Current Emission Standards Research Articles

Analysis of Nitrogen and Phosphorus Pollution in Shenzhen Bay over the Past 40 Years

Based on 40 years of routine water quality monitoring data from Shenzhen Bay and special intensive monitoring since 2021, we analysed the spatiotemporal variations in nitrogen and phosphorus pollution. The results indicate serious levels of nitrogen and phosphorus pollution in Shenzhen Bay. Although recent trends show a decline in concentrations of inorganic nitrogen and reactive phosphate—with the annual average concentration of inorganic nitrogen dropping below 1.0 mg/L since 2020 and reactive phosphate levels near the bay mouth decreasing to approximately 0.020 mg/L—the overall water quality still does not meet China’s Class IV seawater quality standards. Additionally, water quality is poorer during the rainy season, with the average summer concentration of inorganic nitrogen being over 25% higher than in spring and autumn. The water quality is primarily influenced by land-sourced pollutants and tidal effects, generally, with the concentration of DIN and DIP decreased from the estuary of the Shenzhen River, the main seagoing river, to the bay mouth. Near the river’s mouth, concentrations of inorganic nitrogen and reactive phosphate are approximately six and four times higher, respectively, than those near the bay mouth. Due to current emission standards and sewage disposal methods, the proportion of nitrate nitrogen in DIN has significantly increased, exceeding 80% since 2020. To improve the water quality of Shenzhen Bay and to reduce pollution inputs, coordinated land and marine development activities are recommended.

Packing combination-set exceeds requirements of current fugitive emissions standards

Packing combination-set exceeds requirements of current fugitive emissions standards

Emission Characteristics of Heavy-Duty Vehicle Diesel Engines at High Altitudes

The aim of this study was to accurately quantify the emission characteristics of pollutants at different altitudes. We used an intake and exhaust altitude simulation system that could simulate the intake and exhaust pressures of a national sixth vehicle diesel engine at different altitudes. Experimental research was conducted on the World Harmonized Transient Cycle (WHTC) and World Harmonized Steady State Cycle (WHSC) of the diesel engine. The results showed that carbon monoxide (CO) emissions increased with the altitude at full load, but their rates were significantly reduced at low speed (800 rpm), increasing by 0.0084–0.665 ppm/m. Hydrocarbon (HC) emissions showed an initial decreasing and then increasing trend, with a rise of up to 30%. Nitrogen oxides (NOx) showed a linear decreasing trend, especially at low speed. With the increase in altitude, the cycle work of the diesel engine decreased in a non-linear manner, and the decrease became more pronounced above 3000 m. The raw emission results of the WHTC and WHSC tests also revealed that CO increased exponentially, NOx decreased slightly and then increased rapidly, HC increased linearly, and the emissions of all pollutants deteriorated significantly above 3000 m. The exhaust emission results of the WHTC and WHSC tests showed that the CO emission showed an initial decreasing and then increasing trend with the elevation of the altitude, approximately 15 ± 5 mg/kWh. HC emissions showed an increasing trend, with HC emissions of 3 – 6 mg/kWh for the WHTC and 1 – 2 mg/kWh for the WHSC. NOx emissions did not follow any obvious rule, while the particulate matter (PM) tended to increase and then decrease with the elevation of the altitude. In relation to the current emission standards, the limit value margin for CO and HC exhaust emissions is greater than 95% and the limit value margin for PM emissions is greater than 88% at an altitude of 4000 m. The NOx emission limit is greater than 87% (within 3000 m), but there is a risk of exceeding the limit above 3000 m. The second sampling data from the WHTC and WHSC showed that the raw emissions of the engine were higher in the high-altitude area than in the low-altitude area, but the change law of the exhaust emissions was not obvious, and the levels of both emissions were low.

Size-resolved particulate matter filtration efficiency of macroporous asymmetric SiC ceramic filters

Controlling particulate matter (PM) emissions to the atmosphere in industrial processes is critical for a safe and healthy environment. Because of its high strength and thermal stability, silicon carbide (SiC) is among the best materials for producing hot gas filters to be coupled to sugarcane bagasse-fired boilers in Brazil and India. In this study, we evaluated the performance of asymmetric SiC-based filters of different features for removing fine PM with particle sizes ranging from 90 to 3000 nm. The collection efficiency of the asymmetric filter made of SiC/mullite support with no pore former, porosity of 31–33 %, and permeability of (0.17–0.30) × 10−11 m2 with a coating thickness of 109–138 μm, effective pore size of 19–26 μm, and effective collector diameter of 64–86 μm was higher than 99 % for PM with size greater than 0.60 μm. The SiC formulation with mullite and pore former also presented promising performance. The resulting pressure drop remained within the range reported for commercial hot gas filters. Over 99 % of the mass of soot and fly ash particles generated during sugarcane bagasse combustion exceeds the MPPS range found for filters, which was between 0.16 and 0.36 μm. Therefore, the SiC asymmetric filters presenting mullite in their formulation are anticipated to meet current international emission standards.

