Academic literature on the topic 'Vehicle fleet emissions'
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Journal articles on the topic "Vehicle fleet emissions"
1
Lajunen, Antti, Klaus Kivekäs, Jari Vepsäläinen, and Kari Tammi. "Influence of Increasing Electrification of Passenger Vehicle Fleet on Carbon Dioxide Emissions in Finland." Sustainability 12, no. 12 (June 19, 2020): 5032. http://dx.doi.org/10.3390/su12125032.
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Different estimations have been presented for the amount of electric vehicles in the future. These estimations rarely take into account any realistic dynamics of the vehicle fleet. The objective of this paper is to analyze recently presented future scenarios about the passenger vehicle fleet estimations and create a foundation for the development of a fleet estimation model for passenger cars dedicated to the Finnish vehicle market conditions. The specific conditions of the Finnish light-duty vehicle fleet are taken into account as boundary conditions for the model development. The fleet model can be used for the estimation of emissions-optimal future vehicle fleets and the evaluation of the carbon dioxide emissions of transportation. The emission analysis was done for four different scenarios of the passenger vehicle fleet development in Finland. The results show that the high average age of the fleet and high number of older gasoline vehicles will slow down the reduction of carbon dioxide emissions during the next five to ten years even with a high adoption rate of electric vehicles. It can be concluded that lowering the average age, increasing biofuel mixing ratios, and increasing the amount of rechargeable electric vehicles are the most effective measures to reduce carbon dioxide emissions of the Finnish passenger vehicle fleet in the future.
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Barth, Matthew, Theodore Younglove, Tom Wenzel, George Scora, Feng An, Marc Ross, and Joseph Norbeck. "Analysis of Modal Emissions From Diverse In-Use Vehicle Fleet." Transportation Research Record: Journal of the Transportation Research Board 1587, no. 1 (January 1997): 73–84. http://dx.doi.org/10.3141/1587-09.
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The initial phase of a long-term project with national implications for the improvement of transportation and air quality is described. The overall objective of the research is to develop and verify a computer model that accurately estimates the impacts of a vehicle’s operating mode on emissions. This model improves on current emission models by allowing for the prediction of how traffic changes affect vehicle emissions. Results are presented that address the following points: vehicle recruitment, preliminary estimates of reproducibility, preliminary estimates of air conditioner effects, and preliminary estimates of changes in emissions relative to speed. As part of the development of a comprehensive modal emission model for light-duty vehicles, 28 distinct vehicle/technology categories have been identified based on vehicle class, emission control technology, fuel system, emission standard level, power-to-weight ratio, and emitter level (i.e., normal versus high emitter). These categories and the sampling proportions in a large-scale emissions testing program (over 300 vehicles to be tested) have been chosen in part based on emissions contribution. As part of the initial model development, a specific modal emissions testing protocol has been developed that reflects both real-world and specific modal events associated with different levels of emissions. This testing protocol has thus far been applied to an initial fleet of 30 vehicles, where at least 1 vehicle falls into each defined vehicle/technology category. The different vehicle/technology categories, the emissions testing protocol, and preliminary analysis that has been performed on the initial vehicle fleet are described.
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Silva, Karen Leandra Ávila da, Marcelo Félix Alonso, and Lucijacy Pereira de Oliveira. "ANÁLISE DAS EMISSÕES ATMOSFÉRICAS DE FONTES MÓVEIS PARA A CIDADE PELOTAS – RS." Ciência e Natura 38 (July 20, 2016): 347. http://dx.doi.org/10.5902/2179460x20256.
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This study aimed to establish an vehicular emissions inventory to the Pelotas city, for the 2012 base year. An analysis of vehicular emissions was proposed to the CO, NOx and NMHC atmospheric pollutants, following the methodology proposed by the Environmental Protection Agency (EPA). The vehicle fleet data was obtained from the National Traffic Department (DENATRAN-RS), resumed in five vehicle categories (light vehicles, light commercial vehicles, trucks, motorcycle and bus). The categorization of fuel consumed (gasoline, alcohol, biofuel and diesel) follows distribution obtained from the National Agency of Vehicle Manufacturer (Anfavea) and emission factors have been corrected by the deterioration factor, according to the methodology proposed in the National Inventory of vehicle emissions. As evidenced in inventory results, automobiles (totaling 59% of Pelotas fleet) accounted for approximately 63% of the emission of CO and 72% of NMHC emissions. As expected, the heavy vehicles (trucks / buses) accounted for 76% of NOx emissions in the city. It was estimated that the fleet vehicle Pelotas emits 11,497 tonnes of CO, 3,727 tons of NOx and 2,280 tons of NMHC.
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Vosper, S. J., and J. F. Mercure. "Assessing the effectiveness of South Africa’s emissions based purchase tax for private passenger vehicles: a consumer choice modelling approach." Journal of Energy in Southern Africa 27, no. 4 (December 21, 2016): 25. http://dx.doi.org/10.17159/2413-3051/2016/v27i4a1436.
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South Africa is an important economy in terms of global greenhouse gas emissions and it has made progressive policy steps to address its national emissions. One significant national fiscal policy is the emissions based purchase tax for private passenger vehicles, implemented in September 2010. There has, however, been little attempt to assess the effect that this key mitigation policy has had on the emissions of new passenger vehicle fleets. This study uses a discrete consumer choice model to assess the effectiveness of this tax policy in changing consumer behaviour and reducing fleet emissions. It finds that the emissions reduction achieved by the tax were negligible compared to the increases in fleet emissions associated with the growing vehicle market. It is demonstrated that the structure of the tax policy does not suit the dynamics of the South African vehicle market and the policy would require restructuring if it is to more effectively reduce fleet emissions. In addition, for the tax policy to effect significant fleet emissions reductions in the future it will require the emergence of low- and zero-carbon vehicle technologies in the lowest price brackets of the market, possibly via subsidy policies.
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Malcolm, Carrie, Theodore Younglove, Matthew Barth, and Nicole Davis. "Mobile-Source Emissions: Analysis of Spatial Variability in Vehicle Activity Patterns and Vehicle Fleet Distributions." Transportation Research Record: Journal of the Transportation Research Board 1842, no. 1 (January 2003): 91–98. http://dx.doi.org/10.3141/1842-11.
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Accurately estimating mobile-source emissions requires a good understanding of vehicle activity and the characteristics of the on-road vehicle fleet. Spatial variability in vehicle activity patterns and vehicle fleet composition can have significant effects on the overall emissions inventory. Simply determining total vehicle miles traveled is insufficient for emissions inventory calculations from the new-generation models of mobile-source emissions. Improvements in emissions-control technology over the past 20 years have led to large decreases in the emissions of light-duty cars and trucks, resulting in large variations in vehicle emissions depending on model year and technology type. In addition, research indicates that the accurate characterization of vehicle activity is necessary in conjunction with better spatial resolution of vehicle fleet characteristics because of the differing modal behavior of the vehicles within various vehicle and technology groups. Vehicle activity and vehicle fleet data were collected in the South Coast Air Basin in southern California. Vehicle activity was characterized primarily using a large second-by-second speed and acceleration data set collected from probe vehicles operated within the flow of traffic. In addition, three sets of vehicle fleet data were collected and used for spatial comparison. The results of the analysis show spatial and temporal differences in vehicle activity patterns and vehicle fleet characteristics; differences in speed and congestion affect the speed–acceleration profiles as well as associated emissions.
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Konečný, Vladimír, Jozef Gnap, Tomáš Settey, František Petro, Tomáš Skrúcaný, and Tomasz Figlus. "Environmental Sustainability of the Vehicle Fleet Change in Public City Transport of Selected City in Central Europe." Energies 13, no. 15 (July 28, 2020): 3869. http://dx.doi.org/10.3390/en13153869.
