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International Conference on Renewable Energies and Power Quality (ICREPQ’15)
La Coruña (Spain), 25th to 27th March, 2015
exÇxãtuÄx XÇxÜzç tÇw cÉãxÜ dâtÄ|àç ]ÉâÜÇtÄ (RE&PQJ)
ISSN 2172-038 X, No.13, April 2015
BRAZILIAN AUTOMOTIVE MARKET AND ENVIRONMENT: AN
ANALYSIS OF FIGHTING MEASURES CO2 EMISSION
Nilcéia Cristina dos Santos1, Reinaldo Gomes da Silva2, Manoel Gonçales Filho3
1Faculdade de Tecnologia de Piracicaba “Dep. Roque Trevisan” (FATEC PIRACICABA)
CEETPS, Centro Estadual de Educação Tecnológica Paula Souza
Av. Diácono Jair de Oliveira, S/N, Piracicaba/SP (Brazil)
Phone number: +55 19 99614-1327 or +55 19 3411-2454
E-mail: nilceia_santoss@yahoo.com.br, ncsantoss@hotmail.com
2Escola de Engenharia de Piracicaba (EEP)
FUMEP, Fundação Municipal de Ensino de Piracicaba
Av. Monsenhor Martinho Salgot, 560, Piracicaba/SP (Brazil)
Phone number: +55 19 99602-1218 - E-mail: reinaldorgda@gmail.com, reinaldo@eep.br
3Universidade Metodista de Piracicaba (UNIMEP)
Rodovia Luís Ometto Km 24(SP 306), Santa Bárbara D´Oeste/SP (Brazil)
Phone number: +55 19 3124-1515 or + 55 19 99628-8304
e-mail: megoncales@unimep.br, manoelgoncalesfilho@gmail.com
ABSTRACT
The consumption of fossil fuel derived oil has a significant
impact on the quality of the environment. Air pollution, climate
change, oil spills and toxic waste generation are the result of the
use and production of these fuels. Automotive vehicles are
among the main contributors to the problem. In Brazil, to combat
this environmental pollution, public policy has been
implemented to increase the efficiency of vehicles and diversify
the use of alternatives to fossil fuels (ethanol and biodiesel)
sources. This study proposes to examine measures to combat the
emission of carbon dioxide (CO2) adopted by Brazil dioxide.
KEYWORDS: CO2 emissions, the automotive market, Brazil.
1. INTRODUCTION
Increasingly, the issue of vehicles relating to the
preservation of the environment, among other reasons for
the reduction of CO2 emissions is discussed. In recent
years, this is increasing concern related to climate change,
where studies indicate that energy balance has suffered
interference and increase in the emission of greenhouse
gases (GHG) as well as solar radiation. This increase is a
result of increased use of fossil fuels and land, which
increase the level of carbon dioxide (CO2) in addition to
increased emissions of methane (CH4) and nitrous oxide
(N2O) generated mostly by transport and agriculture and
livestock (GONÇALVES, 2012).
Changes in the ecosystem have resulted global warming,
which triggers other problems, such as reduction of the
polar ice caps, rising sea levels, increasing the greenhouse
effect and other environmental distortions as intense
droughts and torrential rains. It is necessary to disseminate
policies aimed at improving energy efficiency and
emissions of gases that contribute to global warming
(IPCC, 2007).
In 1997, the Kyoto Protocol, which is an international
agreement between countries that are part of the United
Nations with the goal of reducing greenhouse gas
emissions, creating guidelines to mitigate the
environmental impact was signed. Thus the rich countries
have pledged to reduce for the period 2008-2012 gas
emissions by 5.2% compared to 1990, with the main goal
to reduce CO2 emissions. This Protocol entered into force
only in February 2005, after the ratification of Russia, and
their goals should have been struck between the years
2008 and 2012 (ONU, 2013).
The burning of fuels for mobile sources aggravates the
problem of air pollution in almost all major cities and
represents a serious environmental problem, especially
when it comes to developing countries. This pollution is
caused by different factors, but the vehicles, are among
the main contributors to the problem, because they
generate pollution and contaminate the environment.
