environment seems to be possible, the specific conditions responsible are widely unknown. Successful aerobic degradation only seems to take place if there is a lack of other utilisable compounds. However, MTBE is often accompanied by other fuel compounds on contaminated sites and anaerobic conditions prevail. MTBE is often recalcitrant under anaerobic conditions, at least in the presence of other carbon sources. The abiotic hydrolysis of MTBE seems to be of secondary importance (on site), but it might be possible to enhance it with catalysts. Recommendation and Outlook MTBE only seems to be recalcitrant under particular conditions. In some cases, the degradation of MTBE on contaminated sites could be supported by oxygen. Enhanced hydrolysis could also be an alternative. - * The basis of this peer-reviewed paper is a presentation at the 9th FECS Conference on 'Chemistry and Environment', 29 August to 1 September 2004, Bordeaux, France.     

Exposure to methyl tertiary butyl ether and benzene in close proximity to service stations

Exposure estimates based solely on proximity to air pollution sources are not sound and require confirmation. Accordingly, since a very limited amount of actual data for this type of exposure estimate is currently available, this study was conducted to provide actual data on residents' exposure to two important gasoline constituents [methyl tertiary butyl ether (MTBE) and benzene] relative to their proximity to roadside service stations. The results confirmed that residents in neighborhoods near service stations are exposed to elevated ambient MTBE and benzene levels compared with those living farther from such a source. However, it was also found that the presumed elevated outdoor benzene levels (a mean of 1.7 ppb) even in close proximity to service stations did not exceed the indoor levels (a mean of 2.2 ppb) of exposure for those living nearby. Regardless of residents' distance from service stations, an indoor source (cigarette smoking) appeared to be the major contributor to their benzene exposure. Conversely, for MTBE, roadside service stations were found to be the major contributor to residents' exposure. In addition, the residents close to the stations were exposed to elevated indoor and outdoor MTBE levels. The sampling period (daytime and nighttime) and season (winter and summer) were additional parameters for the outdoor MTBE and benzene levels and the indoor MTBE levels. Meanwhile, the breathing zone air concentrations of service station attendants for both MTBE and benzene were significantly higher than those of drivers (p < 0.05). In addition, the breathing zone concentrations were significantly higher during summer than during winter for both drivers and attendants (p < 0.05).     

Evaluating the risks of methyl tertiary butyl ether (MTBE) pollution of urban groundwater

MTBE, a fuel oxygenate added to gasoline in parts of the USA, appears to have imposed significant adverse impacts on groundwater. In the UK, the impacts of MTBE are not well known in part because insufficient data has been presented to allow an accurate assessment. With the recognition of urban groundwater as a potentially valuable resource due to the growing pressure on rural groundwater, there is need for pollution risks to urban groundwater to be evaluated for contaminants such as MTBE. This paper presents the application of a risk-based water management tool called Borehole Optimisation System (BOS) in the evaluation of the risk of MTBE to urban groundwater at city scale using Nottingham city as our case study. The risk model was validated by comparison of its predictions with observations of MTBE detections for about 1100 boreholes in England and Wales. The output of the risk analysis was the production of a map showing the predicted MTBE concentration at all locations in the city. The results indicate that MTBE does not currently pose a major risk to urban groundwater although there may be a potential risk to groundwater in the southern part of the city where most industries are concentrated.     

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.     

An evaluation of the LPG vehicles program in the metropolitan area of Mexico City

The environmental agency in the metropolitan area of Mexico City has launched a program to introduce more energy-efficient modes of transport, one of which is the use of alternative and less polluting fuels. With the perspective in mind, a liquefied petroleum gas (LPG) fleet of vehicles is exempt of the mandatory "one day without a car" program if the emission of pollutants is below the standard authorized for that specific purpose. Today, about 28,000 light-duty vehicles and heavy-duty trucks circulate in the area, most of them as aftermarket converted vehicles. In this work, we evaluated regulated exhaust emission and other parameters on 134 representative vehicles of that fleet. From the data obtained, an estimate of emission factors and their contribution to the global emission in the metropolitan area is provided. It is concluded that more than 95% of the in-use vehicles using LPG presented regulated emissions which exceeded in one or more the environmental regulations values required for certification. The poor maintenance of the vehicles and the type of conversion kit installed could be the culprits of the results obtained.     

Contribution of LPG-derived emissions to air pollution in the metropolitan area of Guadalajara City

Measurements of hydrocarbon (HC) emissions generated by the use of liquefied petroleum gas (LPG) in the metropolitan area of Guadalajara City (MAG) are presented in this work. Based on measurements in the course of distribution, handling, and consumption, an estimated 4407 tons/yr are released into the atmosphere. The three most important contributors to LPG emissions were refilling of LPG-fueled vehicles and commercial and domestic consumption. The MAG shows a different contribution pattern of LPG emission sources compared with that of the metropolitan area of Mexico City (MAMC). These results show that each megacity has different sources of emissions, which provides more accurate strategies in the handling procedures for LPG to decrease the impact in O3 levels. This work represents the first evaluation performed in Guadalajara City, based on current measurements, of the LPG contribution to polluting emissions.     

