How clean are our cars?
Motor vehicles now produce 60 percent to 80 percent less pollution than vehicles did in the 1960s, according to the Environmental Protection Agency's (EPA's) Office of Air Quality Planning and Standards (OAQPS). However, despite progress achieved, there are still major concerns that emissions are not being reduced. Consider these facts by EPA: motor vehicles are responsible for up to 50 percent of smog-forming VOCs and nitrogen oxides (NOx); motor vehicles release more than 50 percent of hazardous air pollutants; motor vehicles release up to 90 percent of carbon monoxide found in urban air.
How can motor vehicles still be causing so much pollution with today's more environmentally friendly automobiles? The answer: more cars, more trips, more miles.
But not all entities think automobiles cause as much pollution as popularly believed. Cars and small trucks account for less than a third of smog-causing air pollution in major cities, according to AAA in a recent Associated Press (AP) release. Seventy percent of the chemicals that cause smog come from factories, utility smokestacks, refineries and other stationary sources. This information was based on a study conducted for AAA in 24 major cities by a private consultant.
Emissions also have been reduced in absolute numbers. The net result of the efforts of manufacturers to control vehicle emissions has been a 50 percent reduction in national VOC emissions by highway vehicles between 1970 and 1992, despite a doubling of the vehicle miles traveled in the United States, according to EPA.
Regardless how much pollution is caused by motor vehicles, there are some undisputed facts: cars do cause pollution; the amount of pollution caused by new cars must decrease because of government regulations; and new technology is helping to decrease the amount of emissions entering the atmosphere.
Cleaner fuels and cleaner cars
Car manufacturers are required under the Clean Air Act to build some cars that use clean fuels. Chrysler's "methanol cars" have flexible fuel engines in their LH vehicles - Chrysler Concorde, Dodge Intrepid and Eagle Vision. These engines operate on any blend of gasoline and up to 85 percent methanol (M85). Methanol fuel reduces hydrocarbon exhaust emissions below gasoline fuel levels. Recent studies, in fact, suggest that the ozone forming potential of M85 vehicle exhausts is about half that of conventional gasoline.
Ford has F-Series trucks that operate on propane. The 1997 Taurus is available as a flexible fuel vehicle that can operate on a methanol- or ethanol-gasoline blend.
The natural-gas-powered Ford Contour has a bi-fuel capability. It has two separate fuel systems - one for natural gas, located in the rear of the luggage compartment, and one for unleaded gasoline. Its cleaner tailpipe emissions can reduce smog-forming potential by up to 60 percent.
Despite the push for alternative fuel vehicles, much of the effort to reduce emissions and improve fuel economy still centers on the internal combustion engine. Increased powertrain efficiency has been a result of enhancements to airflow, combustion chamber and engine component designs. In addition, the development of lightweight components in the engine and throughout the entire vehicle has helped fuel economy.
"OE advances are definitely helping to reduce emissions," said Chip Hennen, vice president of corporate communications for Edge Diagnostic Systems. "In some cases, what is coming out of the tailpipe is cleaner than ambient air," he said. However, that is when the car is right off the lot, and the system deteriorates quickly, he added.
OE advances in technology have made a huge difference in helping to reduce emissions from cars, according to Pete Sullivan, owner of Sullivan's Advanced Auto Care, Kingwood, Texas. "The GM Vortec series of engines is one of the cleanest, and also one of the best performing systems I've ever seen," he said.
He added that all auto manufacturers are still making substantial advancements in technology. "There is more efficient hardware and software for EGR controls," he said. "There are substantial advances in systems design, fuel delivery design and feedback controls," said Sullivan. He added, "Catalytic converter technology is taking quantum leaps forward, especially with NOx."
Increased fuel efficiency
In addition to making cars that are cleaner, auto manufacturers are making cars that are more fuel efficient, which helps decrease the overall amount of harmful emissions entering the atmosphere.
In 1992, GM joined with Ford and Chrysler to establish USCAR, the U.S. Council on Automotive Research. Through USCAR, the auto makers are cooperating with the federal government in the Partnership for a New Generation of Vehicles (PNGV), whose goal is to develop a vehicle with three times the fuel efficiency of today's comparable car by the year 2004.