Currently, cars are responsible for 70% of all pollution
generated in large cities such as Rio de Janeiro, Sao Paulo,
Los Angeles, Mexico City, among others (MAYER,
1999).
In Brazil, there are public policies that aim to increase the
efficiency of vehicles, both new and second-hand, and
diversify the energy matrix by the use of alternatives to
fossil fuels (ethanol and biodiesel) sources. There is also
innovation of technologies by automakers to develop
hybrid and electric-powered vehicles, which mix
electricity with other fuel, but all are battery-powered, fuel
cell (hydrogen) or batteries (lead-acid or lithium)
(RIBEIRO and REAL, 2006; RIBEIRO and ABREU,
2008; SILVA, 2011).
Given this context, this study has the objective to analyze
the proposed measures to tackle emissions of carbon
dioxide (CO2) adopted by Brazil dioxide.
https://doi.org/10.24084/repqj13.323
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RE&PQJ, Vol.1, No.13, April 2015
The methodology consists of an exploratory literature
search done through books, articles and theses, covering
the Brazilian automobile market, electric vehicles and
environmental pollution.
Economic, technological, sociocultural and environmental
transformations which society is passing seem to indicate
a change in the role of vehicles, are considered guilty with
regard to the emission of carbon dioxide (CO2) due to
social, environmental and economic impacts caused.
2. LITERATURE REVIEW
2.1 Brazilian Automotive Market
The first model of motor vehicle to arrive in Brazil were a
Peugeot model from France in the early 1900s brought by
Alberto Santos Dumont purchased for 1,200 francs
(PORTAL, 2014; INVESTE, 2012). From then ran an
evolution in the Brazilian automotive industry that places
it among the largest producers of vehicles in the world.
Automobile manufacturers in the country are responsible
for the production of cars, light commercial vehicles,
trucks and buses, most of these companies produce more
than one product category, with the exception of Honda,
Hunday and Toyota, who make only cars that DAF makes
only trucks and Mitsubishi Mahhindra and only making
light commercial vehicles (ANFAVEA, 2014a). Table 1
shows the fleet of vehicles in selected countries:
Table 1 – Automobile fleet - 2012
Nº COUNTRY 2012
1 United States 251.497
2 China 109.220
3 Japan 76.126
4 Germany 46.538
5 Russia 45.385
6 Italy 42.000
7 France 38.138
8 BRAZIL 37.271
9 United Kingdom 35.761
10 Mexico 33.416
Source: ANFAVEA (2014a, p. 144).
Table 1 shows the size of the car fleet of the leading
countries in the order of magnitude. The United States
with 251.497 units has approximately 30% of the
automobile fleet from 10 countries selected in that table,
followed by China with an automotive fleet of 109 220
units. Following in third place comes Japan with a fleet of
76 126 units, followed by Germany in fourth place with a
fleet of 46 538 units. The Brazil ranks eighth among
countries with the largest automobile fleet in the world
with 37.271 units.
Regardless of population size, economic and technological
development and to produce in domestic automotive
vehicles, discrepancies in terms of fleet size places Brazil
in a prominent position among the nations with the largest
automobile fleet. A relevant question with respect to the
production of new automotive vehicles is related to the
distribution of the countries with the largest fleet. Thus the
data in Table 2 shows the licensing of new vehicles in
2013.
Table 2 – Licensing of new vehicles - 2013
Nº COUNTRY 2013
1 China * 21.984
2 United States * 15.884
3 Japan 5.376
4 BRAZIL 3.767
5 Germany 3.258
6 India 3.241
7 Russia 2.950
8 United Kingdom 2.596
9 France 2.201
10 Canada * 1.780
The data of this table comprise sales or registration of nationally
manufactured and imported vehicles. (*) The data refer to
domestic sales
Source: ANFAVEA (2014a, p. 144).