The potential of dimethyl ether (DME) to meet current and future emissions standards in heavy-duty compression-ignition engines

Dimethyl Ether (DME, H3C-O-CH3) is regarded as a meaningful alternative fuel as it has a comparably high energy density, can easily be stored on vehicles, can be produced via different renewable pathways, has a high Cetane number and is therefore suitable for use in efficient and durable compression ignition engines. Moreover, the DME molecule lacks carbon bonds and due to the inbuilt oxygen atom enables low-sooting diffusion combustion. This study reports on the performance and emission characteristics of a state-of-the-art heavy-duty compression ignition engine with 11 L displacement which was optimized specifically for DME combustion. This includes the adaptation of the fuel supply and injection system as well as the combustion chamber geometry. In addition, the engine is equipped with an electrically driven volumetric pump in the exhaust gas recirculation (EGR) path which gives the freedom to set any desired EGR rate, independently from the pressure ratios across the turbocharger. The experimental results show that DME operation retains the performance on the base Diesel engine (338 kW peak power) while significantly reducing the engine out emissions. The NOx-soot tradeoff, typical of Diesel applications, basically does not exist anymore so that a desired NOx level can basically be set without the restrictions of sooting combustion. In addition, the combustion is very complete and very low levels of regulated and non-regulated pollutant emissions can be detected (e.g. for carbon monoxide, DME, methane, benzene, toluene, acetaldehyde, formaldehyde, formic acid). Transient operation is unproblematic and very low emissions can be achieved using the same exhaust gas treatment system as for diesel. Actually, total hydrocarbon, carbon monoxide and particle emission levels of the actual EuroVI and possibly even for the proposed EuroVII on-road legislation could be met without any exhaust gas purification. In terms of tailpipe CO2 emissions, a reduction of around 11% is possible compared with a diesel-fueled engine.

Current vehicle emission standards will not mitigate climate change or improve air quality

The vehicle emissions testing programme was conducted by the UK Department of Transport in 2016 in response to emissions tampering exposed in the Volkswagen (VW) emissions scandal. The programme identified large emissions discrepancies between real-world and in-lab testing across a range of Euro 5 and Euro 6 diesel passenger vehicles. The large vehicle test fleet reflects the current challenges faced in controlling vehicle emissions. This paper presents the following findings: NOx emissions are altered due to exhaust gas recirculation mismanagement. A new Real-Life Emissions methodology is introduced to improve upon the current Real Driving Emissions standard. A large and concerning emissions divergence was discovered between the achieved NOx improvement and deterioration of CO2. The findings act as catalysts to improve vehicle emissions testing beyond standards established since the VW scandal, aiding in the development of better climate change mitigation strategies and bring tangible air quality improvements to the environment.

Water Pollution Abatement in Olive Oil Industry in Morocco: Cost Estimates and Policy Implications

This article discusses the challenges of water scarcity and industrial water pollution in developing countries, specifically in Morocco, where the olive oil industry is a significant contributor to organic water pollution. The Moroccan government has implemented regulations and economic incentives to address this issue, but enforcement has been hindered by a lack of information on environmental damage and pollution abatement costs. This study aims to improve the knowledge of public decision makers on the costs of the depollution of oil mills and to use this information to develop tools for the reinforcement of the current regulation mechanism. To meet our research objective, the Translog hyperbolic distance function is used to represent the environmental technology generating three undesirable outputs (SS, BOD, and COD) and to estimate the olive oil mills’ specific pollution abatement cost (shadow price). Finally, pollutant-specific taxes are computed using the tax-standard method. The results showed that oil mills must renounce the production of olive oil totaling MAD 13,314, MAD 4706, and MAD 5786 for the reduction of one ton of SS, BOD, and COD, respectively, and that there are economies of scale in the treatment of olive mill wastewater. After calculating the rate of the environmental tax, we conclude that implementing the tax according to current emission standards can be very restrictive for oil mills, as it would represent 22% of the total annual turnover of the olive oil industry. These findings suggest a redesign of the regulation mechanism, including the implementation of environmental monitoring systems, the consideration of economies of scale in pollution control, and the use of better-targeted green subsidies and effective environmental tax. However, further research is needed to understand the impact of these measures on the economic performance of the olive oil industry.

