No subject

health risk and has been listed as a known human carcinogen since 1990. In
1998, the California Air Resources Board (CARB) formally listed diesel
particulate as a toxic air contaminant. In fact, diesel particulates are the
most significant source of air toxics in California and account for 70
percent of the cancer risk from toxic air contaminants statewide, according
to CARB. Diesel exhaust also exacerbates lung diseases such as asthma and
emphysema."

"While control technologies can significantly reduce particulate emissions,
diesel engines can degrade over time, increasing emission levels. 
"Green-diesel" vehicles still emit more smog-forming nitrogen oxide than
vehicles powered by natural gas, electricity or fuel cells. "Green-diesel"
vehicles require ultra-low-sulfur diesel fuel to achieve the projected
emission reductions, as low as five to 15 parts per million, according to
manufacturers."

"Green-diesel" technology relies on after-treatment devices."  Do our
current diesel fuel oil burning buses have these devices?  Will changing to
Grade 1 guarantee sulphur content to be less than 15ppm?  

The ALA of California states that these same after-treatment devices, "if
applied to natural gas technologies, could reduce natural gas particulate
emissions even further than the current low levels."  "When in-use emissions
are considered, current diesel buses emit 11 to 22 times more particulate
matter than natural gas buses." 

In Sweden, the current level of sulphur in diesel fuel oil is 1ppm which is
significantly less than our federal government's 2006 limit of 15ppm. 
Changing to Grade 1 may reduce certain emissions but it won't make a
difference to the sulphuric acid in our local atmosphere caused by diesel
fuel oil sulphur levels if the Grade 1 fuel contains sulphur in the range of
100 - 400ppm.  Grade 1 diesel fuel oil does not guarantee lower sulphur
content unless Translink specifies it.	

ASTM Internation standards for diesel fuel oils identify 5 grades.  Here are
the explanations for four of these grades:

1.1.1 Grade Low Sulfur No. 1-D	 A special-purpose, light distillate fuel
for automotive diesel engines requiring low sulfur fuel and requiring higher
volatility than that provided by Grade Low Sulfur No. 2-D.

1.1.2 Grade Low Sulfur No. 2-D	  A general-purpose, middle distillate fuel
for automotive diesel engines requiring low sulfur fuel. It is also suitable
for use in non-automotive applications, especially in conditions of varying
speed and load. 

1.1.3 Grade No. 1-D   A special-purpose, light distillate fuel for
automotive diesel engines in applications requiring higher volatility than
that provided by Grade No. 2-D fuels.

1.1.4 Grade No. 2-D   A general-purpose, middle distillate fuel for
automotive diesel engines, which is also suitable for use in non-automotive
applications, especially in conditions of frequently varying speed and load.


Again, debating the merits of diesel fuel may be just smoke and mirrors and
may be more about good public relations than bringing about real positive
measures to improve air quality in the region and the Fraser Valley.  

from: EU Commission "Call for evidence" on ultra low sulphur (ULS) fuels
July 31, 2000...In order to achieve the low sulphur level of 10ppm in fuels,
the executive summary states, "it would entail an increase of refinery
energy consumption and therefore an increase in CO2 emissions."  

"Although ULS fuels might bring benefits to certain vehicle technologies,
there are a number of identified negative effects."  

The summary also points out other problems with producing ULS fuels,
"Exhaust emissions of other pollutants might actually increase. Specifically
additional ammonia emissions would lead to an increase in secondary
particulates..."

Some of the major cities in the US now purchase buses for public transit
that significantly reduce the consumption of diesel fuel oils or eliminate
them entirely.	New York City has just made a major purchase of natural gas
buses and some diesel electric hybrids.  (I actually rode on one of these
during a recent week long visit to Portland).  London is expected to spend
big bucks or pounds on electric trolleys.

Vancouver is extremely fortunate to still have its trolley buses and their
associated infrastructure.  Unfortunately, the transit czars of the region
have yet to order the new trolley buses and if and when they do, the order
will not increase the number of trolley buses to the fleet nor will it take
into account the present serious overcrowding on the trolleys.	In Portland,
they think their bus ridership is great.  "Sometimes we even have people
standing on our buses."

Instead of arguing over the merits of diesel fuel oils perhaps we should
consider the phasing out of diesel fuel oil burning buses in our region.  If
we can afford to spend $250 million on accommodating 20 new Mark II SkyTrain
cars on the Expo Line that do little to increase the ridership capacity we
certainly can afford to move into the 21st Century in regards to new bus
technology.  New electric trolley and hybrid technologies (natural
gas/electric) are here now.  Let's get rid of the "serious health risks" and
improve the quality of our air.  

Regarding new federal government regs on diesel fuel...On December 22, 2001,
Environment Canada published proposed Sulphur in Diesel Fuel Regulations in
the Canada Gazette Part I. These regulations would replace the current
Diesel Fuel Regulations. The new regulations reduce the limit for sulphur in
road diesel to 15 mg/kg (15 parts per million) starting June 1, 2006. The
current limit of 500 mg/kg continues in place until that date.