The table information 2 demonstrate that significant changes in
the new vehicle licensing in 2013, especially for the Chinese
market with 21,984 different vehicles licensed in 2013 licensing,
followed by the US with 15,884 new licenses. Japan and the
other countries shown in Table 2 with the exception of India and
Brazil have new licenses compatible with the size of the national
fleet of these countries shown in Table 1. The highlight is the
license number of new vehicles in China, in which expansion
occurred in a rhythm higher than the rate occurred in the United
States, which leads to the inference that the Chinese auto market
is growing at a rate higher than the US. The India presents
growth of the automotive market with new licenses and growth
potential of its fleet because of the size of the Indian population
and economic growth itself that country, it will increase the fleet
size as shown in Table 1. In Brazil the licensing of 3,767 new
units in 2013 supports to increase the size of the fleet of various
automotive vehicles with consequent problems caused from this
expansion among which stands out the bottling urban roads,
increasing environmental pollution, noise, waste, energy use
derived from oil among others.
Regarding the situation in Latin America production and
marketing of automotive vehicles has grown exponentially
in recent years. Brazil represents more than 60% of total
existing automotive vehicles this part of the US (Table 3)
continent.
Table 3 – Automotive Data from Latin America (2012 –
2013)
COUNTRY
Production
Unidades/units Domestic sales
Unidades/units
2012 2013 2012 2013
Argentina 764.495 791.007 830.058 963.917
Bolivia - - 21.000 21.300
BRAZIL *
3.402.508 3.712.380
3.802.071 3.767.370
Chile - - 362.331 397.643
Colombia 149.931 120.245 315.980 293.846
Ecuador 81.398 66.906 104.377 113.812
Paraguay - - 31.602 31.120
Peru - - 190.761 201.326
Uruguay - - 56.459 60.897
Venezuela 104.083 71.753 130.553 98.878
Mexico 3.001.814 3.052.395
1.026.308 1.102.437
Total 7.504.229 7.814.686
6.871.500 7.052.546
Source: ANFAVEA (2014a, p. 147).
The production and marketing of automotive vehicles in
Latin America plus Mexico provides an overview of the
market in each country separately. Again the focus is for
the Brazilian market as regards the production of vehicles
followed by the Argentine market, Colombian,
Venezuelan and Ecuadorian finally by merchant
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producers. Other countries (Bolivia, Chile, Paraguay, Peru
and Uruguay) did not produce vehicles in their territories.
Regarding the number of people per vehicle, are
noteworthy Argentina and Mexico both countries with 3.6
inhabitants / vehicle, followed by Uruguay with 4.6
inhabitants / vehicle, Chile with 4.7 inhabitants / vehicles
and Brazil with 5, 3 people / vehicle. Other countries in
the region are rate ranging from 7.9 to 20 inhabitants per
vehicle. The Brazil, Argentina, Colombia, Ecuador,
Venezuela and Mexico are the countries that have
domestic production, other import vehicles.
In 2013, in Brazil, the cars represent 72.88% of the
automobile market (2,723,411 units), the remainder is
distributed as follows: light vehicles with 20.85% (779
049 units), trucks with 5.08% (189 979 units) and buses
with 1.18% (44 190 units). In the last decade (2003-2013),
the production of vehicles has been increasing, especially
in the light commercial segment which grew by 359%, the
truck has increased 240.60% and 180.9% of cars
(ANFAVEA, 2014a). These data show the importance of
the automotive sector for the whole of Brazilian industry.
With respect to fuels used by different types of vehicles in
Brazil matrix is the dominant fuel of fossil origin. Unlike
most countries that use this type of energy source, Brazil
from the first oil crisis in 1973 developed fuel Ethanol
Ethanol derived from sugarcane. Subsequently improved
this model and now also uses biodiesel as an alternative to
fossil diesel source.
Since the mid-1990s the production of vehicles in the
country now has the Flex engine, which uses two types of
fuel if the ethanol and gasoline. This fact is important
from the standpoint of pollution caused by the emission of
CO2, because the Flex fleet of cars (which use gasoline
and ethanol) has increased since then contributing to the
reduction of greenhouse gases in the atmosphere.