Trends in air pollutant emissions from the sintering process of the iron and steel industry in the Fenwei Plain and surrounding regions in China, 2014–2017

China is the largest iron and steel producer and consumer in the world. The iron and steel manufacture, especially the sintering process, is energy-intensive, and contributes substantially to air pollutant emissions in China. Compared with other regions, the Fenwei Plain, a coal base, has a heavy industry concentration, and high pollutant emission total amount. In addition, urban air pollution has rebounded, and the pollutants concentrations in many cities have increased rather than decreased. In this study, we investigated the inter-annual trends of particulate matter (PM), sulfur dioxide (SO2) and nitrogen oxide (NOx) from the sintering process of iron and steel industry (ISI) in the Fenwei Plain and the surrounding regions in China from 2014 to 2017 based on the Continuous Emission Monitoring System (CEMS). We found that the oxygen content of the flue gas is the key to judge whether the sintering flue gas air pollutant emission concentration can meet the standard. Therefore, we adopted the converted concentration by the reference oxygen content in the final analysis. Overall, the SO2 and PM emission concentrations exhibit a downward trend from 2014 to 2017, in response to the strengthening of the emission control policies and standards in the ISI, whereas the NOx emission concentration did not change significantly during the same period The emission factors (EFs) of PM, NOx and SO2 obtained in this study are lower than previous estimates. In 2017, the SO2 and PM emissions were 27% and 32% lower than the levels in 2014.While NOx was 22% higher than the level in 2014. Our study confirmed the effectiveness of current emission control policies and standards in the iron and steel sector. However, the levels of NOx emissions were still high until 2017, illustrating the urgent need for more advanced emission control technologies to further reduce NOx emissions from the sintering flue gas in China.

Zero-impact emission limits of enterprise-scale air pollutants—a case study of a typical petrochemical enterprise in Shanghai Chemical Industry Park

ABSTRACT The implementation of pollutant emission control has made initial achievements in the plant power, iron, and steel industries in China. To further improve air quality, it is of great significance to carry out research on zero-impact emissions of the petrochemical industry. Based on the existing concept and practice of zero emissions, this study proposes the concept of zero-impact emissions, taking emission concentration as the constraint. A typical petrochemical enterprise (namely Enterprise A) in Shanghai Chemical Industry Park as the research object, and used the CALPUFF model to simulate the target pollutant emissions (i.e. sulfur dioxide (SO2), nitrogen oxide (NOx), particulate matter (PM), and volatile organic compounds (VOCs)). The current emission standard, spatial distributions, and emission heights of chimneys in Enterprise A was considered as the baseline emission scenario and taking the zero-impact emission as a target for simulation. The results show that the current emission standards of NOx and VOCs (benzene) exceeded the zero-impact emission limits, and needed to be reduced by 22% and 87.5%, respectively. Moreover, the areas that exceeded the zero-impact concentration limits were located northwest of the chimneys and Hangzhou Bay. In terms of seasonal effects, the wind conditions in spring were more adverse for the enterprise to achieve zero-impact emissions. Based on the simulation, the zero-impact emission limits of SO2, NOx, PM, and VOCs (benzene) for Enterprise A were 50 mg/m 3, 78 mg/m 3, 10 mg/m 3, and 0.32 mg/m 3, respectively. Implications: Through case study, this paper solves the environmental management issue which is of universal significance for chemical industry park. The concept of zero-impact emissions and the determination method of zero-impact concentration limits proposed in this study could be used as references for related research on cutting emissions. Although the conclusion of this study about the emission limits is not suitable for other enterprises to apply directly, the calculation method of zero-impact emission limit can be used by other enterprises. Furthermore, the zero-impact emission limits on park scale can be determined after comprehensive evaluation based on the calculation results of multiple enterprises.

Research on the Monitoring Methods of VOCs Leak of Open Circulating Water System in Refineries

Open circulating water heat exchangers are widely used in refineries. According to the current emission standards, whether a circulating water system is leaking is determined by total organic carbon (TOC) concentration at the inlets and outlets of circulating water heat exchangers. However, this method is rough with low compatibility, making it hard to judge the actual leak of a circulating water heat exchanger. Taking a typical refinery with a yearly output of five million tons of oil as an example, we established a ledger of an open circulating water system and optimized the method to judge whether the system is leaking in this paper. The results show that there are 63% of the circulating water heat exchangers can be decided by monitoring the quality of circulating water. Among all, the leak of only 18.81% of the circulating water heat exchangers can be decided by monitoring the amount of TOC.

