Figure 6-3 shows the range of NMOG emissions for Case B that encompasses fuel-cycle Scenarios 2 and 3 and fuel economy assumptions b and c. The range in emissions is due to vehicle fuel efficiency assumptions and the assumptions on fuel-cycle emissions. The large value for LPG corresponds to refueling venting emissions from service station storage tanks. Figure 6-4 shows the results for Scenario 3 alone. Here the range in results is due to range in vehicle fuel efficiency.
Table 6-5 and Figure 6-5 show the marginal NOx for Scenario 2b, which corresponds to the high range of Case B. As these values are uniformly low, the lower estimates for Scenario 3 are not shown. NOx emissions are higher for LPG transport as the fuel is transported into the SoCAB by railcar. Marginal NOx from power generation is counted as zero since this pollutant is capped under the RECLAIM program.
Figure 6-6 shows the Global CO2 emissions for Case B. Both vehicle exhaust and energy inputs for fuel production are included.
Table 6-6 shows toxic emissions for marginal emission assumptions in the SoCAB. The toxic components for each source were summed with the emission sources in Table 6-1. The values are shown on a g/gal and g/mi basis (using fuel economy assumption b). The most notable emissions are toxics from diesel combustion and formaldehyde from power plants.
Figure 6-3: Marginal Range in Fuel-Cycle NMOG Emissions — Case B (Scenarios 2b, 2c, 3b, 3c)
Figure 6-4: Range in Marginal Fuel-Cycle NMOG Emissions for Scenario 3