The energy matrix used in the national fleet of diverse
vehicles has contributed to reducing the emission of
pollutants. The challenge as can be seen in Table 4 is to
replace the use of diesel as a power source used in trucks,
buses and light commercial, which generate greenhouse
gas emissions.
Table 4 – Licensing of Vehicles by Fuel -2013
Vehicles
Gasoline
(Units)
Ethanol
(Units)
Flex fuel
(Units)
Electric
(Units)
Diesel
(Units)
Total
Cars 106.263 0 2.656.971
484 0 2.763.718
Light
Comm. 82.853 0 512.143 7 221182
816.185
Trucks 0 0 0 0 154549
154.549
Buses 0 0 0 0 32918 32.918
Source: ANFAVEA (2014a, p. 67).
In the case of buses and trucks domestic production is
100% with diesel engines. In the case of buses, between
1959-1981 there was a choice of petrol engines from 1981
to 1984 and had the option of ethanol engine. Regarding
trucks, between 1957-2000 there was a choice of petrol
and between 1979-1995 the engine option ethanol
(ANFAVEA, 2014a).
For vehicles, currently 96.13% of the fleet is powered by
flex (gas / ethanol) engines are moved only 3.85% and
0.02% for petrol is powered by electric motors. The only
ethanol-powered engines were used from 1979 to 2011,
the diesel engines were used from 1990-1994, and electric
motors began to be used only in 2012 (ANFAVEA,
2014a).
Regarding light commercial, 62.75% of the fleet is
powered by flex (gas / ethanol) engines, diesel 27.10%,
10.15% and the gasoline only 7 used vehicles electric
motor. The only ethanol-powered engines were used
between 1979-2011 and electric motors began to be used
only in 2012 (ANFAVEA, 2014a).
A ANFAVEA presented to the Brazilian Federal
Government a proposal for the creation of a program that
encourages the development of new engines for
automobiles, light and heavy vehicles, it is a set of
measures, with gradual implementation steps, in order to
make commercially feasible the adoption of new
propulsion technologies in the Brazilian market, enabling
local production. The scenario is favorable because there
is already interest of society by models with new engine
options. In 2013, for example, 491 electric vehicles were
registered, compared with 117 in 2012. In the segment
flex fuel technology developed by the automotive industry
in Brazil, the market share is almost total: 88.5% of
graduates were flex motor vehicles, which proves the
consolidation of innovative powertrain in consumer taste
(ANFAVEA, 2014a).
In the proposed ANFAVEA were suggested six
classifications of propulsion technologies for cars and
light trucks: mild hybrid, full hybrid, plug-in hybrid,
electric extended-range, full electric and fuel cell. In the
heavy vehicle segment, which includes trucks and buses
are eight classifications involving all known fuels today:
biodiesel, biogas, ethanol, diesel from sugar cane,
electricity, hydrogen, diesel and gas (ANFAVEA, 2014a).
In Brazil, the federal government owns the design of the
National Program for Renewal of fleet trucks, this project
was developed with the participation of the main
connected to road freight transport (National
Confederation of Transport-CNT, the National Federation
of Automotive Vehicle Distribution agents -
FENABRAVE, Brazil Steel Institute, National Institute of
Enterprises of Scrap Iron and Steel-INESFA, NTC &
Logistics, National Association of Cargo Transportation
and Logistics, Interstate Association of Railroad
Equipment and Materials and Road-SIMEFRE Industry,
Company Union Scrap Iron and Steel-SINDINESFA,
National Union of Vehicle Components for Automotive
Industry-SINDIPEÇAS, United Steelworkers of -SMABC
ABC and the National Association of Automobile
Manufacturers. - ANFAVEA the initial focus of the
project is to modernize fleet trucks, with direct impacts on
mobility, reducing congestion caused by accidents or
mechanical failures, and reducing accidents, which in
2012 generated only costs £ 4.9 billion to the INSS and
SUS (ANFAVEA, 2014b).