Non-negligible emissions of black carbon from non-road construction equipment based on real-world measurements in China

Non-road construction equipment (NRCE) has become a vital contributor to urban air pollutants with the rapid urbanization in China. Black carbon (BC), as a key pollutant emitted from NRCE (mainly diesel-fueled), has attracted considerable concerns due to adverse impacts on climate change, visibility, and human health. However, the understanding of its emissions is still unclear based on limited research results. In this study, we conducted real-world measurements on BC emissions from 12 excavators and 9 loaders to characterize the variation and quantify fuel-based emission factors (EFs) by using a synchronous platform based on PEMS (SP-PEMS). We analyzed the impacts of key factors (operation mode, emission standard, and engine rated power) on BC emission comprehensively. High BC emission in working mode may be mainly owing to the increase of fuel consumption and the deterioration of air-fuel ratio. With more stringent emission standards, BC EFs of all tested NRCE present significant decreasing trends. Interestingly, NRCE with high rated power generally exhibits lower BC emissions. Through comparison, we find BC EFs in this study are generally higher than elemental carbon (EC) EFs reported in previous studies, which will lead BC emissions from NRCE to be underestimated while EC EFs are used instead of BC EFs. Furthermore, BC EFs of NRCE with Stage III are significantly higher (1–3 orders of magnitude) than those of on-road diesel trucks with the current mainstream emission standards of China IV and China V, which reinforces the urgency and importance of controlling BC emissions from NRCE in China. Finally, we recommend BC EFs of excavators and loaders under different emission standards and operation modes, and which preliminarily fills the gap in localized BC EFs of typical NRCE to relieve the urgent needs for emission inventory calculation.

Technology of mercury removal from exhaust from coal fired boilers

For the Polish power industry, the basic fuel is hard coal and lignite, which contains significant amounts of mercury. Current emission standards in the European Union (IED directive and in the near future BAT conclusions) create conditions for investment in flue gas cleaning installations for coal-fired power plants. During the combustion of coal, mainly metallic mercury (Hg0) is produced, which is difficult to remove from the flue gas in dedusting installations (electrostatic precipitators and fabric filters) and wet flue gas desulphurization plants. In these installations, oxidized mercury (Hg2+) and ash bound mercury (Hg(p)) are removed. In order to reduce the mercury concentration in flue gases, the DEMERTEC technology was created, which is based on the oxidation of metallic mercury to an oxidized form and its removal from flue gas in an existing flue gas de-dusting or de-sulphurization installations. The article presents the results of field tests of the DEMERTEC technology for flue gas from hard coal and lignite. This technology was tested on a ~ 400 MWe unit fed with lignite and on an FGD absorber in which flue gas was purified from two units with a capacity of 195 and 220 MWe fed with hard coal. In both cases, mercury emissions were reduced below the levels required by the BAT conclusions.

The effects of split direct injection on the operation of a tractor diesel engine fueled by biodiesel B20

The use of biodiesel-diesel blends is a current solution to some important problems, such as the depletion of oil resources, global warming, and the pollutant emissions of smoke, carbon monoxide, and hydrocarbons of diesel engines. However, the use of this alternative fuel is characterized by a reduction in engine effective power and an increase in brake-specific fuel consumption and nitrogen oxide pollutant emissions. Using the AVL MCC zero-dimensional combustion model of the AVL BOOST simulation program, it was evaluated to what extent split injection strategies can improve the performance and fuel economy of a tractor diesel engine fuelled with biodiesel B20 at maximum brake torque condition considering noise and pollutant emissions limitation. Various pilot – main – post split injection strategies have been studied to establish the optimal injection characteristics in terms of performance and fuel economy. Subsequently, they have been adapted in terms of compliance with current emission standards. In this way, it has been emphasized that the split injection solution is a viable way to improve performance, economy, and pollutant emissions of a tractor diesel engine.