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Diesel is the most used fuel for buses and other urban transport vehicles in European countries. This paper deals with impacts on emissions production from the operation of the urban public transport fleet after its renewal. To what extent can the renewal of the urban public transport fleet in the city of Žilina contribute to increasing environmental sustainability in the way of reducing air pollution? The vehicle fleet change has partially consisted of vehicle traction system transition-diesel buses were substituted by hybrid driven (HEV) and electric driven buses (BEV). How can the direct and indirect emissions from the operation of vehicles be calculated? These were the posed research questions. The research aimed to propose a methodology for the calculation of direct and indirect emissions. Indirect emissions values (WtT—Well-to-Tank) for different types of fuels and tractions were obtained based on regression functions. These WtT emission factors together with the existing TtW (Tank-to-Wheels) emission factors (direct emissions) can be used for the assessment of environmental impacts of specific types of vehicles concerning energy source, fuel, or powertrain and type of operation. Direct pollutants such as CO, NOx and PM were calculated with the use of simulation methodology of HBEFA (Handbook of Emission Factors for Road Transport) software. The calculated CO2 savings for the period 2019–2023 about fleet renewal in absolute terms are EUR 1.3 million tons compared to the operation of the original fleet while maintaining the same driving performance. The renewal of the vehicle fleet secured by vehicle traction transition can be a way to reduce the energy intensity and environmental impacts of public transport in Žilina.
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Wallington, Timothy J., James E. Anderson, Rachael H. Dolan, and Sandra L. Winkler. "Vehicle Emissions and Urban Air Quality: 60 Years of Progress." Atmosphere 13, no. 5 (April 20, 2022): 650. http://dx.doi.org/10.3390/atmos13050650.
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The past 60 years have seen large reductions in vehicle emissions of particulate matter (PM), nitrogen oxides (NOx), carbon monoxide (CO), hydrocarbons (HCs), sulfur dioxide (SO2), and lead (Pb). Advanced emission after-treatment technologies have been developed for gasoline and diesel vehicles to meet increasingly stringent regulations, yielding absolute emission reductions from the on-road fleet despite increased vehicle miles traveled. As a result of reduced emissions from vehicles and other sources, the air quality in cities across the U.S. and Europe has improved greatly. Turn-over of the on-road fleet, increasingly stringent emission regulations (such as Tier 3 in the U.S., LEV III in California, Euro 6 in Europe, and upcoming rules in these same regions), and the large-scale introduction of electric vehicles will lead to even lower vehicle emissions and further improvements in air quality. We review historical vehicle emissions and air quality trends and discuss the future outlook.
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Ježek, I., T. Katrašnik, D. Westerdahl, and G. Močnik. "Black carbon, particle number concentration and nitrogen oxide emission factors of random in-use vehicles measured with the on-road chasing method." Atmospheric Chemistry and Physics 15, no. 19 (October 5, 2015): 11011–26. http://dx.doi.org/10.5194/acp-15-11011-2015.
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Abstract. The chasing method was used in an on-road measurement campaign, and emission factors (EF) of black carbon (BC), particle number (PN) and nitrogen oxides (NOx) were determined for 139 individual vehicles of different types encountered on the roads. The aggregated results provide EFs for BC, NOx and PN for three vehicle categories: goods vehicles, gasoline and diesel passenger cars. This is the first on-road measurement study where BC EFs of numerous individual diesel cars were determined in real-world driving conditions. We found good agreement between EFs of goods vehicles determined in this campaign and the results of previous studies that used either chasing or remote-sensing measurement techniques. The composition of the sampled car fleet determined from the national vehicle registry information is reflective of Eurostat statistical data on the Slovenian and European vehicle fleet. The median BC EF of diesel and gasoline cars that were in use for less than 5 years decreased by 60 and 47 % from those in use for 5–10 years, respectively; the median NOx and PN EFs of goods vehicles that were in use for less than 5 years decreased from those in use for 5–10 years by 52 and 67 %, respectively. Surprisingly, we found an increase of BC EFs in the newer goods vehicle fleet compared to the 5–10-year old one. The influence of engine maximum power of the measured EFs showed an increase in NOx EF from least to more powerful vehicles with diesel engines. Finally, a disproportionate contribution of high emitters to the total emissions of the measured fleet was found; the top 25 % of emitting diesel cars contributed 63, 47 and 61 % of BC, NOx and PN emissions respectively. With the combination of relatively simple on-road measurements and sophisticated post processing, individual vehicle EF can be determined and useful information about the fleet emissions can be obtained by exactly representing vehicles which contribute disproportionally to vehicle fleet emissions; and monitor how the numerous emission reduction approaches are reflected in on-road driving conditions.
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Tivey, Jon, Huw C. Davies, James G. Levine, Josias Zietsman, Suzanne Bartington, Sergio Ibarra-Espinosa, and Karl Ropkins. "Meta-Analysis as Early Evidence on the Particulate Emissions Impact of EURO VI on Battery Electric Bus Fleet Transitions." Sustainability 15, no. 2 (January 12, 2023): 1522. http://dx.doi.org/10.3390/su15021522.
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The current generation of Zero Emission Vehicle (ZEV) policies are designed to accelerate the transition away from conventional internal combustion engine (ICE) petrol and diesel vehicle fleets. However, the current focus on zero exhaust emissions and the lack of more detailed guidance regarding Non-Exhaust Emissions (NEEs) may mean that some of the trade-offs in transitioning to, e.g., Battery Electric Vehicle (BEV) fleets may be missed by many in the commercial sector. Here, as part of early work on the scoping of the First Bus EURO VI Diesel Vehicle (E6DV) to BEV fleet upgrades, we estimate E6DV total particulate emissions to be ca. 62–85 and 164–213 mg.veh−1.km−1 for PM2.5 and PM10, respectively, and that the majority, typically 93–97%, are NEEs. We also discuss the complex interaction between E6DV/BEV properties and estimate potential changes resulting from the transition to BEVs as ranging from a decrease of ca. 2–12% to an increase of ca. 12–50% depending on a combination of weight difference, regenerative brake performance and journey type. Finally, we propose metrics that would allow fleet operators more insight into a wider range of emission outcomes at the scoping stage of a fleet upgrade.
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Zavala, M., S. C. Herndon, E. C. Wood, J. T. Jayne, D. D. Nelson, A. M. Trimborn, E. Dunlea, et al. "Comparison of emissions from on-road sources using a mobile laboratory under various driving and operational sampling modes." Atmospheric Chemistry and Physics 9, no. 1 (January 6, 2009): 1–14. http://dx.doi.org/10.5194/acp-9-1-2009.
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Abstract. Mobile sources produce a significant fraction of the total anthropogenic emissions burden in large cities and have harmful effects on air quality at multiple spatial scales. Mobile emissions are intrinsically difficult to estimate due to the large number of parameters affecting the emissions variability within and across vehicles types. The MCMA-2003 Campaign in Mexico City has showed the utility of using a mobile laboratory to sample and characterize specific classes of motor vehicles to better quantify their emissions characteristics as a function of their driving cycles. The technique clearly identifies "high emitter" vehicles via individual exhaust plumes, and also provides fleet average emission rates. We have applied this technique to Mexicali during the Border Ozone Reduction and Air Quality Improvement Program (BORAQIP) for the Mexicali-Imperial Valley in 2005. We analyze the variability of measured emission ratios for emitted NOx, CO, specific VOCs, NH3, and some primary fine particle components and properties by deploying a mobile laboratory in roadside stationary sampling, chase and fleet average operational sampling modes. The measurements reflect various driving modes characteristic of the urban fleets. The observed variability for all measured gases and particle emission ratios is greater for the chase and roadside stationary sampling than for fleet average measurements. The fleet average sampling mode captured the effects of traffic conditions on the measured on-road emission ratios, allowing the use of fuel-based emission ratios to assess the validity of traditional "bottom-up" emissions inventories. Using the measured on-road emission ratios, we estimate CO and NOx mobile emissions of 175±62 and 10.4±1.3 metric tons/day, respectively, for the gasoline vehicle fleet in Mexicali. Comparisons with similar on-road emissions data from Mexico City indicated that fleet average NO emission ratios were around 20% higher in Mexicali than in Mexico City whereas HCHO and NH3 emission ratios were higher by a factor of 2 in Mexico City than in Mexicali. Acetaldehyde emission ratios did not differ significantly whereas selected aromatics VOCs emissions were similar or smaller in Mexicali. Nitrogen oxides emissions for on-road heavy-duty diesel truck (HDDT) were measured near Austin, Texas, as well as in both Mexican cities, with NOy emission ratios in Austin < Mexico City < Mexicali.