Automotive electric vehicles are cars, light commercial
vehicles, trucks and buses represent an important
contribution to the fight against air pollution. Although
this technology has existed since the late nineteenth
century, when the Belgian Gaston Planté in 1859
demonstrated the use of the first battery, made of lead and
acid (HOYER, 2008), it was not until the late 1960s
environmental concerns gain momentum and put on the
agenda the issue of sustainable development.
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In this context that the electric car emerges as an
important alternative to fossil fuels. In Brazil the use of
the electric car is only 0.02% of the total number of
vehicles produced. With a highly diversified energy mix at
the national vehicle fleet uses little electric cars as an
alternative to fossil fuels (SANTOS, FRANCISCHETTI
and GOMES, 2013).
Brazil has gone through an intense process of
technological innovation in the automotive sector from the
early 1990s era that trade liberalization occurred in the
Collor government. Until then the importation of vehicles
was very restricted or even prohibited. With imports of
several vehicles from trade liberalization and the
establishment of new factories in the country of cars,
trucks and light vehicles an intense process of
technological innovation in this sector occurred. Despite
these positive changes in the national fleet of automotive
vehicles, we must consider that Brazil has a significant
deficit in the public transport sector and quality. With the
growth of the Brazilian economy and the improvement in
the distribution of income within the last 12 years the
transport model based on individual car led to increased
fleet to unbearable levels with respect to congestion in
cities and the derived pollution.
The aging national fleet of vehicles like cars, buses and
trucks that because fossil fuel use leads to increased
pollution caused by the emission of gases. The effects of
pollution according to the pathologist Saldiva Paulo,
Faculty of Medicine, USP and Heart Institute (Incor) on
population health are enormous among them allergic
conditions - pneumonia, heart attack and lung cancer.
Four thousand people die a year more with these diseases
only in the city of São Paulo, because of pollution (G1,
2011).
The Brazilian government plans to implement a program to
replace the fleet of old trucks account for most of the emission
of pollutants in the atmosphere. This program provides for the
replacement of approximately 30 000 units per year over 10
years from the adoption of the measures, vehicles that leave
the circulation will undergo retraining for reuse or dispose of
components such as steel, iron and liquid waste process. The
recall of older vehicles will directly impact on air quality, for
example, a former truck, with more than 30 years with respect
to a new model, emits 87% more hydrocarbons 81% more,
86% more nitrous oxide and 95% more particulate materials.
Thus, the industry is also contributing to the National Policy
on Climate Change. In contrast, the new models within the
standard Proconve P7 emissions, consume about 10% less
than diesel vehicles over 30 years. This means less fuel
imports and savings of about R$ 5 billion reais over 10 years
(ANFAVEA, 2014b).
Another key component to increasing air pollution and the
aging of fleet vehicles using gasoline as the coso of old cars
that do not have catalytic converters with over 20 years of use,
with unregulated engines that run without supervision.
The scrapping of the national fleet is important to discuss
measures to combat pollution of Brazilian cities problem. Any
plan to combat pollution goes through dealing with this
question, the set of solutions involving complex aspects of a
country's territorial dimensions of Brazil, but ignore the size
and age of the vehicle fleet using fossil fuels is not to
understand the crux of the situation current.
For cars, light commercial vehicles, trucks and buses were
adopted curves scrap used in the preparation of the First
Brazilian Inventory of Anthropogenic Emissions of
Greenhouse Gases (Reference Report: Emissions of
Greenhouse Gases in the Energy Sector by Mobile
Sources) MCT (2006). The scraping curves are illustrated
in Figures 1 and 2 (IEMA, 2011) presented below.