Today, only about 16 percent of the energy we put into the gas tank of an automobile is converted into actually moving that vehicle down the road, according to Kit Green, with General Motors, in a presentation he made at the SAE Global Vehicle Development Conference in December 1996.
"With huge energy losses being absorbed by the engine, driveline, and accessories, it's pretty clear that much can be done to enhance the mechanical efficiency of today's automobile and reduce fuel consumption," said Green. In order to reach the PNGV goal of three times today's fuel efficiency, the following improvements are required: a 50 percent reduction in powertrain efficiency, a 40 percent reduction in rolling resistance, a 30 percent reduction in accessory loads, and a 40-50 percent reduction in mass.
Electric vehicles
Although technically considered to be an alternative fuel vehicle, electric vehicles are a distinct type of technology for automobiles, and are especially helpful in reducing pollution since they produce no emissions during vehicle operations. The only combustible fuels used are those needed to power accessories, such as a heater or air conditioner.
All major car manufacturers are currently producing electric vehicles, and future technology will likely include zero-emission electric and hybrid vehicles; energy conversion systems, such as gas turbines and fuel cells; energy storage devices, such as flywheels, ultracapacitors and advanced batteries; and advanced, lightweight materials for increased fuel efficiency.
OBD
One of the key roles technicians play in reducing auto emissions is not only repairing vehicles that are emitting an excess amount of harmful gases, but also preventing pollution before it happens. This is the concept that led to EPA establishing requirements for on-board diagnostic (OBD) systems beginning with the 1994 model year. The stated purpose of the OBD system, according to EPA, is "to assure proper emission control system operation for the vehicle's lifetime by monitoring emission-related components and systems for deterioration and malfunction."
Although the main role of OBD is currently seen as a pollution-prevention mechanism, it wasn't pollution prevention that initiated the development of OBD systems. By the early 1980s, numerous vehicles were using electronics and on-board computers to control many of the engine's control systems. Vehicle manufacturers had to develop ways to diagnose problems generated by the new electronic hardware as electronic systems replaced mechanical systems. Therefore, the first OBD systems were developed by auto manufacturers.
Since OBD systems are able to detect a system problem before the driver notices a driveability problem, and can detect problems that might not be noticeable upon visual inspection, EPA hopes that detecting emission-related failures and alerting drivers to the need for potential repair will result in vehicles being repaired early on, hence avoiding excess emissions. However, the Malfunction Indicator Lights (MILs) displayed to the drivers do not force drivers to have their vehicles serviced.
In a June 1997 Tech to Tech article in AutoInc., columnist Mark Warren suggested a method by which to influence drivers into listening to their vehicle's request for service. He wrote, "I propose that when the MIL is lit, the car should be restricted to 60 mph top speed. This should not cause a safety problem. For each drive cycle after the MIL is lit, the top speed will be shaved by 5 mph. Surely when the top speed is 5 mph, people will seek service."
I/M programs
Since not all car owners have newer vehicles with OBD systems, it is imperative that inspection and maintenance programs are working properly to identify pollution-causing vehicles.
"I/M , right now, is getting back on track," said Antonio Santos, director, special projects, Manufacturers of Emission Controls Association (MECA). In 1992, EPA established certain requirements through its I/M Rule, including requiring programs to be centralized and use I/M 240. In 1995, EPA amended the ruling to allow states to decide what program to implement, as long as they were demonstrating they were meeting the emission reduction standards set by EPA. Since then, some states have resubmitted new programs that are now being implemented, and each state will have to collect data to prove their programs are working to meet EPA's guidelines.
"I/M 240 is the most effective program," said Santos. But consumers think it is too obtrusive, he said. Public perception and acceptance is the major driving factor for states in deciding what program to implement. And consumers generally want decentralized programs, he said.
GLOSSARY
Glossary of terms for emissions programs and testing, provided by the Coalition for Safer, Cleaner Vehicles (CSCV) Atlas.
ASM Test - A loaded-mode test that measures tailpipe emissions when a vehicle is running under marginal load and at a steady rate of rpm's. This test is often used as an alternative to the more comprehensive IM 240 technology.