Dissertations / Theses on the topic "Vehicle fleet emissions"
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Giacosa, Matteo. "Carbon dioxide abatement options for heavy-duty vehicles and future vehicle fleet scenarios for Finland, Sweden and Norway." Thesis, KTH, Energisystemanalys, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-226144.
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Road transport is responsible for a significant share of the global GHG emissions. In order to address the increasing trend of road vehicle emissions, due to its heavy reliance on oil, Nordic countries have set ambitious goals and policies for the reduction of road transport GHG emissions. Despite the fact that the latest developments in the passenger car segment are leading towards the progressive electrification of the fleet, the decarbonization of heavy-duty vehicle segment presents significant challenges that are yet to be overcome. This study focuses, on the first part, on the regulatory framework of fuel economy standards of road vehicles, highlighting the absence of a European regulation on fuel efficiency for the heavy-duty sector. Energy efficiency technologies can be grouped mainly in vehicle technologies, driveline and powertrain technologies, and alternative fuels. The fuel efficiency of HDVs can be positively improved at different vehicle levels, but the technology benefit and its economic feasibility are heavily dependent on the vehicle type and the operational cycle considered. The electrification pathway has the potential of reducing the carbon emission to a great extent, but the current battery technologies have proven to be not cost efficient for the heavy vehicles, because of the high purchase price and the low range, related to the battery cost and inferior energy density compared to conventional liquid fuels. A scenario development model has been created in order to estimate and quantify the impact of future developments and emission reduction measures in Finland, Sweden and Norway for the timeframe 2016-2050, with a focus on 2030 results. Two scenarios concerning the powertrain developments of heavy-duty vehicles and buses have been created, a conservative scenario and electric scenario, as well as vehicle efficiency improvements and fuel consumption scenarios. Additional sets of parameters have been estimated as input for the model, such as national transport need and load assumptions. The results highlight the challenges of achieving the national GHG emission reduction targets with the current measures in all three countries. The slow fleet renewal rates and the high forecasted increase of transport need limit the benefits of alternative and more efficient powertrains introduced in the fleet by new vehicles. The heavy-duty transport is expected to maintain its heavy reliance on diesel fuel and hinder the improvements of the light-duty segments. A holistic approach is needed to reduce the GHG emissions from road transport, including more efficient powertrains, higher biofuel shares and progressive electrification.
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Bassène, Stéphane (Stéphane Alfred) 1977. "Potential for reducing fuel consumption and greenhouse gas emissions from the U.S. light-duty vehicle fleet." Thesis, Massachusetts Institute of Technology, 2001. http://hdl.handle.net/1721.1/16794.
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Thesis (S.M.)--Massachusetts Institute of Technology, Technology and Policy Program, 2001.Includes bibliographical references (leaves 66-68).
This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Greenhouse gases, such as carbon dioxide, trap solar heat in the atmosphere, raising its temperature. While comprising only about 5% of global population, the U.S. is responsible for nearly one fourth of global annual CO2 emissions. Transportation accounts for a third of all carbon dioxide emissions in the country, and about one fourth worldwide. U.S. passenger cars and light trucks accounting for nearly two thirds of the net carbon equivalent emissions from transportation, any successful national strategy to reduce greenhouse gas emissions would need to address transportation sector emissions. Building upon a vehicle technology assessment conducted at MIT ("On the Road in 2020", Weiss et al., 2000), this study assesses the potential for reducing the U.S. light duty vehicle fleet fuel consumption and energy use. The vehicles technologies considered are an evolving gasoline-fueled baseline vehicle with steadily decreasing fuel consumption, and a gasoline internal combustion engine hybrid vehicle with an advanced body design. Using a vehicle fleet turnover model, the impact on the light-duty fleet of various technology penetration scenarios is assessed. The effects of other factors including the light-duty vehicle stock growth, the increasing per-vehicle annual distance traveled and the sales share of light-duty trucks are evaluated as well. The reduction of new vehicle fuel consumption achieved on the evolving baseline and advanced ICE-Hybrids vehicles provides the most significant savings in fleet energy use over all the other considered measures. Actions aiming at reducing the stock and the total distance traveled growth rate appear to have significant effects on fleet fuel consumption as well, while an increasing share of light-duty trucks will have only a modest impact. Finally, various policy options are discussed. Actions will need to be taken by the Federal Government and the other stakeholders if significant petroleum and greenhouse gas emissions reductions are to be achieved.
by Stéphane Bassène.
S.M.
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Khusid, Michael. "Potential of electric propulsion systems to reduce petroleum use and greenhouse gas emissions in the U.S. light-duty vehicle fleet." Thesis, Massachusetts Institute of Technology, 2010. http://hdl.handle.net/1721.1/62769.
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Thesis (S.M. in Engineering and Management)--Massachusetts Institute of Technology, Engineering Systems Division, System Design and Management Program, 2010.Cataloged from PDF version of thesis.
Includes bibliographical references (p. 74-78).
In the summer of 2008, the United States of America experienced an oil shock, first of a kind since 1970s. The American public became sensitized to the concerns about foreign oil supply and climate change and global warming, and to the role of transportation in emissions of carbon dioxide and other greenhouse gases (GHG). Several proposed federal policies impose stringent limits on the transportation sector, in terms of fuel consumption and GHG emissions. Within transportation sector, light duty vehicles (LDVs) - cars, light trucks and SUVs - currently emit the most GHGs. Hybrid technology emerged as a promising option to address several of these challenges. A modern hybrid electric vehicle (HEV) offers significantly better fuel economy together with lower levels of pollutant and CO2 emissions. HEVs are currently categorized as Advanced Technology Partial Zero Emission Vehicles (AT-PZEV) by California Air Resource Board. Recently, a new generation of vehicles, plug-in hybrid electric vehicles (PHEV), has been announced in the immediate future by major auto manufacturers. While HEVs have a relatively small battery that is recharged by the engine or by regenerative braking, a larger battery of a PHEV and a charger allows a vehicle owner to recharge the battery from the electric grid. The plug-in technology further increases fuel economy and reduces emissions from the tailpipe. For example, a Chevrolet Volt PHEV is expected to be launched as 2011 model with 40 mile allelectric travel with no tailpipe emissions. However, there are multiple challenges associated with the new technology. HEVs and PHEVs incur higher costs due to additional components, such as electric motors and motor controllers, and a battery. Today's batteries provide energy storage density hundred times lower than that of gasoline. Electricity consumed by hybrids is generated by coal and other fossil fuel power plants that emit harmful chemicals and greenhouse gases. The infrastructure for electric cars is at the infancy stage. Some government policies designed to introduce all-electric cars, such as the California ZEV mandate of the late 1990s, failed to introduce a sustained number of electric vehicles to the market. To provide an integrated approach to the causes and effects of electrified powertrains, two plausible scenarios of advanced vehicle market penetration were developed. Federal policies and consumer preferences were considered as primary drivers. Biofuels were considered alongside fossil fuels as primary energy sources for transportation. Rapid adoption of PHEVs was found to cause a perceptible, but not a significant increase in electric power demand. The scenarios demonstrated ability to achieve fuel economy milestones and quantified the challenge of achieving 80% reduction in greenhouse gas emissions by 2050.
by Michael Khusid.
S.M.in Engineering and Management
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Wagner, Christopher. "Regression Model to Project and Mitigate Vehicular Emissions in Cochabamba, Bolivia." University of Dayton / OhioLINK, 2017. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1501719312999566.
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Samoylov, Alexander V. "Improvement of the efficiency of vehicle inspection and maintenance programs through incorporation of vehicle remote sensing data and vehicle characteristics." Diss., Georgia Institute of Technology, 2013. http://hdl.handle.net/1853/50410.