Contribution of liquefied petroleum gas to air pollution in the metropolitan area of Mexico City

An estimation of hydrocarbon emissions caused by the consumption of liquefied petroleum gas (LPG) in the Metropolitan Area of Mexico City (MAMC) is presented. On the basis of experimental measurements at all points of handling, during the distribution process, and during the consumption of LPG in industrial devices and domestic appliances, an estimated 76,414 tons/year are released to the air. The most important contribution is found during the domestic consumption of LPG (70%); this makes the control initiatives available to the consumer. By developing a control program of LPG losses, a 77% reduction in emission is expected in a 5-yr period. The calculated amounts of LPG emissions when correlated with the consumption of LPG, combined with information from air samples from the MAMC, do not point to LPG emissions as the most important factor contributing to tropospheric ozone in the air in Mexico City.     

Emission and fate assessment of methyl tertiary butyl ether in the Boston area airshed using a simple multimedia box model: comparison with urban air measurements

Expected urban air concentrations of the gasoline additive methyl tertiary butyl ether (MTBE) were calculated using volatile emissions estimates and screening transport models, and these predictions were compared with Boston, MA, area urban air measurements. The total volatile flux of MTBE into the Boston primary metropolitan statistical area (PMSA) airshed was calculated based on estimated automobile nontailpipe emissions and the Universal Quasi-Chemical Functional-Group Activity Coefficient computed abundance of MTBE in gasoline vapor. The fate of MTBE in the Boston PMSA was assessed using both the European Union System for the Evaluation of Substances, which is a steady-state multimedia box model, and a simple airshed box model. Both models were parameterized based on the meteorological conditions observed during air sampling in the Boston area. Measured average urban air concentrations of 0.1 and 1 microg/m3 MTBE during February and September of 2000, respectively, were comparable to corresponding model predictions of 0.3 and 1 microg/m3 and could be essentially explained from estimated temperature-dependent volatile emissions rates, observed average wind speed (the airshed flushing rate), and reaction with ambient tropospheric hydroxyl radical (*OH), within model uncertainty. These findings support the proposition that one can estimate gasoline component source fluxes and use simple multimedia models to screen the potential impact of future proposed gasoline additives on urban airsheds.     

Evaluation of human exposure to ambient PM10 in the metropolitan area of Mexico City using a GIS-based methodology.

The main goal of this study was to evaluate the magnitude of outdoor exposure to fine particulate matter (PM10) potentially experienced by the population of metropolitan Mexico City. With the use of a geographic information system (GIS), spatially resolved PM10 distributions were generated and linked to the local population. The PM10 concentration exceeded the 24-hr air quality standard of 150 microg/m3 on 16% of the days, and the annual air quality standard of 50 microg/m3 was exceeded by almost twice its value in some places. The basic methodology described in this paper integrates spatial demographic and air quality databases, allowing the evaluation of various air pollution reduction scenarios. Achieving the annual air quality standard would represent a reduction in the annual arithmetic average concentration of 14 microg/m3 for the typical inhabitant. Human exposure to particulate matter (PM) has been associated with mortality and morbidity in Mexico City; reducing the concentration levels of this pollutant would represent a reduction in mortality and morbidity and the associated cost of such impacts. This methodology is critical to assessing the potential benefits of the current initiative to improve air quality implemented by the Environmental Metropolitan Commission of Mexico City.     

Effect of electrostatic precipitator on exhaust emissions in biodiesel fuelled CI engine

Environmental Science and Pollution Research - The exhaust emissions from the compression ignition engines are harmful to both human beings and the environment. After-treatment devices placed in...     

A study on exhaust gas emissions from ships in Turkish Straits

The Turkish Straits, i.e. Istanbul (Bosphorus) and Canakkale (Dardanellen), which connect Black Sea and Aegean Sea, have a continuously increasing maritime traffic. Especially, the maritime traffic on Bosphorus (Istanbul Strait) that connects the continents of Europe and Asia is too complex due to geographical conditions. The maritime traffic in the Turkish Straits includes the ships, which are in use in domestic transport, the transit passing ships with various aims and fishing, sport or strolling ships. In this paper, fuel consumption and exhaust gas emissions NO_x, CO, CO₂, VOC, PM exhausted from ships such as transit vessels, which are passing both Bosphorus and Dardanellen, and passenger ships used in domestic transport on the Bosphorus are calculated. In order to do this the general characteristics, the main engine systems, the fuel types, cruising times and speeds of all vessels are taken into consideration. The calculated NO_x emissions on the Bosphorus are 2720 t from domestic passenger ships and 4357 t from transit ships. In this case it is clear that the transit ships cause more than half of the total amount of emissions from ships on the Bosphorus. The amount of nitrogen oxide emissions from domestic passenger ships used for public transport in Istanbul Strait is equal to approx. 4% of nitrogen oxide emissions from motor vehicles in Istanbul. Finally, the future emissions from ships in Turkish Straits are discussed.     

