Petrol vehicles

Whilst NOx emissions from petrol vehicles can be controlled by catalytic reduction, this is not very effective under the oxygen-rich conditions of diesel combustion. A diesel oxidation catalyst (DOC) is similar to a TWC in terms of structure and configuration but is only capable of oxidation. As the exhaust gases pass through the catalyst CO, unbumt HC and volatile PM are oxidised. The conversion efficiency is a function of cell size, reactive surface, catalyst load and catalyst temperature, although emissions of CO and HC are typically reduced with an efficiency of more that 95%. 

The effects of bioethanol use on NOx emissions are not consistent between different vehicles and studies. Larsen et al. [37] provided an overview of available studies, and concluded that bioethanol use can lead to either increases or decreases in NOx emissions during tests, depending on the experimental conditions. This is consistent with the non-linear behaviour of the emission-control system in petrol vehicles, where the smallest deviations from stoichiometry greatly affect NOx emissions. Leaner mixtures lead to an increase in NOx emissions, and richer mixtures lead to a decrease in NOx emissions. This erratic behaviour suggests that any direct fuel effects are masked by the ability of the fuelling system to maintain stoichiometry when changing from petrol to bioethanol blends in the different vehicles tested. 

Diesel vehicles emit more NOx than petrol vehicles, and with a larger proportion of primary N02. In parallel, the market share of diesel vehicles has increased in many European countries. For example, the share of first registrations of diesel passenger cars in Finland increased from 17% in 2005 to 52% in 2008 [53]. 

Automotive Emission Control Catalysts. Air pollution (qv) problems caused by automotive exhaust emissions have been met in part by automotive emission control catalysts (autocatalysts) containing PGMs. In the United States, all new cars have been requited to have autocatalyst systems since 1975. In 1995, systems were available for control of emissions from both petrol and diesel vehicles (see Exhaust control, automotive). 

Suitability of vehicles and containers and limits on quantities for the carnage of explosives by road Approved requirements for the construction of vehicles intended for the carnage of explosives by road Approved tank requirements the provisions for bottom loading and vapour recovery systems of mobile containers caiTymg petrol... 

Another important set of performance specifications is produced by the European Vehicle Manufacturers Association, known by its initials CCMC. The CCMC rating G-1 corresponds roughly to API SE, and G-2 to API SF. G-3 (comparable to M1L-L-46152B, for petrol engines only) covers fuel-efficient and light-viscosity lubricants... 

Potential sources of carbon monoxide hazards include metal-refining processes, in which it is formed as a byproduct and used as a fuel (LEL 12.5%), and running vehicle engines (particularly petrol-driven) or gas-fired heaters in poorly ventilated confined spaces. It is also a feedstock in the manufacture of a variety of chemicals, e.g. methanol, acetic acid, phosgene and oxo-alcohols. 

As far as can be ascertained, no performance standards exist for this product. In the absence of such standards, the existing standards for automotive vehicles were used as guidelines. By using the most stringent standard, the SHED test, a petrol permeation rate of approximately 3.3 g/m2 for 24 h at 40°C can be estimated. With a single-fluorination treatment a pipe already exceeds this standard with a steady state permeation rate of 1.7 g/m2 per 24 h at 50°C. Since it is a known fact that permeability increases drastically with a rise in temperature, a permeability ofless than 0.17 g/m2 per 24h at 30°C is expected for a single fluorination treatment. 

The risk of explosion or fire associated with the use of mobile telephones in a LPG vehicle is extremely low. First, LPG vehicle fuel systems are closed systems with safety features to prevent accidental release of LPG. The risk of fuel leakage is less than that of a petrol or diesel vehicle. Second, LPG will only bum when mixed with air in proportions within the flammable limits and when there is an ignition source. Working with higher-pressure fuel systems requires special tools and... 

Annex II lists all those materials and components that are exempt from 4(2) (a). Eor example lead as an element (i.e. steel upto 0.35% lead by weight, aluminium, copper), lead compounds in components (i.e. batteries, petrol tank coatings, vibration dampers, stabilisers in protective paint), hexavalent chromium (used as coating on various key vehicle components) and mercury (as can be found in bulbs and instrument panel displays). As ruled in 4(2) (b), the Commission shall regularly amend Annex II, i.e. review all substances that are currently exempt from 4(2) (a). If the use of any of the materials or compounds listed in Annex II can be avoided, those substances will be deleted from this Annex. 

Asthma is considered as a chronic inflammatory disorder of the airways. This inflammation causes recurrent episodes of symptoms, variable airflow limitation, and increased airway responsiveness. Prevention of asthma involves both the prevention of the initial development of asthma (= primary prevention) and the prevention of exacerbation in patients with asthma (= secondary prevention). Primary prevention methods include reducing exposure to indoor allergens, particularly domestic mites, avoidance of passive smoking, especially by infants, and avoidance of vehicle emission pollutants, largely from incomplete combustion of petrol by car engines. 

A petrol- or diesel-driven vehicle or a trailer towed by a petrol- or diesel-driven vehicle is used. It is better to use either battery-operated trucks or diesel engine vehicles in an enclosed explosive area. If a petrol engine vehicle is used, it must be parked outside the traverse of an explosive building or at least 5 m away from an untraversed building. 

In the case of petrol light-duty vehicles the strict control of combustion, together with improvements in TWC efficiency, has proven sufficient for compliance with the emission limits up to Euro 6. 

Owing to their greater exposure to motor vehicle exhaust emissions, it is possible that fatty foods on sale at shops attached to petrol stations or at stalls and shops in busy roads could contain higher concentrations of aromatic hydrocarbons than similar foods on sale at other shops. A study in Germany found that concentrations of benzene and toluene were higher in retail packs from petrol stations on busy roads than from petrol stations in rural areas.15 It also found that retail packs from shops in busy roads contained higher concentrations of benzene, toluene, xylenes and ethylbenzene than retail packs from shops in residential areas. 

Again, lead deposition shows a summer maximum which is due to emissions from motor vehicles. The described investigations took place when the majority of motor cars in the former GDR were using leaded petrol. 

More precise data well illustrate the comparison for example, one litre of a modern lead/acid battery weighs 2.4kg and can store 0.07kWh, sufficient to drive a vehicle a few hundred metres. By comparison one litre of petrol weighs 0.85 kg and stores 11 kW h of energy, sufficient to drive the vehicle approximately 10 km. 

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