Figure 1 - Curves scrapping for Otto cycle vehicles
Source: IEMA (2011, p. 25)
Figure 2 - Curves for scrapping vehicles Diesel cycle
Source: IEMA (2011, p. 26)
Regarding the Otto cycle vehicles, we note the car has a
period of slower obsolescence in relation to others (light
commercial vehicles and motorcycles), for example, if one
considers scrapping of 50%, the motorcycle reaches this
percentage to 10 years of use, with light commercial
vehicles 13 years and 16 years. Among the vehicles Diesel
cycle, the trucks have a more linear scrapping, without
abrupt changes, bringing its useful life for almost 50
years. Even compared to other vehicles is noted (Otto or
Diesel cycle), the national truck fleet, is the most
enduring, ie, the lifetime has been increased. All other
types of vehicles have similar life highlighting the
motorcycle has an average life cycle of small compared to
others.
2.2 Environmental pollution
Pollution from vehicles can be classified depending on
their scope, impacts caused by its emission, eg pollutants
generated in the surrounding areas where circulation,
noise produced by the engines and exhaust soot expelled
by accumulating in the streets and facades of buildings are
called local pollutants. This category also enter the
pollutants moving from one region to another by means of
air currents, such as the gases that cause acid rain and
smog effect, which occurs due to high concentration of
ozone (O3), thereby forming a mist in the dense air.
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RE&PQJ, Vol.1, No.13, April 2015
Global pollutants are those gases that are released into the
atmosphere, impacting the entire planet, such as global
warming and greenhouse gases (GHG) and carbo
(CO2
), the main pollutant in this category (CARVALHO
2009).
Being responsible for 20% of global CO
transport sector is a major cause of greenhouse and other
environmentally harmful gases. In Brazil, the
transportation sector accou
nts for 9% of the total
emissions of CO2
while burning up more than 70% of
emissions (CARVALHO, 2009).
Besides CO2
, fossil fuel powered vehicles are responsible
for other pollutants that degrade the environment and are
harmful to human health, including:
carbón
(CO), hydrocarbons (HC), particulate matter, nitrogen
oxides (NOx ) and sulfur oxides (SOx) (CARVALHO,
2009).
Another related to the emission of greenhouse gases
problem, according to studies by the Laboratory of
Experimental Air Pollution, School of Medicine,
University of São Paulo made
in the Metropolitan Region
of São Paulo (MASP), is the pollution generated
vehicles is linked to 200 illnesses and about
deaths per year only in São Paulo (HARARI and CRISTI,
2012)
. The annual cost for treating the disease is $ 1.5
billion (MARTINS, 2001).
Due to this fact, the National Environmental Council
(CO
NAMA) created on May 6, 1986, through Resolution
No. 18, the Programme for the Control of Air Pollution
from Motor Vehicles -
PROCONVE coordinated by
IBAMA, and defining emission limits for light vehicles, to
contribute to the Air Quality Standards establi
PRONAR (National Program for Air Quality).
to IBAMA (2012), light vehicles are the ones that fit the
following description: car designed to transport up to 12
passengers, or their derivatives to transport cargo
(CONAMA 2012.).
Emission
limits of gases that the vehicle can issue for each
phase is available in Figure 3, where it is possible to
consult and what your gas emission limit for that phase
Proconve.
By means of Law No. 8723 of October 28,
1993, it became mandatory to reduce the em
of pollutants from vehicular source, adapting the vehicle
to the phase of the current year Proconve in vehicle
manufacturing, promoting the technological development
of manufacturers engines, parts and fuel.
For this requirement to be fulfil
led IBAMA prohibits the
marketing of approved vehicles not being responsible
Proconve certification from the prototype to the approval
of engines or gathering them if they are in disagreement
front of the stage that is currently Proconve (IBAMA,
2012). Pr
oconve was divided into stages so that the
companies had time to adjust to new emission limits.
Table 5
details the years and maximum emission limits
allowed by the phases of the gas.
