Vehicles pollution controls

Serious research in catalytic reduction of automotive exhaust was begun in 1949 by Eugene Houdry, who developed mufflers for fork lift trucks used in confined spaces such as mines and warehouses (18). One of the supports used was the monolith—porcelain rods covered with films of alumina, on which platinum was deposited. California enacted laws in 1959 and 1960 on air quality and motor vehicle emission standards, which would be operative when at least two devices were developed that could meet the requirements. This gave the impetus for a greater effort in automotive catalysis research (19). Catalyst developments and fleet tests involved the partnership of catalyst manufacturers and muffler manufacturers. Three of these teams were certified by the California Motor Vehicle Pollution Control Board in 1964-65 American Cyanamid and Walker, W. R. Grace and Norris-Thermador, and Universal Oil Products and Arvin. At the same time, Detroit announced that engine modifications by lean carburation and secondary air injection enabled them to meet the California standard without the use of catalysts. This then delayed the use of catalysts in automobiles. 

Research dating back to the mid 1950 s has shown that volatile orgamc compounds (VOC s) photochemically react m the atmosphere and contribute to the formation of ground level ozone, a precursor to smog [1]. Medical studies have shown that human exposure to ozone can result in eye and smus tract irritation, and can lead to respiratory related illnesses [2]. Due to the unique and severe smog problems that affected many cities in the state of California, studies of the causes of ah pollution were initiated m the 1950 s [3]. Based on its findings, California formed the Motor Vehicle Pollution Control Board m 1960 to regulate pollution from automobiles. 

The Mulford-Carrell Act of 1967 dissolved the Motor Vehicle Pollution Control Board in California and created the Air Resources Board that was provided with broad powers and authority and with the ultimate responsibility of controlling air pollution in California. The California Air Resources Board divided the State into eleven air basins, areas with similar meteorological, topographical, and air pollution problems. Ambient-air quality standards were adopted which apply to all of these basins. The enforcing of these standards is still primarily a function of local go /emment, but emission control programs of local agencies have to be s ibmitted to and approved by the State Board. 

Global trends in motor vehicle pollution control a 1997 update... 

Four trends continue to drive the global market for motor vehicle pollution control equipment ... 

One result is that air pollution is an increasingly common phenomena necessitating aggressive motor vehicle pollution control efforts. The purpose of this report is to survey what is presently known about transportation related air pollution problems, to summarize the adverse impacts which result, to review actions underway or planned to address these problems, and to estimate future trends. Based on these trends, this study wilt assess the large and growing vehicle pollution control market, expecially with regard to exhaust after treatment systems. 

Pural . [Condea Chemie GmbH] Alumina for prod, of catalysts for petroleum refining, vehicle pollution control, chemical processes. 

Motor vehicles—Pollution control devices—Congresses. 2. Catalysts—Congresses. 

After these standards were established, along with an appropriate test procedure, the California Legislature created a Motor Vehicle Pollution Control Board (MVPCB) and gave it the responsibility to issue certification to control devices meeting certain criteria of performance, durability, cost and ease of inspection. It also provided that, one year after certification of two or more devices, all new vehicles to be registered in the state would have to be equipped with such devices. 

Physical planning incl. EIA Infrastructure planniiig incl. modal choice and EIA Itaflic management Vehicle pollution control... 

Gasoline-powered motor vehicles outnumber all other mobile sources combined in the number of vehicles, the amount of energy consumed, and the mass of air pollutants emitted. It is not surprising that they have received the greatest share of attention regarding emission standards and air pollution control systems. Table 25-2 shows the U.S. federal emission control requirements for gasoline-powered passenger vehicles. 

Public concerns about air quality led to the passage of the Clean Air Act in 1970 to amendments to that act in 1977 and 1990. The 1990 amendments contained seven separate titles covering different regula-toiy programs and include requirements to install more advanced pollution control equipment and make other changes in industrial operations to reduce emissions of air pollutants. The 1990 amendments address sulfur dioxide emissions and acid rain deposition, nitrous oxide emissions, ground-level ozone, carbon monoxide emissions, particulate emissions, tail pipe emissions, evaporative emissions, reformulated gasoline, clean-fueled vehicles and fleets, hazardous air pollutants, solid waste incineration, and accidental chemical releases. 

Barth, D. S. Federal motor vehicle emission goals for CO, HC, and NOx based on desired air quality levels. J. Air Pollut. Control Assoc. 20 519-523, 1970. 

Hamming, W. J., R. L. Chass, J. E. Dickinson, and W. G. MacBeth. Motor Vehicle Control and Air Quality The Path to Clean Air for Los Angeles. Paper 73-73 Presented at the 66th Annual Meeting of the Air Pollution Control Association, Chicago, Illinois, June 24-28, 1973. 19 pp. 

One place this problem has become especially severe is the nation s national park system. Visitors to national parks have found their enjoyment of the natural scenery compromised by poor air quality that leaves famous and noteworthy features only barely visible. For this reason, one section of the 1977 Amendments to the Clean Air Act provided for a program of monitoring and pollution control in the nation s 156 national parks and wilderness areas. Poor visibility resulting from high particulate concentration has safety effects also. Automobile drivers and airline pilots may find that they are able to see shorter distances and less clearly, increasing the likelihood of accidents involving other vehicles and aircraft. 

Examples include the development of more sensitive and reliable automatic instrumentation for monitoring chemicals, radiation and biological materials in the environment, of safety-or-environment-related add-on equipment for vehicles, of pollution-control technology and of safety-related equipment for use in industry, mining and the home. 

The type approval regulations also lay down rules for in-service conformity, durability of pollution-control devices, on-board diagnostic (OBD) systems, measurement of fuel consumption, and accessibility of vehicle repair and maintenance information. 

The Japanese Air Pollution Control Law dates back to 1968 and was designed to promote comprehensive air pollution control measures. Subsequent revisions have included extensions of regulatory objects, nationwide regulation and enforced standards, e.g. those for specific dust (asbestos) in 1989, vehicle fuel in 1995, harmful air pollutants in 1996 and volatile organic compounds (VOC) in 2004. Article 1 of the recent Japanese Air Pollution Control Law [16] states ... 

The Clean Air Act was originally passed in 1963 and was primarily a source of government funding for air pollution control. A follow-up law in 1965, the Motor Vehicle Air Pollution Control Act, regulated the emissions from new vehicles and was the first action taken by the government to control air pollution. The Clean Air Act Amendments of 1970 and 1977 established what we now consider to be the true goals of the CAA. 

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