Sensitivity of ozone concentrations to diurnal variations of surface emissions in Mexico City: A WRF/Chem modeling study

Sensitivity of ozone (O₃) concentrations in the Mexico City area to diurnal variations of surface air pollutant emissions is investigated using the WRF/Chem model. Our analysis shows that diurnal variations of nitrogen oxides (NO_x = NO + NO₂) and volatile organic compound (VOC) emissions play an important role in controlling the O₃ concentrations in the Mexico City area. The contributions of NO_x and VOC emissions to daytime O₃ concentrations are very sensitive to the morning emissions of NO_x and VOCs. Increase in morning NO_x emissions leads to decrease in daytime O₃ concentrations as well as the afternoon O₃ maximum, while increase in morning VOC emissions tends to increase in O₃ concentrations in late morning and early afternoon, indicating that O₃ production in Mexico City is under VOC-limited regime. It is also found that the nighttime O₃ is independent of VOCs, but is sensitive to NO_x. The emissions of VOCs during other periods (early morning, evening, and night) have only small impacts on O₃ concentrations, while the emissions of NO_x have important impacts on O₃ concentrations in the evening and the early morning.This study suggests that shifting emission pattern, while keeping the total emissions unchanged, has important impacts on air quality. For example, delaying the morning emission peak from 8 am to 10 am significantly reduced the morning peaks of NO_x and VOCs, as well as the afternoon O₃ maxima. It suggests that without reduction of total emission, the daytime O₃ concentrations can be significantly reduced by changing the diurnal variations of the emissions of O₃ precursors.     

motor vehicle emissions and atmospheric lead concentrations in the los angeles area

This paper is directed to those concerned with the effect of changes in lead consumption by motor vehicles on atmospheric lead concentrations. Atmospheric lead concentrations in the Los Angeles area have been found to be dependent on lead consumption, meteorology, and source-receptor relationships. Mathematical relationships between these variables for selected Los Angeles area sites are derived. Los Angeles County experienced a 50% reduction in annual average atmospheric lead concentrations between 1971 and 1976, which was found to be due to a decrease in vehicular emissions of lead. Seasonal variations in lead concentration were found to be mainly a product of seasonal variations in weather. Projections of atmospheric lead concentrations for the next decade show a continued downtrend, based on regulation of fuel lead content and introduction of additional catalyst equipped vehicles. By the mid-1980's most locations in the Los Angeles area are expected to attain the California and federal ambient air quality standards for lead, 1.5 micrograms per cubic meter, based on a monthly average.     

Estimating the effects of increased urbanization on surface meteorology and ozone concentrations in the New York City metropolitan region

Land use and pollutant emission changes can have significant impacts on air quality, regional climate, and human health. Here we describe a modeling study aimed at quantifying the potential effects of extensive changes in urban land cover in the New York City (NYC), USA metropolitan region on surface meteorology and ozone (O₃) concentrations. The SLEUTH land-use change model was used to extrapolate urban land cover over this region from “present-day” (ca. 1990) conditions to a future year (ca. 2050), and these projections were subsequently integrated into meteorological and air quality simulations. The development of the future-year land-use scenario followed the narrative of the “A2” scenario described by the Intergovernmental Panel on Climate Change (IPCC), but was restricted to the greater NYC area. The modeling system consists of the Penn State/NCAR MM5 mesoscale meteorological model; the Sparse Matrix Operator Kernal Emissions processing system; and the US EPA Community Multiscale Air Quality model, and simulations were performed for two 18-day episodes, one near-past and one future. Our results suggest that extensive urban growth in the NYC metropolitan area has the potential to increase afternoon near-surface temperatures by more than 0.6 °C and planetary boundary layer (PBL) heights by more than 150 m, as well as decrease water vapor mixing ratio by more than 0.6 g kg⁻¹, across the NYC metropolitan area, with the areal extent of all of these changes generally coinciding with the area of increased urbanization. On the other hand, the impacts of these land use changes on ozone concentrations are more complex. Simulation results indicate that future changes in urbanization, with emissions held constant, may lead to increases in episode-average O₃ levels by about 1–5 ppb, and episode-maximum 8 h O₃ levels by more than 6 ppb across much of the NYC area. However, spatial patterns of ozone changes are heterogeneous and also indicate the presence of areas with decreasing ozone concentrations. When anthropogenic emissions were increased to be consistent with the extensive urbanization in the greater NYC area, the O₃ levels increased in outer counties of the metropolitan region but decreased in others, including coastal Connecticut and the Long Island Sound area.