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Emissions from light-duty passenger vehicles represent a significant portion of total criteria pollutant emissions in the United States. Since the 1970s, emissions testing of these vehicles has been required in many major metropolitan areas, including Atlanta, GA, that were designated to be in non-attainment for one or more of the National Ambient Air Quality Standards. While emissions inspections have successfully reduced emissions by identifying and repairing high emitting vehicles, they have been increasingly inefficient as emissions control systems have become more durable and fewer vehicles are in need of repair. Currently, only about 9% of Atlanta area vehicles fail emissions inspection, but every vehicle is inspected annually. This research addresses explores ways to create a more efficient emissions testing program while continuing to use existing testing infrastructure. To achieve this objective, on road vehicle emissions data were collected as a part of the Continuous Atlanta Fleet Evaluation program sponsored the Georgia Department of Natural Resources. These remote sensing data were combined with in-program vehicle inspection data from the Atlanta Vehicle Inspection and Maintenance (I/M) program to establish the degree to which on road vehicle remote sensing could be used to enhance program efficiency. Based on this analysis, a multi-parameter model was developed to predict the probability of a particular vehicle failing an emissions inspection. The parameters found to influence the probability of failure include: vehicle characteristics, ownership history, vehicle usage, previous emission test results, and remote sensing emissions readings. This model was the foundation for a proposed emissions testing program that would create variable timing for vehicle retesting with high and low failure probability vehicles being more and less frequently, respectively, than the current annual cycle. Implementation of this program is estimated to reduce fleet emissions of 17% for carbon monoxide, 11% for hydrocarbons, and 5% for nitrogen oxides in Atlanta. These reductions would be achieved very cost-effectively at an estimated marginal cost of $149, $7,576 and $2,436 per-ton-per-year for carbon monoxide, hydrocarbons, and nitrogen oxides emissions reductions respectfully.
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Keogh, Diane Underwood. "Development of a particle number and particle mass emissions inventory for an urban fleet : a study in South-East Queensland." Thesis, Queensland University of Technology, 2009. https://eprints.qut.edu.au/30297/1/Diane_Keogh_Thesis.pdf.
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Motor vehicles are a major source of gaseous and particulate matter pollution in urban areas, particularly of ultrafine sized particles (diameters < 0.1 µm). Exposure to particulate matter has been found to be associated with serious health effects, including respiratory and cardiovascular disease, and mortality. Particle emissions generated by motor vehicles span a very broad size range (from around 0.003-10 µm) and are measured as different subsets of particle mass concentrations or particle number count. However, there exist scientific challenges in analysing and interpreting the large data sets on motor vehicle emission factors, and no understanding is available of the application of different particle metrics as a basis for air quality regulation. To date a comprehensive inventory covering the broad size range of particles emitted by motor vehicles, and which includes particle number, does not exist anywhere in the world. This thesis covers research related to four important and interrelated aspects pertaining to particulate matter generated by motor vehicle fleets. These include the derivation of suitable particle emission factors for use in transport modelling and health impact assessments; quantification of motor vehicle particle emission inventories; investigation of the particle characteristic modality within particle size distributions as a potential for developing air quality regulation; and review and synthesis of current knowledge on ultrafine particles as it relates to motor vehicles; and the application of these aspects to the quantification, control and management of motor vehicle particle emissions. In order to quantify emissions in terms of a comprehensive inventory, which covers the full size range of particles emitted by motor vehicle fleets, it was necessary to derive a suitable set of particle emission factors for different vehicle and road type combinations for particle number, particle volume, PM1, PM2.5 and PM1 (mass concentration of particles with aerodynamic diameters < 1 µm, < 2.5 µm and < 10 µm respectively). The very large data set of emission factors analysed in this study were sourced from measurement studies conducted in developed countries, and hence the derived set of emission factors are suitable for preparing inventories in other urban regions of the developed world. These emission factors are particularly useful for regions with a lack of measurement data to derive emission factors, or where experimental data are available but are of insufficient scope. The comprehensive particle emissions inventory presented in this thesis is the first published inventory of tailpipe particle emissions prepared for a motor vehicle fleet, and included the quantification of particle emissions covering the full size range of particles emitted by vehicles, based on measurement data. The inventory quantified particle emissions measured in terms of particle number and different particle mass size fractions. It was developed for the urban South-East Queensland fleet in Australia, and included testing the particle emission implications of future scenarios for different passenger and freight travel demand. The thesis also presents evidence of the usefulness of examining modality within particle size distributions as a basis for developing air quality regulations; and finds evidence to support the relevance of introducing a new PM1 mass ambient air quality standard for the majority of environments worldwide. The study found that a combination of PM1 and PM10 standards are likely to be a more discerning and suitable set of ambient air quality standards for controlling particles emitted from combustion and mechanically-generated sources, such as motor vehicles, than the current mass standards of PM2.5 and PM10. The study also reviewed and synthesized existing knowledge on ultrafine particles, with a specific focus on those originating from motor vehicles. It found that motor vehicles are significant contributors to both air pollution and ultrafine particles in urban areas, and that a standardized measurement procedure is not currently available for ultrafine particles. The review found discrepancies exist between outcomes of instrumentation used to measure ultrafine particles; that few data is available on ultrafine particle chemistry and composition, long term monitoring; characterization of their spatial and temporal distribution in urban areas; and that no inventories for particle number are available for motor vehicle fleets. This knowledge is critical for epidemiological studies and exposure-response assessment. Conclusions from this review included the recommendation that ultrafine particles in populated urban areas be considered a likely target for future air quality regulation based on particle number, due to their potential impacts on the environment. The research in this PhD thesis successfully integrated the elements needed to quantify and manage motor vehicle fleet emissions, and its novelty relates to the combining of expertise from two distinctly separate disciplines - from aerosol science and transport modelling. The new knowledge and concepts developed in this PhD research provide never before available data and methods which can be used to develop comprehensive, size-resolved inventories of motor vehicle particle emissions, and air quality regulations to control particle emissions to protect the health and well-being of current and future generations.
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Keogh, Diane Underwood. "Development of a particle number and particle mass emissions inventory for an urban fleet : a study in South-East Queensland." Queensland University of Technology, 2009. http://eprints.qut.edu.au/30297/.
Full textAbstract:
Motor vehicles are a major source of gaseous and particulate matter pollution in urban areas, particularly of ultrafine sized particles (diameters < 0.1 µm). Exposure to particulate matter has been found to be associated with serious health effects, including respiratory and cardiovascular disease, and mortality. Particle emissions generated by motor vehicles span a very broad size range (from around 0.003-10 µm) and are measured as different subsets of particle mass concentrations or particle number count. However, there exist scientific challenges in analysing and interpreting the large data sets on motor vehicle emission factors, and no understanding is available of the application of different particle metrics as a basis for air quality regulation. To date a comprehensive inventory covering the broad size range of particles emitted by motor vehicles, and which includes particle number, does not exist anywhere in the world. This thesis covers research related to four important and interrelated aspects pertaining to particulate matter generated by motor vehicle fleets. These include the derivation of suitable particle emission factors for use in transport modelling and health impact assessments; quantification of motor vehicle particle emission inventories; investigation of the particle characteristic modality within particle size distributions as a potential for developing air quality regulation; and review and synthesis of current knowledge on ultrafine particles as it relates to motor vehicles; and the application of these aspects to the quantification, control and management of motor vehicle particle emissions. In order to quantify emissions in terms of a comprehensive inventory, which covers the full size range of particles emitted by motor vehicle fleets, it was necessary to derive a suitable set of particle emission factors for different vehicle and road type combinations for particle number, particle volume, PM1, PM2.5 and PM1 (mass concentration of particles with aerodynamic diameters < 1 µm, < 2.5 µm and < 10 µm respectively). The very large data set of emission factors analysed in this study were sourced from measurement studies conducted in developed countries, and hence the derived set of emission factors are suitable for preparing inventories in other urban regions of the developed world. These emission factors are particularly useful for regions with a lack of measurement data to derive emission factors, or where experimental data are available but are of insufficient scope. The comprehensive particle emissions inventory presented in this thesis is the first published inventory of tailpipe particle emissions prepared for a motor vehicle fleet, and included the quantification of particle emissions covering the full size range of particles emitted by vehicles, based on measurement data. The inventory quantified particle emissions measured in terms of particle number and different particle mass size fractions. It was developed for the urban South-East Queensland fleet in Australia, and included testing the particle emission implications of future scenarios for different passenger and freight travel demand. The thesis also presents evidence of the usefulness of examining modality within particle size distributions as a basis for developing air quality regulations; and finds evidence to support the relevance of introducing a new PM1 mass ambient air quality standard for the majority of environments worldwide. The study found that a combination of PM1 and PM10 standards are likely to be a more discerning and suitable set of ambient air quality standards for controlling particles emitted from combustion and mechanically-generated sources, such as motor vehicles, than the current mass standards of PM2.5 and PM10. The study also reviewed and synthesized existing knowledge on ultrafine particles, with a specific focus on those originating from motor vehicles. It found that motor vehicles are significant contributors to both air pollution and ultrafine particles in urban areas, and that a standardized measurement procedure is not currently available for ultrafine particles. The review found discrepancies exist between outcomes of instrumentation used to measure ultrafine particles; that few data is available on ultrafine particle chemistry and composition, long term monitoring; characterization of their spatial and temporal distribution in urban areas; and that no inventories for particle number are available for motor vehicle fleets. This knowledge is critical for epidemiological studies and exposure-response assessment. Conclusions from this review included the recommendation that ultrafine particles in populated urban areas be considered a likely target for future air quality regulation based on particle number, due to their potential impacts on the environment. The research in this PhD thesis successfully integrated the elements needed to quantify and manage motor vehicle fleet emissions, and its novelty relates to the combining of expertise from two distinctly separate disciplines - from aerosol science and transport modelling. The new knowledge and concepts developed in this PhD research provide never before available data and methods which can be used to develop comprehensive, size-resolved inventories of motor vehicle particle emissions, and air quality regulations to control particle emissions to protect the health and well-being of current and future generations.