A novel volatile organic compound cryogenic recovery system with cold energy storage

For recovery of volatile organic compounds (VOCs) from exhaust gas, the traditional condensation method cannot meet existing emission standards because the refrigeration is insufficient, and the operating cost is high when dealing with exhaust gas discharged intermittently or under variable conditions. To overcome these problems, a novel VOC cryogenic recovery system with cold energy storage has been designed by combining turbine expansion refrigeration technology with cold energy storage technology. Intermittently discharged oil gas was selected as the treatment object, and steady-state and dynamic simulation of the system was carried out by HYSYS. The steady-state simulation results show that the non-methane total hydrocarbon emission concentration (NMHC) after treatment is 57.54 mg/Nm3 and the comprehensive recovery rate of oil gas is as high as 99.99%, which can meet the current emission standards. In addition, due to the application of cold energy storage technology, the system can use valley power for large-scale cold storage, providing cooling capacity for system operation at peak power consumption, which can reduce the operating cost. Finally, the dynamic simulation results show that the system has good dynamic characteristics. When the feed condition of the system is disturbed, the system can recover stability, and the overall performance parameters are less disturbed, which proves that the system can deal effectively with off-design VOC exhaust gas. The conclusions of this paper are of great significance to industrial applications involving VOC exhaust gas with variable conditions and intermittent emission.

Experimental Study of the Effect of Fuel Catalytic Additive on Specific Fuel Consumption and Exhaust Emissions in Diesel Engine

Fuel catalytic additives have been tested for many years. Herein, their influence on the overall efficiency of combustion engines is investigated, and their pro-ecological impact is assessed. The majority of this research concerns diesel engines. Despite many advantages, to this day, the use of catalytic additives has not become widespread. Wishing to clarify the situation, a research group from the Wroclaw University of Science and Technology decided to investigate this matter, starting with verification tests. This article presents the methodology and results of testing an actual diesel engine, and evaluates the effects of the use of a fuel catalytic additive. The focus was on the analysis of fuel consumption and exhaust gas emissions from a Doosan MD196TI engine. The tested additive was a commercial fuel performance catalyst (FAMAX) with up to 5% ferric chloride as an organometallic compound. The proportion of the mixture with the fuel was 1:2000. These studies provide an energy and ecological assessment of propulsion in inland vehicles relative to current exhaust emission standards. The tests were carried out in accordance with the ISO 8178 standard, albeit on a much broader scale regarding engine operation than required by the standard. In this way, a set of previously published data was more than doubled in scope. Detailed conclusions indicate the positive effect of the tested fuel additive. The emission values decreased, on average by 16.7% for particulate matter (PM), 10.1% for carbon monoxide (CO), and 7.9% for total hydrocarbons (THC). Unfortunately, the amount of nitrogen oxides (NOx) increased by 1.2%. The average difference in specific fuel consumption (BSFC) between the fuel with additive and pure diesel fuel was 0.5%, i.e. below the level of measurement error. The authors formulated the following scientific relationship between the thermal efficiency of the engine and the operation of the catalyst: the effect of the catalyst on the combustion process decreases with the increase of the thermodynamic efficiency of the engine. This conclusion indicates that despite the proven positive effect of catalysts on the combustion process, they can only be used in markets where engines with low thermal efficiency are used, i.e., older generation engines.

PM10 and PM2.5 emission factors for non-exhaust particles from road vehicles: Dependence upon vehicle mass and implications for battery electric vehicles

Governments around the world are legislating to end the sale of conventionally fuelled (gasoline and diesel) internal combustion engine vehicles (ICEV) and it is assumed that battery-electric vehicles (BEV) will take their place. It has been suggested that due to their increased weight, non-exhaust emissions of particles from BEV may exceed all particle emissions, including exhaust, from an ICEV. This paper examines the vehicle weight-dependence of PM10 and PM2.5 emissions from abrasion (brake, tyre and road surface wear) and road dust resuspension and generates a comparison of the two vehicle types. The outcome is critically dependent upon the extent of regenerative braking relative to use of friction brakes on the BEV, but overall there will be only modest changes to the total local emissions of particles from a passenger car built to current emissions standards.

Effects of fuel injection parameters on premixed charge compression ignition combustion and emission characteristics in a medium-duty compression ignition diesel engine

From the different power plants, the compression ignition diesel engines are considered the best alternative to be used in the transport sector due to its high efficiency. However, the current emission standards impose drastic reductions for the main pollutants, that is, NO x and soot, emitted by this type of engines. To accomplish with these restrictions, alternative combustion concepts as the premixed charge compression ignition are being investigated nowadays. The objective of this work is to evaluate the impact of different fuel injection strategies on the combustion performance and engine-out emissions of the premixed charge compression ignition combustion regime. For that, experimental measurements were carried out in a single-cylinder medium-duty compression ignition diesel engine at low-load operation. Different engine parameters as the injection pattern timing, main injection timing and main injection fuel quantity were sweep. The best injection strategy was determined by means of a methodology based on the evaluation of a merit function. The results suggest that the best injection strategy for the low-load premixed charge compression ignition operating condition investigated implies using a high injection pressure and a triple-injection event with a delayed main injection with almost 15% of the total fuel mass injected.