PHASE
DATE OF REQUIREMENT
L1 1988
L2 1992
L3 1997
L4 2005 (40%),
2006 (70%), 2007 (100%)
L5 2009
L6 2013 (Diesel Leve),
2014 (Otto Novos
Mod.), 2015 (Otto 100%)
Table 5 –
Years in which each stage has been implemented Proconve
Global pollutants are those gases that are released into the
atmosphere, impacting the entire planet, such as global
warming and greenhouse gases (GHG) and carbo
n dioxide
), the main pollutant in this category (CARVALHO
Being responsible for 20% of global CO
2 emissions, the
transport sector is a major cause of greenhouse and other
environmentally harmful gases. In Brazil, the
nts for 9% of the total
while burning up more than 70% of
, fossil fuel powered vehicles are responsible
for other pollutants that degrade the environment and are
carbón
monoxide
(CO), hydrocarbons (HC), particulate matter, nitrogen
oxides (NOx ) and sulfur oxides (SOx) (CARVALHO,
Another related to the emission of greenhouse gases
problem, according to studies by the Laboratory of
Experimental Air Pollution, School of Medicine,
in the Metropolitan Region
of São Paulo (MASP), is the pollution generated
by
vehicles is linked to 200 illnesses and about
four thousand
deaths per year only in São Paulo (HARARI and CRISTI,
. The annual cost for treating the disease is $ 1.5
Due to this fact, the National Environmental Council
NAMA) created on May 6, 1986, through Resolution
No. 18, the Programme for the Control of Air Pollution
PROCONVE coordinated by
IBAMA, and defining emission limits for light vehicles, to
contribute to the Air Quality Standards establi
shed by
PRONAR (National Program for Air Quality).
According
to IBAMA (2012), light vehicles are the ones that fit the
following description: car designed to transport up to 12
passengers, or their derivatives to transport cargo
limits of gases that the vehicle can issue for each
phase is available in Figure 3, where it is possible to
consult and what your gas emission limit for that phase
By means of Law No. 8723 of October 28,
1993, it became mandatory to reduce the em
ission levels
of pollutants from vehicular source, adapting the vehicle
to the phase of the current year Proconve in vehicle
manufacturing, promoting the technological development
led IBAMA prohibits the
marketing of approved vehicles not being responsible
Proconve certification from the prototype to the approval
of engines or gathering them if they are in disagreement
front of the stage that is currently Proconve (IBAMA,
oconve was divided into stages so that the
companies had time to adjust to new emission limits.
details the years and maximum emission limits
DATE OF REQUIREMENT
2006 (70%), 2007 (100%)
2014 (Otto Novos
Years in which each stage has been implemented Proconve
Source: JUNIOR (2009)
Proconve was divided into stages so that the companies
had time to adjust to new emission limits.
(1988) for light vehicles and consisted in eliminating the
most polluting vehicles and improve production
(SCHOLL, 2009). The
Phase L
the levels required at this stage, the vehicles had to adopt
new technologies such as electronic fuel injection and
catalytic converters.
As ethanol is used along with
gasoline, use of technology was necessary to allow the
suitability of catalys
ts and electron injection (SCHOLL,
2009). Phase L-3
(1997) was responsible for adding
oxygen sensor in the engine (SCHOLL, 2009).
4 (2003), L-5 (2009) and L-6
(2012) are characterized by
lower levels, not requiring manufacturers to install
equipment or items such as engines, as had been done in
previous phases (SCHOLL 2009).
Junior second study (2009) it is noted that after the
implementation of the phases ment
Proconve really was no reduction of pollutant emissions
(Graphic 3).
Figure 3 –
Emission ceiling for phases Proconve
Source: JUNIOR (2009)
With the reduction of pollution levels of vehicles at each
stage, increasing the fleet causes less
environment if the vehicles did not follow the norm or the
standard does not exist.
A fleet of light vehicles (cars and light commercial
vehicles) of the Otto cycle is segmented according to the
phases "L" PROCONVE; the vehicle Diesel cycle,
phases "P" PROCONVE; and motorcycles, second phases
PROMOT. For estimates of projected emissions between
2010 and 2020, were considered phases already regulated
within this period, which are the L6 and P7 PROCONVE
phases (IEMA, 2011).