BAR 84 - Gas analysis technology designed to meet specifications developed by the California Bureau of Automotive Repair in 1984 for use in their smog check program.
BAR 90 - Gas analysis technology designed to meet specifications developed by the California Bureau of Automotive Repair in 1990 for use in their smog check program.
Basic Area - The EPA designation for a "moderate" ozone nonattainment area, which is subject to less stringent emissions controls than an Enhanced Area.
Centralized System - A state-appointed contractor or state agency purchases and constructs test-only stations, hires inspection personnel and performs all other functions of vehicle emissions testing.
Decentralized System - Testing is conducted by independently owned businesses not exclusively dedicated to vehicle testing (e.g. repair shops).
Enhanced Area - The EPA designation for a "severe" and/or "extreme" ozone nonattainment area (over 12.7 ppm) with an urbanized population greater than 200,000. In the case of the Northeast Ozone Transport Region, this number is lowered to 100,000.
Hybrid Program - An emissions inspection program using both centralized test-only sites and decentralized test-and-repair facilities.
IM 240 Test - A transient high-tech inertia weight dynamometer I/M test for HC, CO and NOx tailpipe emissions, which lasts for 240 seconds and uses lab quality bench analyzers.
I/M Update
Listed below are summaries of inspection and maintenance programs in certain states, including EPA designations, and current and proposed programs.This information is part of a June 1997 report by the Manufacturers of Emission Controls Association (MECA). It lists only those states that had enhanced testing programs as of 1993, since those are the states MECA has tracked. However, several additional states have since added enhanced programs, but are still not included in this chart.
This information is not a complete presentation of MECA's report. For more information about this report or state I/M programs, call Antonio Santos, MECA's director, special projects, at (202) 296-4797.
Arizona - Basic: Phoenix and Tucson areas. Current program: Centralized, contractor-run, test-only, enhanced I/M program operating in the Phoenix area. Centralized, contractor-run, test-only, basic I/M program operating in the Tucson area. Proposed: Same.
California - Basic in 27 counties and parts of eight other counties. Enhanced in two counties and parts of three other counties; also in nine urbanized areas. Current program: Decentralized I/M program with biennial inspections. In Enhanced Areas, 15 percent of the highest polluting vehicles are directed to Test-Only or Referee Centers at the time of their biennial Smog Check inspection. All other vehicles in the Enhanced Areas have Smog Check inspections performed at test-and-repair facilities. In Basic and Change of Ownership Areas (rural areas), all vehicles are tested at test-and-repair facilities. Proposed: Full implementation of ASM testing (BAR 97 analyzers) in Enhanced Areas by March 1998.
Colorado - Basic in El Paso, Larimer and Weld Counties. Enhanced in the Denver area. Current program: Decentralized, test-and-repair, basic program in Basic areas. Contractor- and independent-run, test-only, enhanced I/M program in Denver area. Proposed: Same.
Connecticut - Enhanced in Bridgeport-Milford, Danbury, Hartford, New Britain, New Haven-Meridian, New London-Norwich, Norwalk, Stamford and Waterbury. Current program: Centralized, contractor-run, test-only, basic program with annual inspections for 1980 and older vehicles and biennial inspections for 1981 and newer vehicles. Proposed: Centralized, contractor-run, test-only, enhanced program with same inspections requirements.
Delaware - Enhanced in New Castle County. Current program: Centralized, state-run, test-only, low-enhanced I/M program with biennial inspections in New Castle and Kent Counties. A centralized, state-run, test-only, basic I/M program with biennial inspections is operating in Sussex County. Proposed: Same.
District of Columbia - Enhanced city-wide. Current program: Centralized, District-run, test-only, basic I/M program with biennial inspections. Proposed: Centralized, test-only, enhanced program with biennial inspections. Full implementation of the I/M program planned for January 1999.
Georgia - Enhanced in the Atlanta metropolitan area. Current program: Decentralized, hybrid, enhanced I/M program using a two-speed idle test with biennial inspections in Atlanta area. Vehicles six years and older get a two-speed idle test; vehicles seven years and older us an ASM test. Proposed: Same.