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Cestau, Cubero Silvia. "Sostenibilidad técnica, económica y ambiental de flotas comerciales de vehículos eléctricos." Doctoral thesis, Universitat Politècnica de Catalunya, 2015. http://hdl.handle.net/10803/286233.
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This doctoral thesis analyses whether electric vehicle is technical, economic and environmental sustainable. We have studied a company fleet of electric vehicles which has a carsharing service for the retail department to know if the EV could replace an internal combustion engine vehicle.
We have examined the journeys of 8 EV located on six of the main cities of Spain through data collected from the CAN bus UCV (on-board diagnostics). We have measured the battery's charging, because we are interested on its behaviour (autonomy, auto-discharging and aging) and the energy required to charge the EV. Also, we have studied the well to wheels analysis, assessing their efficiency and environmental effects (CO2 emissions and noise), quantifying the economic impact (fuel and Total Cost of Ownership) and other potential benefits associated with EV (Corporate Social Responsibility, tax free, etc).Esta tesis analiza si el vehículo eléctrico es sostenible técnica, económica y ambientalmente y puede sustituir a un vehículo de combustión interna, estudiando la flota de vehículos eléctricos de una empresa que tiene un servicio de carsharing contratado para el desplazamiento de sus comerciales. Para ello, se han examinado los trayectos de ocho vehículos eléctricos en seis ciudades españolas a través de los datos obtenidos de su CAN bus mediante el UCV (equipo embarcado) durante los años 2012 y 2013. Además, se han realizado medidas de la carga de la batería, para conocer su comportamiento (autonomía, autodescarga y envejecimiento) y sus consumos energéticos. El objetivo es estudiar su ciclo de vida, valorando su eficiencia y efectos ambientales (emisiones de CO2 y ruido), y concluir cuantificando su impacto económico (combustibles y coste total de la propiedad) y otras posibles ventajas asociadas al vehículo eléctrico (responsabilidad social corporativa, exención de impuestos, etc).
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Isak, Eklöv. "Energieffektivisering inom transportsektorn : En fallstudie på ett företagsfordonspark." Thesis, Uppsala universitet, Institutionen för geovetenskaper, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-435080.
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Energy efficiency within the transport sector - A case study on the vehicle fleet of a companyIsak EklövThe environmental objective of zero net emissions of greenhouse gases by 2045 asdecided by the Swedish parliament establishes a framework for a standard thatimplies a demand for considerable changes within many sectors at both technical and political level. The need for long term efficiency solutions with respect tosustainability to be able to reach this goal is great and one step towards this couldpotentially be an adaption to an increased amount of vehicles with alternative fuelsin the vehicle fleet of Sweden. This thesis examined the potential for companiesto reduce their life-cycle emissions of greenhouse gases as well as the total cost ofownership (TCO) for their vehicles by changing the composition of their vehiclefleet.The project started with a literature review of a general character where data forlife-cycle emissions of greenhouse gases as well as TCO for different vehicle typeswas examined and collected. Then the life-cycle emissions of greenhouse gases andTCO were calculated for the different vehicle types through a case study on thevehicle fleet of a company. Finally a programming script was developed to increasethe efficiency of the process which was then used to create scenarios with differentcompositions of the vehicle fleet. A sensitivity analysis was also carried out to evaluate the robustness of the life cycle calculations where the parameters individuallywere altered and the effect on the final result was examined.The result of the case study showed that alternative fueled vehicles are expected tolead to lower life-cycle emissions of greenhouse gases compared to the conventionalalternatives for all vehicle types where alternative fuels are commercially available.The only exception for this was the electric fringe benefit vehicle with a 100 kWhbattery which was expected to lead to higher life-cycle emissions than its fossilalternatives. The result of the cost analysis showed a similar pattern but in thiscase the service vehicle fueled with gas was expected to lead to a higher value ofTCO than its fossil alternatives. The sensitivity analysis for life-cycle emissionsof greenhouse gases showed that production of lithium-ion batteries, vehicle base production and tailpipe emissions were the most contributing parameters forfringe benefit vehicles. The purchase cost was found to be the most contributingparameter for TCO.The result of the scenario analysis showed that there is a potential to decreaseiiilife-cycle emissions of greenhouse gases by 22 % of the total life-cycle emissionsfor the vehicle fleet according to the Base-case scenario. The potential to decreaseTCO was found to be 1,1 %. The other scenarios showed a potential decrease forlife-cycle emissions of 37 % and a cost decrease of 7 % individually.Key words: greenhouse gas emissions, alternative fuels, electric vehicles, totalcost of ownership, life cycle assessment, sustainable vehicle fleet
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Whitehead, Jake. "Making the Transition to a ‘Green’ Vehicle Fleet : An analysis of the choice and usage effects of incentivising the adoption of low-emission vehicles." Licentiate thesis, KTH, Transport- och lokaliseringsanalys, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-131296.
