What Percentage Of Ethanol Is In Gasoline – If you’re wondering if the use of ethanol as a component to power our vehicles has a complicated political, environmental or economic history, the answer is yes to all three. But at least ethanol at the pump helps with the greenhouse gas emissions problem, right? Well, maybe not. A study just published in the Proceedings of the National Academy of Sciences concludes that corn-based fuels are more likely to negatively impact air quality than gasoline. Studies have shown that overuse of crops, fertilizers, and equipment is the number one culprit for all excess plant-related flies.
The new study, first reported by Reuters, looks at the life-cycle emissions of ethanol. Its findings contradict a 2019 USDA study that claimed greater air quality benefits for ethanol than gasoline.
What Percentage Of Ethanol Is In Gasoline
The study is called Environmental Consequences of the US Renewable Fuel Standard and was written by a group of scientists, researchers and professors from the University of Wisconsin, Kansas State University, the University of California and the University of Kentucky. Examine the implications of the US Renewable Fuel Standard (RFS), which was passed into law in 2017 and requires annual increases in the use of biofuels. In 2022, the standard requires the consumption of approximately 15 billion liters of ethanol. Much of this corn-based biofuel goes into the gasoline we fill our cars with at the pump.
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Researchers considered the impact of the RFS on every aspect of ethanol production, from the field to the fuel tank, the entire life cycle of a liter of ethanol. And they found that “the carbon intensity of corn ethanol produced under the RFS is no less than that of gasoline and is likely to be at least 24 percent higher.” In other words, the total environmental impact of ethanol, including greenhouse gases, is at best equal to, but possibly worse than, that of gasoline. Note that the RFS requires the carbon intensity of ethanol to be 20% lower (better) than that of gasoline.
The research team’s calculations included changes in land use (the number of crops converted to grain and the amount of additional fertilizer needed) and the resulting effects on water and soil quality, as well as green space. the levels
The result is not encouraging: “The production of corn-based ethanol in the United States has failed to meet its greenhouse gas emission targets and has adversely affected water quality, land use for conservation” and the implementation of other environmental processes. The study’s lead author, Tyler Lark, assistant research scientist at the Center for Sustainability and the Global Environment at the University of Wisconsin-Madison, told Reuters: “May ethanol is not a climate-friendly fuel.”
The study contradicts similar extensive USDA research just two years ago, which called ethanol more environmentally friendly than gasoline. This USDA study concluded that the current greenhouse gas profile of corn ethanol is 39 to 43 percent lower than that of gasoline.
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Unsurprisingly, the ethanol trade lobby has strongly rejected this new study. Reuters quoted Geoff Cooper, president and CEO of the Renewable Fuels Association, as calling the study “completely fictitious and inaccurate” and accusing the authors of using “worst-case scenarios [and] carefully selected data.”
This controversy leaves us consumers and, more importantly, policy makers without a definitive answer as to whether adding ethanol to gasoline is harming or harming the nation’s air quality. This is of particular concern as RFS-required national levels of biofuel use – the number of liters of ethanol that must be produced and consumed – reset for 2023 and beyond.
The RFS study says: “As policy makers around the world consider the future of biofuels, it is important that they consider the full range of relevant trade-offs, including the greenhouse gas benefits of each fuel and the weight of other environmental factors”. That’s true, but with two strongly contradicting credible studies, the value of corn-derived ethanol has been called into question. We can only hope that in the not too distant future, science can make a decision on ethanol that will clarify whether its use should be increased or eliminated.
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Ethanol is a biofuel found in approximately 98% of gasoline purchased at retail stations in the United States, accounting for 10% of gasoline/ethanol blends in most cases. This high-octane biofuel has grown in popularity around the world, especially in the last 20 years, due to regulations requiring or encouraging its use. As governments continue to revise rules to control greenhouse gas (GHG) emissions, ethanol has recently been overtaken by some other biofuels, but is expected to be on track to meet low-carbon mandates. Today we discuss ethanol’s history, production, and still-evolving role in helping reduce global carbon emissions.
In this blog series, we look at low-carbon fuel policies, the mechanisms being reviewed and implemented to meet increasingly stringent greenhouse gas regulations, and the impact of these regulations on refined product markets. In Part 1, we provided an overview of the various policies that have been adopted and are being debated to reduce greenhouse gas emissions from road transport fuel use. We also noted some of the more widely used approaches, including fuel economy standards, renewable building requirements, zero-emission vehicle mandates, and the Low Carbon Fuel Standards (LCFS) programs in California and Oregon, Canada. proposed Canadian Clean Fuel Standard. Such LCFS schemes are usually established and measured based on the carbon intensity (CI) of the fuel used. CI is a measure of biological greenhouse gas emissions associated with fuel production, distribution and use, measured in grams of carbon dioxide equivalents per megajoule (gCO).
E/MJ) (This is the simplified version.) In general, LCFS policies establish rolling carbon intensity standards for the jurisdiction’s total transportation fuel pool and the production and blending of lower CI fuel to meet the standard.
In Part 2, we focused on California’s LCFS, which was implemented in January 2011 and is the nation’s most populous state’s first attempt to improve air quality and, more recently, reduce its greenhouse gas emissions. The LCFS establishes CI values for gasoline and petroleum-based diesel fuels, as well as their alternatives (such as ethanol, biodiesel, etc.), using a total of four models to account for direct and indirect effects of fuel production and use. (California’s reformulated blend of oxygenated gasoline—CARBOB, the California-produced portion of petroleum-based gasoline, which is about 90% of each gallon—has a KI of ~101 gCO2e/MJ.) So the LCFCS limit set by California. used gasoline and diesel fuel used in the state is gradually reduced each year to meet the 2030 goal of a 20 percent reduction in the carbon intensity of fuels used in the state. Petroleum-based fuels have higher IC than annual limits, and renewable fuels generally have lower annual limits. If a fuel has an IC above the limit it creates a deficit and if the fuel is below the limit it creates a credit. (Again, see Part 2 for details.) The Trump administration recently approved the year-round sale of gasoline blended with 15% ethanol, which is not only prohibited for recreational use, but can seriously damage marine engines. Boaters refueling at shore-based gas stations should take extra care to avoid misfuelling.
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Adding to the problem is the marking, or non-marking, of the petrol pumps that dispense the fuel. Pictured below is a gas pump from the Midwest, which basically lacks labeling indicating the level of ethanol in each fuel grade. BoatUS recommends not refueling at shore service stations unless the pumps are clearly marked with ethanol content.
According to BoatUS, the E15
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