Illinois - Basic in the East St. Louis area and part of the Chicago area. Enhanced in other parts of the Chicago area. Current program: Centralized, contractor-run, test-only, basic I/M program in Chicago and East St. Louis. Proposed: Contractor-run, test-only, enhanced I/M program using the IM 240 test in the Chicago metropolitan area and in the East St. Louis metropolitan area. Testing to begin in late 1998.
Indiana - Enhanced in the Indiana side of Louisville in Clark and Floyd Counties, and in the Indiana side of Chicago in Lake and Porter Counties. Current program: Centralized, test-only, contractor-run, enhanced I/M program using an IM 240-type test with biennial inspections. Proposed: Same.
Kentucky - Basic in the Louisville urban area, Huntington-Ashland urban area, and the Kentucky suburbs of Cincinnati. Current program: Boone, Campbell and Kenton Counties (Kentucky suburbs of Cincinnati) have no I/M program. A contractor-operated, test-only, basic I/M program is in Louisville. Proposed: In Boone, Campbell and Kenton Counties, the state is proposing to use the IM 240 test. The Louisville area is proposing to use a loaded-mode, ASM test. No implementation dates set for either area.
Louisiana - Enhanced in Baton Rouge metropolitan area. Current program: Decentralized, anti-tampering, visual inspection program operating on an annual basis in Baton Rouge. Proposed: Decentralized, test-and-repair I/M program using a BAR 90, two-speed idle test with biennial inspections. Testing not expected to begin until 1999.
Maine - Enhanced in the Portland metropolitan area. Current program: The state currently has no I/M program. Proposed program: No proposed program. The state is required to have an I/M program in place by Jan. 1, 1999.
Maryland - Enhanced in the Baltimore metropolitan area, Washington, DC, metropolitan area, Wilmington, DE, metropolitan area (Cecil County) and Washington County. Current program: Centralized, contractor-run, test-only, "modified basic" I/M program on a biennial basis statewide. Proposed: Centralized, contractor-run, high-enhanced I/M program using the IM 240 test with biennial inspections. Mandatory IM 240 testing is scheduled to begin October 1997.
Massachusetts - Enhanced statewide. Current program: Decentralized, basic I/M program with annual inspections is operating statewide. Proposed: Biennial, test-only, IG 240 mass-based transient test. The implementation will have three phases: design and training (1996-97), systems implementation (1997-98) and full fleet testing (1999+).
Missouri - Basic in St. Louis metropolitan area. Current program: Decentralized, test-and-repair, basic I/M program on an annual basis in St. Louis. Proposed: The state plans to implement a test-only, enhanced I/M program with biennial inspections. Will use a transient-type test. Implementation in 1998.
Nevada - Basic in Reno metropolitan area. Enhanced in Las Vegas metropolitan area. Current program: Decentralized, test-and-repair, basic I/M program on an annual basis in Reno. Decentralized, test-and-repair, low-enhanced program on an annual basis in Las Vegas. Proposed: Same.
New Hampshire - Enhanced in Lawrence-Haverhill, Lowell, Nashua, Manchester and Portsmouth-Dover-Rochester areas. Current program: None. Proposed: The state has submitted a revised SIP to EPA stating that they have achieved their 1996 emission reduction targets without implementing an I/M program. EPA is currently reviewing the submittal.
New Jersey - Enhanced in Allentown-Bethlehem (Pa.), Atlantic City, Bergen-Passaic, Jersey City, Middlesex-Somerset-Hunterdon, Monmouth-Ocean, Newark, Philadelphia (Pa.), Trenton, Vineland-Millville-Bridgeton, and Wilmington (Del.) metropolitan areas. Current program: Hybrid, basic I/M program with annual testing statewide. Proposed: Hybrid, enhanced I/M program using the ASM 5015 test with biennial inspections statewide. Uncertain about implementation date, but it is estimated that testing will begin in early 1998.