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Making the transition to a ‘green’ vehicle fleet is a noteworthy endeavour for any policy maker. Under the current global pressures of increasing greenhouse gas emissions there is no doubt that all efforts that can be adopted in order to improve the sustainability of our cities should be explored. In saying this however, it is crucial when designing such policies that proper cost-benefit analyses are performed; taking into account the potentially negative rebound effects of such measures and understanding which individuals are affected by such policies. Comprising of two papers, this thesis analyses the choice and usage effects of an exemption for low-emission vehicles (LEVs) from Stockholm’s congestion charging scheme. The ambition of this study has been to understand: the extent to which this exemption policy influenced the demand for LEVs; which individuals were targeted; whether the policy led to any rebound effects (increased LEV usage); and ultimately what the effect of this policy was in terms of changes in emissions. Paper I employs a MNL model to examine the demographics of those individuals who purchased an LEV in Stockholm during 2008 and the extent to which the exemption policy influenced this demand. It was found that those owners living within the cordon but who commuted across the boundary for work had the highest propensity towards purchasing an exempt LEV. The exemption policy was found to have increased the share of exempt LEVs by 1.9% to 18.9% in total, corresponding to an additional 550 exempt LEV purchases in 2008 due to this policy. In Paper II, the differences in annual usage rates between demographically-similar LEV and conventional vehicle owners are calculated using propensity score matching in order to control for potential self-selection effects. Through this procedure it was found that the direct emissions of vehicle owners who adopted LEVs were reduced by 52.4%. Although the exemption policy was partially responsible for increasing the number of LEVs, it also appears to have encouraged an increase in annual usage, leading to rebound effects that offset the potential reduction in emissions (increase in LEV usage: 12.2% for owners that lived inside / worked outside cordon; 8.5% for owners that lived outside / worked inside cordon). Through the analysis detailed in the two papers of this thesis, the effects of an incentive based policy in Stockholm upon both the demand and usage of LEVs have been highlighted. The benefits, as well as the possible complications of this initiative have also been discussed, in the hope of enlightening policy makers to ensure that potential emissions reductions are maximised for similar policy initiatives in the future. With personal vehicles likely to continue dominating the share of home-work trips over the coming years, cities must continue their efforts in encouraging the transition to a ‘green’ vehicle fleet. It is important, however, that these efforts lead to incentive based policies that are balanced, reasonable, and designed to minimise potentially substantial rebound effects.Övergången till en ”grön” fordonsflotta är en betydelsefull strävan för samtliga beslutsfattare. När de globala utsläppen av växthusgaser ständigt ökar råder det ingen tvekan om att samtliga åtgärder som kan bidra till en hållbar utveckling bör implementeras. Vid utformandet av sådana åtgärder är det dock viktigt ordentliga kostnads-nyttoanalyser utförs, så att hänsyn tas till potentiellt negativa "rebound" och förestålse fås för vilka individer som påverkas. I två artiklar analyserar denna avhandling effekterna på val och användning av ett undantag för fordon med låga utsläpp (LEV) från Stockholms trängselskatt system. Ambitionen med denna studie har varit att förstå: i vilken utsträckning detta undantag i politik påverkade efterfrågan på LEVs, vilka personer som den riktade sig till, om politiken lett till några "rebound" effekter (ökad LEV användning), och slutligen vad effekten var i termer av utsläpp. Artikel I använder en MNL modell för att undersöka demografin av de personer som köpt en LEV i Stockholm under 2008 samt i vilken utsträckning undantaget påverkade denna efterfrågan. Det konstaterades att de ägare som bor inom avspärrningen men som pendlade över gränsen hade den högsta benägenheten att köpa en undantagen LEV. Undantagen från tränselskatt visade sig ha haft en väsentlig inverkan på efterfrågan på undantagna LEVs, andelen av dessa fordon ökade med 1,9% till 18,9% totalt eller ytterligare 550 LEV inköp under 2008. I artikel II beräknas skillnaderna i årlig användning mellan LEV och konventionella fordon med demografiskt liknande ägare genom "propensity score matching" i syfte att kontrollera för potentiell självselektion. Genom detta förfarande fanns de direkta utsläppen från fordonsägare som övergått till en LEV ha minskat med 52,4%. Även om undantaget från tränselskatt var delvis ansvarigt för att öka antalet LEVs verkar det också ha uppmuntrat en ökad årlig användning, vilket ledde till "rebound" effekter som motverkade den potentiella utsläppsminskningen (ökning i LEV användning för ägare som åkte över gränsen var 12,2% för dem som levde inom och 8,5 % för dem som bodde utanför). I denna avhandling har effekterna av en incitament baserad politik i Stockholm på både efterfrågan och användning av LEVs lyfts fram. Fördelarna liksom de möjliga komplikationerna av detta initiativ har också diskuterats i hopp om att upplysa beslutsfattare så att de potentiella utsläppsminskningarna från liknande politiska initiativ i framtiden kan maximeras. Personliga fordon kommer sannolikt fortsatt dominera andelen hem-arbete resor under de kommande åren och det är därför nödvändigt att städerna fortsäter sina ansträngningar förberömvärd att uppmuntra övergången till en "grön" fordonsflotta. Det är dock viktigt att dessa ansträngningar leder till incitament baserad politik som är balanserad, rimlig och utformade för att minimera de potentiellt betydande "rebound" effekter.
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Books on the topic "Vehicle fleet emissions"
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Berger, Adrienne Heller Heather Unger Louis. Zero Emission Vehicles: Forecasting Fleet Scenarios and their Emissions Implications. Washington, D.C.: Transportation Research Board, 2019. http://dx.doi.org/10.17226/25709.
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Agency, Illinois Environmental Protection. The Illinois Clean Diesel Grant Program: Reducing diesel emissions & improving public health. 2nd ed. [Springfield, Ill.]: Illinois Environmental Protection Agency, 2011.
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Characterizing Motor Vehicle Fleet Emissions by Open-Path Spectroscopy. Storming Media, 2002.
Find full textBook chapters on the topic "Vehicle fleet emissions"
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Bikam, Peter Bitta. "Vehicle Management and Emission Control and Maintenance." In Green Economy in the Transport Sector, 51–64. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-86178-0_5.
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AbstractSouth Africa range 15th as the world largest CO2 emitter contributing to 1.2% of global emission. During the Kyoto Protocol of 2014, South Africa pledged to reduce its emission by 34% and 42% in 2020 and 2025 respectively. This study is a combination of literature review from South Africa with particular emphasis on road transport. The focus was on vehicle emission with reference to Limpopo Province to demonstrate how emissions from primarily the use of diesel and petrol as one of the major contributors to CO2 emission in the province are vital for the sustainability debate. The methodology used to illustrate the dangers of vehicular emissions were based on statistical estimates from the Department of Environmental Affairs (DEA) inventory report from 2000 to 2010. The information used in assessing the vehicle emission standards in Limpopo were obtained from DEA. The findings from literature reviews in general and the results from the field survey from Limpopo Province shed some light on South Africa's vehicle emissions policy issues and standards. Also the analysis focused on the impact of vehicular fleet management and carbon emissions. The article concludes by drilling down to vehicle users, motor vehicle repairs, engine over haulers, used engine collection and disposal with respect to their roles in vehicle emission and control in South Africa.
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Martin, Michael. "Reduction of CO2 emissions – Optimization approach: vehicle vs. fleet." In Proceedings, 595–607. Wiesbaden: Springer Fachmedien Wiesbaden, 2015. http://dx.doi.org/10.1007/978-3-658-08844-6_40.
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Holst, Jens-Christian, Katrin Müller, Florian Ansgar Jaeger, and Klaus Heidinger. "City Air Management: LCA-Based Decision Support Model to Improve Air Quality." In Towards a Sustainable Future - Life Cycle Management, 39–47. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-77127-0_4.
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AbstractSiemens has developed an emission model of cities to understand the root cause and interactions to reduce air emissions. The City Air Management (CyAM) consists of monitoring, forecasting and simulation of measures. CyAM model aims to provide formation on air pollution reduction potential of short-term measures to take the right actions to minimize and avoid pollution peaks before they are likely to happen. The methodology uses a parameterized life cycle assessment model for transport emissions and calculates the local impact on air quality KPIs of individual transport measures at the specific hotspot. The system is able to forecast air quality and by how it is expected to exceed health or regulatory thresholds over the coming 5 days.In this paper, the LCA model and results from selected cities will be presented: Case studies show how a specific combination of technologies/measures will reduce the transport demand, enhance traffic flow or improve the efficiency of the vehicle fleet in the vicinity of the emission hotspot/monitoring station.
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André, Michel, Marion Carteret, and Anaïs Pasquier. "Traffic and Vehicle Fleet Statistics for the Calculation of Air Pollutant Emissions from Road Transport in France." In Energy and Environment, 417–33. Hoboken, NJ, USA: John Wiley & Sons, Inc., 2016. http://dx.doi.org/10.1002/9781119307761.ch27.
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Jeremias, Paulo Henrique Fernandes, and Elaine Virmond. "Evaluation of the Reduction Potential of Pollutant Emissions by Implementing the Start-Stop System in the Internal Combustion Vehicle Fleet of the City of São Paulo, Brazil." In Climate Change Management, 153–67. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-57235-8_13.
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Vornhusen, Benedikt, and Herbert Kopfer. "Emission Vehicle Routing Problem with Split Delivery and a Heterogeneous Vehicle Fleet." In Lecture Notes in Computer Science, 76–90. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-24264-4_6.
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Wang, Heng, Shiyu Jin, Dechun Tian, Jialu Zhang, and Guanfeng Li. "Heterogeneous Fleet Vehicle Routing Optimization with Consideration of Carbon Emission." In Application of Intelligent Systems in Multi-modal Information Analytics, 1213–22. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-15740-1_153.
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Jarvis, Padraigh, Laura Climent, and Alejandro Arbelaez. "Smart and Sustainable Scheduling of Charging Events for Electric Buses." In Springer Proceedings in Political Science and International Relations, 121–29. Cham: Springer Nature Switzerland, 2022. http://dx.doi.org/10.1007/978-3-031-18161-0_8.
