Abstract  U.S. Environmental Protection Agency. Summary: TodayÆs action finalizes a major program designed to significantly reduce the emissions from new passenger cars and light trucks, including pickup trucks, vans, minivans, and sport-utility vehicles. These reductions will provide for cleaner air and greater public health protection, primarily by reducing ozone and PM pollution. The program is a comprehensive regulatory initiative that treats vehicles and fuels as a system, combining requirements for much cleaner vehicles with requirements for much lower levels of sulfur in gasoline. A list of major highlights of the program appears at the beginning of the Supplementary Information section of this Federal Register.

Abstract  Increased biofuel content in automotive fuels impacts vehicle tailpipe emissions via two mechanisms: fuel chemistry and engine calibration. Fuel chemistry effects are generally well recognized, while engine calibration effects are not. It is important that investigations of the impact of biofuels on vehicle emissions consider the impact of engine calibration effects and are conducted using vehicles designed to operate using such fuels. We report the results of emission measurements from a Ford F-350 fueled with either fossil diesel or a biodiesel surrogate (butyl nonanoate) and demonstrate the critical influence of engine calibration on NOx emissions. Using the production calibration the emissions of NOx were higher with the biodiesel fuel. Using an adjusted calibration (maintaining equivalent exhaust oxygen concentration to that of the fossil diesel at the same conditions by adjusting injected fuel quantities) the emissions of NOx were unchanged, or lower, with biodiesel fuel. For ethanol, a review of the literature data addressing the impact of ethanol blend levels (E0-E85) on emissions from gasoline light-duty vehicles in the U.S. is presented. The available data suggest that emissions of NOx, non-methane hydrocarbons, particulate matter (PM), and mobile source air toxics (compounds known, or suspected, to cause serious health impacts) from modern gasoline and diesel vehicles are not adversely affected by increased biofuel content over the range for which the vehicles are designed to operate. Future increases in biofuel content when accomplished in concert with changes in engine design and calibration for new vehicles should not result in problematic increases in emissions impacting urban air quality and may in fact facilitate future required emissions reductions. A systems perspective (fuel and vehicle) is needed to fully understand, and optimize, the benefits of biofuels when blended into gasoline and diesel.

Abstract  This study conducted the updated simulations to depict a life cycle analysis (LCA) of the biodiesel production from soybeans and other feedstocks in the U.S. It addressed in details the interaction between LCA and induced land use change (ILUC) for biodiesel. Relative to the conventional petroleum diesel, soy biodiesel could achieve 76% reduction in GHG emissions without considering ILUC, or 66-72% reduction in overall GHG emissions when various ILUC cases were considered. Soy biodiesel's fossil fuel consumption rate was also 80% lower than its petroleum counterpart. Furthermore, this study examined the cause and the implication of each key parameter affecting biodiesel LCA results using a sensitivity analysis, which identified the hot spots for fossil fuel consumption and GHG emissions of biodiesel so that future efforts can be made accordingly. Finally, biodiesel produced from other feedstocks (canola oil and tallow) were also investigated to contrast with soy biodiesel and petroleum diesel.

Abstract  Greenhouse gas (GHG) regulations affecting U.S. transportation fuels require holistic examination of the life-cycle emissions of U.S. petroleum feedstocks. With an expanded system boundary that included land disturbance-induced GHG emissions, we estimated well-to-wheels (WTW) GHG emissions of U.S. production of gasoline and diesel sourced from Canadian oil sands. Our analysis was based on detailed characterization of the energy intensities of 27 oil sands projects, representing industrial practices and technological advances since 2008. Four major oil sands production pathways were examined, including bitumen and synthetic crude oil (SCO) from both surface mining and in situ projects. Pathway-average GHG emissions from oil sands extraction, separation, and upgrading ranged from ∼6.1 to ∼27.3 g CO2 equivalents per megajoule (in lower heating value, CO2e/MJ). This range can be compared to ∼4.4 g CO2e/MJ for U.S. conventional crude oil recovery. Depending on the extraction technology and product type output of oil sands projects, the WTW GHG emissions for gasoline and diesel produced from bitumen and SCO in U.S. refineries were in the range of 100-115 and 99-117 g CO2e/MJ, respectively, representing, on average, about 18% and 21% higher emissions than those derived from U.S. conventional crudes. WTW GHG emissions of gasoline and diesel derived from diluted bitumen ranged from 97 to 103 and 96 to 104 g CO2e/MJ, respectively, showing the effect of diluent use on fuel emissions.

