I’ve been spending quite a bit of time researching the use of tetraethyl lead and additives (TEL) in New Zealand to help Brian Arndt (See Institutional malfeasance blog post). I’ve found out quite a lot, including the extent to which a government will go to hide an inconvenient truth.
I tried using Google (and other search engines) to answer a simple question; Is petrol containing tetraethyl lead still being used in New Zealand? I knew the answer to this question, sadly, but I wanted the official position of the NZ authorities. The answer was that leaded petrol is no longer used. But that statement is actually not true, because there are exceptions which I’ll discuss later.
I’d like you to understand the global position on leaded petrol and a great place to start is the article “The crazy history of lead in gasoline, https://energyathaas.wordpress.com/2020/03/02/the-crazy-history-of-lead-in-gasoline.
Leaded petrol is terribly dangerous before it’s been combusted, and the combustion products are pretty dangerous too. And yet we are continuing to use leaded petrol, despite it being banned.
Following the ban of Mogas (motor vehicle gasoline, leaded petrol for cars), in 1996 in NZ, you could still buy the TEL additives to add to your unleaded petrol so that an older car’s valves and other components didn’t get “damaged”. We don’t know whether this is true of not, because the manufacturers worked hard to ensure the continued sales of TEL.
At the time TEL first started being used as an antiknock additive, 15% ethanol was found to be as effective, but it didn’t have the income generating ability of TEL so there was a huge amount of lobbying and propaganda (marketing?) in support of TEL and against the use of ethanol. This included abundant assurances to the public that leaded petrol was safe, despite the greater abundance of evidence indicating otherwise. But money talks and what it achieved in the US was it drowned out the competition and the people warning of the dangers.
The antiknock additives in leaded petrol combined the toxicity of inorganic lead with the toxicity and cancer-producing toxicity of alkyl halides. I’ve talked about the effects of inorganic lead in previous posts, though I hadn’t included exotic effects like calcification of the brain and protate.
I’ve tried hard to find out exactly what additional health hazards TEL exposure adds, but there is so little clinical data available post 1960 that I can’t help but suspect that the research or data has been suppressed. There is no doubt however that keeping leaded petrol flowing out of the bowsers was well managed.
Dr Robert A Kehoe was a prominent figure in the history of tetraethyl lead. It was his job, indirectly funded by the Ethyl Corporation(Associated Octel) and oil companies, to keep the lid on the toxic effects of lead and to act as a highly visible medical research influencer to downplay the dangers of lead. There is extensive documentation available on (https://www.toxicdocs.org) that highlights some of the information management by Octel/Ethyl.. One document (KE0004997) provides notes to Dr Kehoe about the attendees of a meeting between Swedish officials and Esso European in 1968. One of the pre-meeting notes is worth sharing:
Prof. Kehoe, as a source of information for the defence of the lead industry had been accused of bias by Danielsson and others. Prof. K speaks for the University of Cincinatti and the Kettering Institute and not on behalf of any industry, to give factual information to people who are not familiar with the problems of industrial toxicity, not only with lead, but with other elements.
I’ll repeat that the funding for the Kettering Institute was provided from the oil industry and Ethyl/Octel.
The are many examples of Ethyl/Octel downplaying the dangers of lead but an article “Issues surrounding the use of lead in gasoline – energy economic and environmental by R.J. Larbey of Associated Octel, takes the cake with the following statement:
It is argued that there is no demonstrable evidence that lead’s use as a gasoline additive results in any adverse health effects.
There is absolutely no doubt that the messaging about lead exposure being safe was both comprehensive and effective. There’s an interesting article in a newspaper in New Zealand, as one example: “Lead in petrol ‘small factor’”. It states:
Northland’s Medical Officer of Health, Dr J. S. McKenzie-Pollock, believes the issue of lead content in petrol has been blown out of proportion. Responding to a recent statement by the Friends of the Earth condemning Government moves to reduce lead levels, Dr McKenzie-Pollock said today that lead in petrol was only a small percentage of the lead in the environment.