New York - Enhanced in New York City area. Current program: Decentralized, basic I/M program with annual testing in New York City area. An anti-tampering program only is operating in the other 53 counties of the state. Proposed: For the New York City area, the DEC is proposing a decentralized, test-and-repair I/M program using transient testing equipment. For the upstate area, the DEC is proposing a gas cap integrity test and expanded anti-tampering checks. Program projected to start in November 1997.
Ohio - Basic in Cleveland-Akron, Cincinnati and Dayton-Springfield metropolitan areas. Current program: Centralized, contractor-run, test-only, enhanced I/M program on a biennial basis in the three areas mentioned. Proposed: Same.
Oregon - No requirements. Current program: Centralized, state-run, test-only, basic I/M program on a biennial basis in Portland and Medford. Proposed: Centralized, state-run, test-only, enhanced I/M program with biennial inspections in the Portland area. State is considering using the BAR 31 test. State continues to operate one pilot IM 240 test lane.
Pennsylvania - Enhanced in Allentown-Bethlehem (Pa.-N.J.), Altoona, Erie, Harrisburg-Lebanon-Carlisle, Johnstown, Lancaster, Philadelphia (Pa.-N.J.), Pittsburgh, Reading, Scranton-Wilkes-Barre, Sharon, State College, Williamsport and York areas. Current program: Decentralized, basic I/M program with annual testing in Philadelphia, Pittsburgh and Allentown-Bethlehem-Easton. Proposed: A decentralized, test-and-repair, high-enhanced I/M program using an ASM test with annual inspections in the Philadelphia area. For the remaining 20 counties, the state is proposing a decentralized, test-and-repair, low-enhanced I/M program using a BAR 90, idle test with annual inspections. The state has projected a start date of October 1997 for the I/M programs in Philadelphia and Pittsburgh, and January 1999 for all other areas.
Rhode Island - Enhanced statewide. Current program: Decentralized, test-and-repair, basic I/M program with annual testing operating statewide. Proposed: The state is preparing for a pilot I/M program. Upon completion of the pilot program, a report will be written for legislative and administrative action to implement a full enhanced I/M program by 1998.
Texas - Basic in Dallas-Ft. Worth, Beaumont, Denton, Galveston, Lewisville and Port Arthur urban areas. Enhanced in El Paso and Houston-Galveston metropolitan areas. Current program: Decentralized, hybrid, low-enhanced, annual testing program based on a system where motorists can choose whether to go to a test-only or test-and-repair station is operating in the Dallas-Ft. Worth area. Proposed: Full low-enhanced program testing began in the Houston area and the El Paso area in January 1997. In September 1997, remote sensing will be conducted on vehicles commuting into the low-enhanced areas.
Vermont - Enhanced in the Burlington metropolitan area. Current program: None. Proposed: The state has proposed the three-year phase-in of an emission control inspection program that began in January 1997. In 1997, only visual inspection of the catalyst will take place. In 1998, a gas cap pressure test will be added. In 1999, the state will start conducting OBD II checks on 1996 and newer vehicles. In addition, state hopes to implement remote sensing in 1999.
Virginia - Basic in cities of Colonial Heights, Hopewell and Richmond, and in the counties of Henrico, Hanover, Chesterfield and Charles City. Current program: Decentralized, basic I/M program operating in the Washington, DC, metropolitan area in Northern Virginia. Proposed: Decentralized, test-and-repair, enhanced I/M program in the Northern Virginia area using an ASM 2 test.
Washington - Basic in Portland (OR)-Vancouver metropolitan areas. Enhanced in Seattle, Spokane and Tacoma metropolitan areas. Current program: Centralized, contractor-run, test-only, low-enhanced I/M program operating on a biennial basis in the Seattle and Tacoma areas, Spokane and Vancouver. Proposed: No change in the current low-enhanced I/M program in the Seattle-Tacoma area. Proposing to implement ASM 2525 in Spokane and Vancouver, as well as a gas cap pressure test in Vancouver.
Wisconsin - Basic in Sheboygan area. Enhanced in Milwaukee metropolitan area. Current program: Centralized, contractor-run, test-only, enhanced I/M program operating on a biennial basis in both areas. Proposed: Same.
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AutoInc. Magazine ®, Vol. XLV No. 9, September 1997