Abstract  The MOVES2014 model estimates emissions inventories for different vehicle types operating on several fuels. Fuels in the model include gasoline, diesel, compressed natural gas (CNG), liquified petroleum gas, “ethanol (E-85)” and “electricity.” The “Ethanol” category includes blends of ethanol and gasoline in which the ethanol fraction exceeds 70 vol.%. Clearly, fully electrified vehicles do not emit exhaust pollutants, and will not be further discussed in this report. Note that MOVES2014 applies LPG only for the NONROAD component of the model. It is visible in the fuelType table and in the GUI due to sharing of tables between the on-road and NONROAD components of the model. The different fuels are handled with widely varying levels of detail and sophistication, depending on factors such as the prevalence of use and availability of data. Given its historic and current importance in the market and in inventory modeling, the treatment for gasoline is the most extensive and detailed. At present, MOVES2014a is intended to estimate emissions from gasoline blends with ethanol up to 15 vol.%. The treatment for diesel and CNG is much simpler. This document discusses adjustments or other calculations designed to account for changes in fuel properties on emissions of THC, CO, NOx or PM. Similar calculations applied to emissions of air toxics are discussed in a separate report.

Abstract  Methods for the determination of 5 major (Ca, K, Mg, Na and P) and 14 minor elements (AI, Ba, Cd, Co, Cu, Fe, Ga, Mn, Mo, Ni, Pb, Rb, Sr and Zn) in vegetable seeds by ICP OES and by ICP-MS, respectively, are proposed. After a common sample preparation consisting of smashing and homogenization in an agata mortar, followed by acid digestion in a microwave oven, the diluted sample solutions were measured in the spectrometers using conventional pneumatic nebulizers. External calibration with aqueous standard solutions was used for both techniques. Internal standard was not required, due to the absence of non-spectral interference. For the major elements, the detection limits were in the range of 0.01 (Mg) to 0.3 mu g g(-1) and K) and for the minor elements they were in the range of 0.001 (several) to 0.4 mu g g-1 (Fe). The detection limits were adequate for the seed analysis. The accuracy was validated by analyzing a botanical certified reference material (Pine Needles). Agreement of the concentrations with the certified or informed values was obtained, according to the t-test for a confidence level of 95%. The relative standard deviations were below 10% indicating an adequate precision. Seeds from seven different plants were analyzed: cotton seed, sunflower, castor bean, fodder turnip, curcas bean, soybean and tung. The element concentrations varied considerably in the different samples. The results were also evaluated using the principal component analysis. (C) 2010 Elsevier By. All rights reserved.

Abstract  UNLABELLED: The energy supply infrastructure in the United States has been changing dramatically over the past decade. Increased production of oil and natural gas, particularly from shale resources using horizontal drilling and hydraulic fracturing, made the United States the world's largest producer of oil and natural gas in 2014. This review examines air quality impacts, specifically, changes in greenhouse gas, criteria air pollutant, and air toxics emissions from oil and gas production activities that are a result of these changes in energy supplies and use. National emission inventories indicate that volatile organic compound (VOC) and nitrogen oxide (NOx) emissions from oil and gas supply chains in the United States have been increasing significantly, whereas emission inventories for greenhouse gases have seen slight declines over the past decade. These emission inventories are based on counts of equipment and operational activities (activity factors), multiplied by average emission factors, and therefore are subject to uncertainties in these factors. Although uncertainties associated with activity data and missing emission source types can be significant, multiple recent measurement studies indicate that the greatest uncertainties are associated with emission factors. In many source categories, small groups of devices or sites, referred to as super-emitters, contribute a large fraction of emissions. When super-emitters are accounted for, multiple measurement approaches, at multiple scales, produce similar results for estimated emissions. Challenges moving forward include identifying super-emitters and reducing their emission magnitudes. Work done to date suggests that both equipment malfunction and operational practices can be important. Finally, although most of this review focuses on emissions from energy supply infrastructures, the regional air quality implications of some coupled energy production and use scenarios are examined. These case studies suggest that both energy production and use should be considered in assessing air quality implications of changes in energy infrastructures, and that impacts are likely to vary among regions.

IMPLICATIONS: The energy supply infrastructure in the United States has been changing dramatically over the past decade, leading to changes in emissions from oil and natural gas supply chain sources. In many source categories along these supply chains, small groups of devices or sites, referred to as super-emitters, contribute a large fraction of emissions. Effective emission reductions will require technologies for both identifying super-emitters and reducing their emission magnitudes.

Abstract  National-scope environmental life cycle models of goods and services may be used for many purposes, not limited to quantifying impacts of production and consumption of nations, assessing organization wide impacts, identifying purchasing hotspots, analyzing environmental impacts of policies, and performing streamlined life cycle assessment. USEEIO is a new environmentally-extended input-output model of the United States fit for such purposes and other sustainable materials management applications. USEEIO melds data on economic transactions between 389 industry sectors with environmental data for these sectors covering land, water, energy and mineral usage and emissions of greenhouse gases, criteria air pollutants, nutrients and toxics, to build a life cycle model of 385 US goods and services. In comparison with existing US models, USEEIO is more current with most data representing year 2013, more extensive in its coverage of resources and emissions, more deliberate and detailed in its interpretation and combination of data sources, and includes formal data quality evaluation and description. USEEIO is assembled with a new Python module called the 10 Model Builder capable of assembling and calculating results of user-defined input-output models and exporting the models into LCA software. The model and data quality evaluation capabilities are demonstrated with an analysis of the environmental performance of an average hospital in the US. All USEEIO files are publicly available bringing a new level of transparency for environmentally-extended input-output models. Published by Elsevier Ltd.