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AbstractThe Irish transportation sector currently accounts for more than 30% of the energy related CO2 emissions of the country. Therefore, in order to reach the sustainable goals, the Irish government is working on multiple incentives to promote Electric Vehicles (EV) and infrastructure to decarbonize the sector, e.g., free domestic charging points, tool reductions, and the implementation of electric Buses (eBuses) in the medium to long term. In particular, eBuses operate with rechargeable batteries with a capacity to store approximately 300 kWh (and up to 600 kWh), equivalent to around 29.9 L of diesel, while reaching approx. 200 km. In order to ensure a proper transition from regular diesel buses to eBuses, charging times must be coordinated to ensure each bus has adequate energy to complete their operational route. In this work, we present a framework for an efficient management of renewable energies to charge a fleet of eBuses without perturbing the quality of service. Our framework starts by building a deep learning model for wind power forecasting to predict clean energy time windows, i.e., periods of time when the production of clean energy exceeds the demand of the country. Then, the optimization phase schedules charging events to reduce the use of non-clean energy to recharge eBuses while passengers are embarking or disembarking. The proposed framework is capable of overcoming the unstable and chaotic nature of wind power generation to operate the fleet without perturbing the quality of service. As expected, the size of the batteries does have a positive impact on the percentage of clean energy required to operate large fleets of eBuses. Methods developed in this paper help to mitigate potentially inaccuracies derived the prediction models. Our extensive empirical validation with real instances from Ireland suggests that our solutions can significantly reduce non-clean energy consumed on large datasets.
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Wilbur, Michael, Ayan Mukhopadhyay, Sayyed Vazirizade, Philip Pugliese, Aron Laszka, and Abhishek Dubey. "Energy and Emission Prediction for Mixed-Vehicle Transit Fleets Using Multi-task and Inductive Transfer Learning." In Machine Learning and Knowledge Discovery in Databases. Applied Data Science Track, 502–17. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-86514-6_31.
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Hooftman, Nils, Maarten Messagie, Joeri Van Mierlo, and Thierry Coosemans. "The Paris Agreement and Zero-Emission Vehicles in Europe: Scenarios for the Road Towards a Decarbonised Passenger Car Fleet." In Towards User-Centric Transport in Europe 2, 151–68. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-38028-1_11.
Full textConference papers on the topic "Vehicle fleet emissions"
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Pinto, Fernando Castro, Gilberto Fuchs De Jesus, and Márcio Vinícius Mendes Pinheiro. "Measurement of Vehicle Noise Emissions for Fleet Control." In International Mobility Technology Conference and Exhibit. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2001. http://dx.doi.org/10.4271/2001-01-3944.
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Kang, Namwoo, Fred M. Feinberg, and Panos Y. Papalambros. "Autonomous Electric Vehicle Sharing System Design." In ASME 2015 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/detc2015-46491.
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Car-sharing services promise “green” transportation systems. Two vehicle technologies offer marketable, sustainable sharing: Autonomous vehicles eliminate customer requirements for car pick-up and return, and battery electric vehicles entail zero-emissions. Designing an Autonomous Electric Vehicle (AEV) fleet must account for the relationships among fleet operations, charging station operations, electric powertrain performance, and consumer demand. This paper presents a system design optimization framework integrating four sub-system problems: Fleet size and assignment schedule; number and locations of charging stations; vehicle powertrain requirements; and service fees. A case study for an autonomous fleet operating in Ann Arbor, Michigan, is used to examine AEV sharing system profitability and feasibility for a variety of market scenarios.
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Thiruvengadam, Arvind, Daniel K. Carder, Mohan Krishnamurthy, and Mridul Gautam. "Comparison of Regulated and Unregulated Exhaust Emissions From a Fleet of Multi-Fuel Solid Resource Collection Vehicles." In ASME 2010 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/icef2010-35053.
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The refuse truck segment of the heavy duty diesel vehicle population has been identified as the most fuel inefficient sector. This is predominantly due to the stop and go driving pattern associated with these trucks. Constantly evolving emissions norms are forcing large truck fleet operators to explore the economic viability of alternative fueled vehicles to combat the increasing operating costs in terms of retrofit requirements of heavy-duty diesel vehicles. The objective of this study was to determine the emissions benefits and the economic viability of introducing liquefied natural gas (LNG), and LNG-Ultra-low sulfur diesel (ULSD) dual-fueled vehicles into the solid resource collection vehicle fleet (SRCV) in the city of Los Angeles. The 12 vehicles tested in this study were part of a multi-fuel refuse truck fleet. It should be noted that these vehicles are not representative of the state-of-the-art advanced technology engines that power the present day fleets. Vehicles were exercised over the AQMD refuse truck cycle and a newly developed compaction cycle on a heavy-duty chassis dynamometer. Regulated emissions together with a whole spectrum of unregulated speciation including the analysis of 1,3 butadiene with an on-site gas chromatograph was performed. Results showed that PM distance-specific mass emissions from LNG-fueled vehicles were on an average 82% lower than diesel trucks equipped with a DPF. Chemical speciation of exhaust from different fueled trucks indicated a characteristic emissions profile specific to the fuel used in these vehicles. While emissions from LNG vehicles were characterized by carbonyls, and other lower chain hydrocarbon compounds, emissions from diesel vehicles were dominated by polyaromatic hydrocarbons (PAH) and higher chain hydrocarbons.
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Sabourin, Michael, and Lois Platte. "U.S. Light Duty Vehicle Fleet Emissions Performance and The Emissions Impact of Technology Changes." In 1988 SAE International Fall Fuels and Lubricants Meeting and Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1988. http://dx.doi.org/10.4271/881681.
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San Roma´n, Jose´ Luis, Vicente Di´az, Pedro Cobo, Carolina A´lvarez-Caldas, Jose´ Antonio Calvo, Daniel Garci´a-Pozuelo, Antonio Gauchi´a, David Ibarra, Ester Olmeda, and Alejandro Quesada. "Characterization of the Noise Emissions of a Passenger Vehicle." In ASME 2011 International Mechanical Engineering Congress and Exposition. ASMEDC, 2011. http://dx.doi.org/10.1115/imece2011-63392.
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One of the main sources of noise pollution in cities is vehicle traffic. In this paper a characterization of the noise emission of a passenger vehicle has been carried out. With this aim a representative driving route for noise emission has been defined in order to study the influence of the driver typology and vehicle type. Therefore, this investigation has been developed in three phases: Firstly, usual driving in an urban area like Madrid has been characterized with a specific driving route. In addition, several vehicle models with great presence in the existing fleet of cars have been selected. Several drivers have covered the driving route at different times of the day and previous parameters have been measured in each test in order to determine average values of behavior. Secondly, the type of vehicles and drivers influence in noise emissions has been deeply analyzed. To achieve this aim a sample of vehicles has been instrumented to obtain physical measurements of the variables that can influence the noise emission level. Positions, velocities, accelerations (longitudinal and lateral) and time have been analyzed using a GPS sensor. Parameters such as, engine speed, engine load, throttle position and engine temperature have been studied through the vehicle CAN BUS and a set of microphones has measured the emitted noise in several points of the vehicle. In order to study the ecological and safety impact in urban and interurban roads by means of the measurement of noise emissions the analysis of the driver behaviour is of paramount importance. To conclude, the previous data has been analyzed and noise equivalent levels have been identified with different test configurations.
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Ghotge, Rishabh, Marnix Paanakker, Ad van Wijk, Brecht Baeten, and Zofia Lukszo. "The effect of price-optimized charging on electric vehicle fleet emissions." In 2020 IEEE PES Innovative Smart Grid Technologies Europe (ISGT-Europe). IEEE, 2020. http://dx.doi.org/10.1109/isgt-europe47291.2020.9248907.
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Mouhrim, Nisrine, Ahmed El Hilali Alaoui, and Jaouad Boukachour. "Vehicle routing problem with mixed fleet of electric and conventional vehicles under emissions allowances." In 2018 4th International Conference on Logistics Operations Management (GOL). IEEE, 2018. http://dx.doi.org/10.1109/gol.2018.8378100.
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Saad, Sameh M., and Ramin Bahadori. "Pollution routing problem with time window and split delivery." In The 7th International Workshop on Simulation for Energy, Sustainable Development & Environment. CAL-TEK srl, 2019. http://dx.doi.org/10.46354/i3m.2019.sesde.004.