“I would put the emission from cars as maybe about 10 per cent of the lead problem,” he said. Other sources such as some pottery glazes— “a lot of the
Friends of the Earth people are potters” — old paint on old houses and solder were more of a problem, he said.
I think history has proved him to be somewhat wrong, but then again, the health dangers of leaded petrol were well known by 1979 as were the “lobbying” efforts of the Octel Corporation. Suppressing the dangers of TEL wasn’t difficult in New Zealand and leaded petrol was welcomed with open arms. There were occasional incidents indicating TEL might be harmful, but they were covered up. The value of people’s lives couldn’t compete with the power of the mighty lobbying dollar.
It’s worth pointing out that Brian Arndt made a claim that much more TEL additive was being used in the period he worked at New Zealand’s only refinery. The distillate at the time was of such poor quality that it required extra TEL to achieve an adequate octane rating.
Evidence that this was the case appeared in a NZ News article reporting a meeting between the government, spark plug manufacturers and the oil industry to discuss fouling of spark plugs from leaded petrol. Apparently the fouling problem was much more severe in NZ.
The implications of using higher concentrations of TEL additives in leaded petrol are far more severe than accelerated fouling of sparkplugs. It means that urban areas, particularly near major roads are more heavily contaminated with lead. It also means that exposure to lead was at much higher levels than experienced in other countries in the world. The association between lead exposure from leaded petrol and youth violence and crime has been well established, as have the other neurological and physical effects. New Zealand may very well be the most highly lead polluted country in the world, per capital, thanks to the increased use of TEL.
In any case, there is a near total lack of evidence about almost all aspects of the manufacturing and use of leaded petrol in New Zealand. Imports of TEL additives were not recorded because the refinery was made a customs bond area. As a result, there is no documentation about the amount of TEL brought into the refinery for blending. There “ought” to be information on the amount of leaded petrol leaving the refinery, but there isn’t. No customs records are available either. I guess there are a few possibilities but the one that seems the most likely reason is a government coverup. The Octel corporation suggested that New Zealand wasn’t using extra TEL, but that statement is unsupportable.
Then we’ve got to ask how Octel convinced government authorities to ignore the then current knowledge of the dangers of leaded petrol, but all that really matters is they were willing to look the other way. It’s noteworthy that Associated Octel (Octel), the maker of TEL was in very good favour with the NZ Ministry of Health and pollution officials.
If you’d like an comprehensive summary of the tardiness of the NZ government’s actions in banning leaded petrol, then I suggest you read the article by Nick Wilson and John Horrocks, “Lessons from the removal of lead from gasoline for controlling other environmental pollutants: A case study from New Zealand”, Environmental Health 2008, 7:1 doi:10.1186/1476-069X-7-1.
Eventually, despite the best efforts of Octel, New Zealand’s leaded petrol “ban” happened in 1996. The quotes around the word ban are intended to indicate that the use of leaded petrol still hasn’t really been banned. In addition to allowing the initial import of the TEL additives so that car owners could add it to unleaded petrol for their pre-catalytic converter cars and racing engines. NZ still allows the use of Avgas100 LL (100 octane low lead!) for aviation and for racing engines. Admittedly it’s only 0.56g lead/litre but that’s still quite a bit of lead. I hope you’re thinking about that at the next jet boat race you attend.
Avgas 100LL is formulated to produce power at altitude and steady RPM. Aviation engines are certified to use leaded petrol and would have to be recertified for unleaded petrol. On the other hand, dyno testing of racing engines indicates that Avgas does not produce the power to weight ratio of racing fuels.
In terms of relative risk of the two Avgas usage cases, it is estimated that racing can produce many times more lead pollution in one race meeting than the amount produced annually by a general aviation airport. Why does the exclusion to allow the use of leaded petrol for racing still exist? Who does it benefit?
And who is getting paid to look the other way, or afraid of losing votes if the racers insist that they have to have leaded petrol?
Please stop using leaded petrol, if not for your sake, think of your children and grandchildren.