Abstract  As part of a broad evaluation of the environmental impacts of biodiesel and renewable diesel as alternative motor fuels and fuel blends in California, the California Air Resources Board's (CARE) Heavy-duty Diesel Emission Testing Laboratory conducted chassis dynamometer exhaust emission measurements on in-use heavy-heavy-duty diesel trucks (HHDDT). The results presented here detail the impact of biodiesel and renewable diesel fuels and fuel blends as compared to CARB ULSD on particulate matter (PM), regulated gases, and two greenhouse gases emissions from a HHDDT with a 2000 C15 Caterpillar engine with no exhaust after treatment devices. This vehicle was tested over the Urban Dynamometer Driving Schedule (UDDS) and the cruise portion of the California HHDDT driving schedule. Three neat blend stocks (soy-based and animal-based fatty acid methyl ester (FAME) biodiesels, and a renewable diesel) and CARE-certified ultra-low sulfur diesel (CARS ULSD) along with their 20% and 50% blends (blended with CARB ULSD) were tested. The effects of blend level on emission characteristics were discussed on g.km(-1) basis. The results showed that PM, total hydrocarbon (THC), and carbon monoxide (CO) emissions were dependent on driving cycles, showing higher emissions for the UDDS cycles with medium load than the highway cruise cycle with high load on per km basis. When comparing CARB ULSD to biodiesels and renewable diesel blends, it was observed that the PM, THC, and CO emissions decreased with increasing blend levels regardless of the driving cycles. Note that biodiesel blends showed higher degree of emission reductions for PM, THC, and CO than renewable diesel blends. Both biodiesels and renewable diesel blends effectively reduced PM emissions, mainly due to reduction in elemental carbon emissions (EC), however no readily apparent reductions in organic carbon (OC) emissions were observed. When compared to CARB ULSD, soy-based and animal-based biodiesel blends showed statistically significant increases in nitrogen oxides (NOx) emissions for 50% or higher biodiesel blends. The 20% blends of the biodiesels showed no statistically significant effect on NOx emissions on any cycle. In contrast, renewable diesel slightly decreased NOx emissions and the degree of reduction was statistically significant for 50% or higher blends over the UDDS cycle, but not at the 20% blends. The highway cruise cycles did not show a statistically strong NOx emission trend with increasing blend level of renewable diesel. Biodiesel and renewable fuel impacts on two greenhouse gases, CO2 and N2O emissions were of lower magnitude when compared to other regulated pollutants emissions, showing a change in their emissions within approximately +/- 3% from the CARB ULSD. Published by Elsevier Ltd.

Abstract  This report updates the findings of the first Report to Congress, published in 2011, with respect to environmental and resource conservation impacts, which together are intended to address the Section 204 statutory impacts since the passage of the EISA. This report reflects the current scientific understanding of the Section 204 impacts as presented in the published literature about biofuel use and production using data gathered through May 2017. Data on U.S. land use and the scientific literature through April 2017 were also reviewed. Greenhouse gas emission reductions that result from replacing biofuel with fossil fuel are not assessed in this report. This report does not make comparisons to estimated environmental impacts of other transportation fuels or energy sources.

Abstract  The GREET® (Greenhouse gases, Regulated Emissions, and Energy use in Technologies) model has been developed by Argonne National Laboratory with the support of the U.S. Department of Energy (DOE). GREET is a life-cycle analysis (LCA) tool, structured to systematically examine the energy and environmental effects of a wide variety of transportation fuels and vehicle technologies in major transportation sectors (i.e., road, air, marine, and rail) and other end-use sectors, and energy systems. Argonne has expanded and updated the model in various sectors in GREET 2020, and this report provides a summary of the release.

Abstract  Displacement of conventional animal feed components – corn, soybean meal and urea – by distillers’ co-products has been revisited. We developed the distillers’ co-products displacement ratios at different levels: the feedlot level, the US market level and the composite US and export market level, in order to provide a relevant estimate for ethanol plant operators, stakeholders and decision makers. As expected, corn is still the single largest component in the conventional beef cattle diet to be displaced by distillers’ co-products, followed by soybean meal. On average, 1 kg of wet distillers’ grains could displace 1.313 kg of corn and urea together, when it is used as a substitute in the diet of beef cattle; for distillers’ dried grain with solubles, 1.271 kg of corn and urea can be displaced per kg of distillers’ dried grain with solubles fed to beef cattle. Uncertainties about the consistency of reported data, export market and emerging new co-products are discussed. In addition, the use of distillers’ co-products as an animal feed may have an indirect impact on the lifecycle assessment of corn ethanol.