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In most classic vehicle routing problems, the main goal is to minimise the total travel time or distance while, the green vehicle routing problem, in addition to the stated objectives, also focuses on minimising fuel costs and greenhouse gas emissions, including carbon dioxide emissions. In this research, a new approach in Pollution Routing Problem (PRP) is proposed to minimise the CO2 emission by investigating vehicle weight fill level in length of each route. The PRP with a homogeneous fleet of vehicles, time windows, considering the possibility of split delivery and constraint of minimum shipment weight that must be on the vehicle in each route is investigated simultaneously. The mathematical model is developed and implemented using a simulated annealing algorithm which is programmed in MATLAB software. The generated results from all experiments demonstrated that the application of the proposed mathematical model led to the reduction in CO2 emission.
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Shiau, Ching-Shin Norman, and Jeremy J. Michalek. "A MINLP Model for Global Optimization of Plug-In Hybrid Vehicle Design and Allocation to Minimize Life Cycle Greenhouse Gas Emissions." In ASME 2010 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/detc2010-28064.
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Plug-in hybrid electric vehicles (PHEVs) have potential to reduce greenhouse gas (GHG) emissions in the U.S. light-duty vehicle fleet. GHG emissions from PHEVs and other vehicles depend on both vehicle design and driver behavior. We pose a twice-differentiable, factorable mixed-integer nonlinear programming model utilizing vehicle physics simulation, battery degradation data, and U.S. driving data to determine optimal vehicle design and allocation for minimizing lifecycle greenhouse gas (GHG) emissions. The resulting nonconvex optimization problem is solved using a convexification-based branch-and-reduce algorithm, which achieves global solutions. In contrast, a randomized multistart approach with local search algorithms finds global solutions in 59% of trials for the two-vehicle case and 18% of trials for the three-vehicle case. Results indicate that minimum GHG emissions is achieved with a mix of PHEVs sized for around 35 miles of electric travel. Larger battery packs allow longer travel on electric power, but additional battery production and weight result in higher GHG emissions, unless significant grid decarbonization is achieved. PHEVs offer a nearly 50% reduction in life cycle GHG emissions relative to equivalent conventional vehicles and about 5% improvement over ordinary hybrid electric vehicles. Optimal allocation of different vehicles to different drivers turns out to be of second order importance for minimizing net life cycle GHGs.
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Ellis, Michael W. "Evaluation of the Economic, Energy, and Environmental Characteristics of a Combined Heat, Power, and Hydrogen System." In ASME 2003 International Mechanical Engineering Congress and Exposition. ASMEDC, 2003. http://dx.doi.org/10.1115/imece2003-42816.
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A combined heat, power, and hydrogen (HPH) system consists of a hydrogen production and distribution system that provides hydrogen fuel for vehicles and for fuel cell heat and power systems that meet the energy needs of nearby buildings. This paper describes the analysis of a proposed HPH system that serves a laboratory and the vehicle fleet of an adjacent industrial facility. In the proposed system, hydrogen from a natural gas fuel processor is compressed, stored, and used to fuel fleet vehicles. The hydrogen is also supplied to a building fuel cell system that provides both electricity and hot water for space heating and water heating during peak electrical demand periods. The analysis is based on historical data for vehicle mileage and electricity use, estimates of hot water use for the laboratory, and local utility rates. This data is used in conjunction with a model of system performance and an operating strategy based on the net marginal value of hydrogen for each resource (heat, power, and hydrogen vehicle refueling) to determine the economic and environmental impact of the HPH system. Results show that if the primary goal is vehicle refueling, adding a stationary fuel cell system to create a combined HPH system makes small fleet sizes economical and increases the economic value of the refueling station at all fleet sizes. If the primary goal is to provide building heat and power, adding a vehicle refueling capability increases the economic value provided the fleet size is relatively large. The results also confirm that for the current utility rates at the proposed site, the stationary system should be operated in a peak shaving mode with relatively few operating hours. Finally, the results indicate that application of the HPH system leads to reductions in primary energy use and reductions in emissions of carbon dioxide and oxides of nitrogen in both stationary and vehicular applications. Sulfur dioxide emissions are reduced for stationary applications but increased for vehicular applications. Overall, the HPH system represents a promising approach to facilitate the introduction of both fuel cells and a hydrogen infrastructure.
Reports on the topic "Vehicle fleet emissions"
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Lu, Zifeng, Yan Zhou, Hao Cai, Michael Wang, Xin He, and Steven Przesmitzki. China Vehicle Fleet Model: Estimation of Vehicle Stocks, Usage, Emissions, and Energy Use - Model Description, Technical Documentation, and User Guide. Office of Scientific and Technical Information (OSTI), October 2018. http://dx.doi.org/10.2172/1483998.
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Sanders, Nicholas, and Ryan Sandler. Technology and the Effectiveness of Regulatory Programs Over Time: Vehicle Emissions and Smog Checks with a Changing Fleet. Cambridge, MA: National Bureau of Economic Research, October 2017. http://dx.doi.org/10.3386/w23966.
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Kudin, Roman, Prabhat Chand, and Anura Bakmeedeniya. Mitigating Nitrogen Oxides Exhaust Emissions from Petrol Vehicles by Application of a Fuel Additive. Unitec ePress, August 2020. http://dx.doi.org/10.34074/rsrp.083.
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This research has been commissioned by Eco Fuel Global Limited, a New Zealand-based company, to further evaluate the effects of their fuel-additive product on the tailpipe exhaust emissions of petrol cars. At the time this research was conducted (end of 2018), the product was still in development and had not been released to the market. Prior to the testing in this research, an initial pilot test was done for the same product on a single car (Nissan Pulsar 1998), which showed favourable results, with a reduction in hydrocarbons and oxides of nitrogen at the tailpipe by more than 70%. The current research included five test cars, all running on RON 95 fuel, with the years of manufacture ranging between 1994 and 2006, and the odometer readings between 112,004 km and 264,001 km. The effects of the fuel-additive product were assessed by comparing the emissions from a car running on standard fuel with the emissions from the same car after it completed a road run (250±20 km) on the additive-treated fuel. The exhaust emissions were measured using the AVL series 4000 Emission Tester, which analyses five components: carbon monoxide (CO), carbon dioxide (CO2), oxides of nitrogen (NOX), hydrocarbons (HC) and oxygen (O2). The most noticeable outcome of using the fuel-additive product was the reduction in the concentration of oxides of nitrogen in the tailpipe exhaust (by up to 27.7%), when compared with the same cars running on standard fuel. In addition, the results showed a decrease in residual oxygen concentration, which normally indicates more complete utilisation of O2 as an oxidising agent. Mitigating Nitrogen Oxides Exhaust Emissions from Petrol Vehicles by Application of a Fuel Additive Dr Roman Kudin, Prabhat Chand and Anura Bakmeedeniya 2 The changes for other emission parameters were either relatively small (below 1%) or were not statistically significant. The application of such fuel-additive products could be beneficial for mitigating nitrogen oxides exhaust emissions from petrol vehicles in countries with ageing car fleets. These include New Zealand, which has a relatively high proportion of old cars in use, with no government-run scrappage scheme, and without a mandatory objective emissions testing.
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Pinto de Moura, Maria Cecilia. Low-Carbon Pathways for Transportation: Ramping up vehicle electrification and phasing out petroleum. Union of Concerned Scientists, September 2022. http://dx.doi.org/10.47923/2022.14770.
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We have an urgent need—and a unique opportunity—to profoundly transform the ways in which people and goods move around in the United States. A collaborative analysis led by the Union of Concerned Scientists found that using existing technologies, and at modest cost, we can achieve a zero-carbon, equitable transportation system by 2050. This transformation is made possible by phasing out petroleum and transitioning to low and zero-carbon fuels. This eliminates tailpipe emissions that endanger communities, and at the same time keeps our climate targets within reach. To get there, we need to rapidly electrify vehicle fleets; strengthen efficiency standards for both electric and internal-combustion engine vehicles; reduce emissions from the remaining liquid fuels in hard-to-decarbonize sectors such as aviation, shipping, and long distance road transportation; and enable communities to reduce or eliminate the need to drive. Achieving these goals will require a suite of forward-thinking policies and regulations at all administrative levels that are implemented with meaningful community engagement.