A point to note i
s that, since 2020, due to the scrapping of
older vehicles, vehicles of L5 (current) and L6 phase
(planned for 2014) will account for almost 75% of CO
(IEMA, 2011).
3. CONCLUSION
First, we sought to know about the Brazilian automobile
market, where compan
ies established in the country were
identified, the types of vehicles produced, and data in this
sector in the country and its representation in the global
market for automotive vehicles.
Proconve was divided into stages so that the companies
had time to adjust to new emission limits.
Phase L-1
(1988) for light vehicles and consisted in eliminating the
most polluting vehicles and improve production
Phase L
-2 (1992), and to achieve
the levels required at this stage, the vehicles had to adopt
new technologies such as electronic fuel injection and
As ethanol is used along with
gasoline, use of technology was necessary to allow the
ts and electron injection (SCHOLL,
(1997) was responsible for adding
oxygen sensor in the engine (SCHOLL, 2009).
Phases L-
(2012) are characterized by
lower levels, not requiring manufacturers to install
equipment or items such as engines, as had been done in
previous phases (SCHOLL 2009).
Junior second study (2009) it is noted that after the
implementation of the phases ment
ioned above by
Proconve really was no reduction of pollutant emissions
Emission ceiling for phases Proconve
With the reduction of pollution levels of vehicles at each
stage, increasing the fleet causes less
impact on the
environment if the vehicles did not follow the norm or the
A fleet of light vehicles (cars and light commercial
vehicles) of the Otto cycle is segmented according to the
phases "L" PROCONVE; the vehicle Diesel cycle,
the
phases "P" PROCONVE; and motorcycles, second phases
PROMOT. For estimates of projected emissions between
2010 and 2020, were considered phases already regulated
within this period, which are the L6 and P7 PROCONVE
s that, since 2020, due to the scrapping of
older vehicles, vehicles of L5 (current) and L6 phase
(planned for 2014) will account for almost 75% of CO
First, we sought to know about the Brazilian automobile
ies established in the country were
identified, the types of vehicles produced, and data in this
sector in the country and its representation in the global
market for automotive vehicles.
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In Brazil, the cars represent 72.88% of the automobile
market, the rest is distributed amongst 20.85% with light
vehicles, trucks and buses with 5.08% to 1.18%. In the
last decade (2003-2013), vehicle production increased
significantly, particularly light commercial segment which
grew 359% (ANFAVEA, 2014a).
Regarding the fuel used by different types of vehicles in
Brazil matrix is the dominant fuel of fossil origin, unlike
most countries using other energy sources. It is in this
context that the electric car is an alternative to using fossil
fuels. In Brazil the use of the electric car is only 0.02% of
the total number of vehicles produced. With a highly
diversified energy mix at the national vehicle fleet uses
little electric cars as an alternative to fossil fuels
(SANTOS, FRANCISCHETTI e GOMES, 2013).
The technology and biofuels production are also not new
in Brazil that has the expertise needed to continue to foster
this development and, in particular, the production of fuel
alcohol which could help with the minimization of CO2
pollution and negative environmental impacts.
In 1986, the National Environmental Council (CONAMA)
created the Program for the Control of Air Pollution from
Motor Vehicles (PROCONVE) whose main objective was
to define the limits of pollutant emissions for light
vehicles to meet the Quality Standards air introduced by
PRONAR (National Program for air Quality).
PROCONVE was implemented in phases, beginning in
1988 and completion scheduled for 2015, it is effective
because the emission rates of pollutants are reducing
every deployed phase, as can be seen in Graphic 3.
The Brazilian government plans to implement the program to
replace the fleet of old trucks, which are responsible for most
of the emission of pollutants in the atmosphere, such
withdrawal will likely impact on air quality.
This study is not conclusive, there is the need to collect more
information on proposals to reduce the levels of pollutants,
analyzing the incentives to use electric and hybrid vehicles
and about the barriers to entry for this type of product.
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