Benefits of current and future policies on emissions of China's coal-fired power sector indicated by continuous emission monitoring

Emission inventories are critical to understanding the sources of air pollutants, but have high uncertainties in China due in part to insufficient on-site measurements. In this study, we developed a method of examining, screening and applying online data from the country's improving continuous emission monitoring systems (CEMS) to reevaluate a “bottom-up” emission inventory of China's coal-fired power sector. The benefits of China's current national emission standards and ultra-low emission policy for the sector were quantified assuming their full implementation. The derived national average emission factors of SO2, NOx and particulate matter (PM) were 1.00, 1.00 and 0.25 kg/t-coal respectively for 2015 based on CEMS data, smaller than those of previous studies that may not fully recognize improved emission controls in recent years. The annual emissions of SO2, NOx and PM from the sector were recalculated at 1321, 1430 and 334 Gg respectively, 75%, 63% and 76% smaller than our estimates based on a previous approach without the benefit of CEMS data. The results imply that online measurement with proper data screening can better track the recent progress of emission controls. The emission intensity (the ratio of emissions to economic output) of Northwest China was larger than that of other regions, attributed mainly to its less intensive economy and industry. Transmission of electricity to more-developed eastern provinces raised the energy consumption and emissions of less-developed regions. Judged by 95 percentiles of flue-gas concentrations measured by CEMS, most power plants met the current national emission standards in 2015 except for those in Northwest and Northeast China, while plants that met the ultra-low emission policy were much scarcer. National SO2, NOx and PM emissions would further decline by 68%, 55% and 81% respectively if the ultra-low emission policy can be strictly implemented, implying the great potential of the policy for emission abatement.

Pollutant emissions analysis of a hybrid drive bus in a SORT 2 test

The paper presents the results of emission tests of a city bus equipped with a series hybrid drive. The measurements were performed in accordance with the current guidelines of the standardized SORT 2 test (Standardized On-Road Test Cycles 2) reflecting the typical urban driving conditions. The analysis includes gaseous compounds (CO2, CO, THC and NOx). SEMTECH DS mobile device categorized as portable emissions measurement systems was used in the research. The test vehicle operating conditions were evaluated in relation to the operating parameters variability and the drive system. In addition, a comparison of the fuel consumption and travel velocity recorded during the test cycle have been shown. The research object was an 18-meter long city bus with a 6.7 dm3 displacement engine, meeting the current emission standards. The article discusses the issue related to the type approval of buses, which belong to the heavy vehicles group, but they are characterized by very specific operating conditions. Based on the obtained data, the ecological indicators of the tested vehicle were determined and compared with the limits in force in the current Euro VI standard.

Exergy Analysis of Organic Rankine Cycle and Electric Turbo Compounding for Waste Heat Recovery

With such tough legislation on current emission standards, car manufacturers are focusing on increasing the efficiency of their engines with the development of advance waste heat recover (WHR) technology. Organic Rankine Cycle (ORC) and Electric Turbo Compounding (ETC) system have a good potential to be used as exhaust energy recovery. This paper compares the exergy availability and losses between the ORC and the ETC. In this particular study, exhaust data from the Proton 1.6L CamPro CFE turbocharged engine was used. This particular engine already has a main turbocharger, making the added WHR as a secondary recovery system to further increase the engine efficiency. Both systems are coupled to a 1 kW electric generator for ease of comparisons. At first the available exergy is calculated for both WHR technologies. Exergy losses from rotating the generator are analysed to finally determine the thermal efficiency of the overall system. Exergy calculation is simplified to only account for chemical and physical exergy since kinetic and potential energy are negligible in comparison. Available exergy for ORC was significantly high which went up to 12.5 kW with the exergy losses recorded at 9.7 kW. The ETC achieved only 5 kW but had a small loss at 8x10-3 kW. Average thermal efficiency of the ORC systems was 10.7% compared to ETC which was 58.7%. It can be concluded that the complexity of the ORC system contributes to its downfall where multiple components increase its exergy losses compared to the simplistic design of an ETC.