Journal articles on the topic 'Vehicle fleet emissions'
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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.
2
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.
3
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.
4
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.
5
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.
6
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.
7
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.
9
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.
10
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.
11
Kramer, Louisa J., Leigh R. Crilley, Thomas J. Adams, Stephen M. Ball, Francis D. Pope, and William J. Bloss. "Nitrous acid (HONO) emissions under real-world driving conditions from vehicles in a UK road tunnel." Atmospheric Chemistry and Physics 20, no. 9 (May 5, 2020): 5231–48. http://dx.doi.org/10.5194/acp-20-5231-2020.
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Abstract. Measurements of atmospheric boundary layer nitrous acid (HONO) and nitrogen oxides (NOx) were performed in summer 2016 inside a city centre road tunnel in Birmingham, United Kingdom. HONO and NOx mixing ratios were strongly correlated with traffic density, with peak levels observed during the early evening rush hour as a result of traffic congestion in the tunnel. A day-time ΔHONO∕ΔNOx ratio of 0.85 % (0.72 % to 1.01 %, 95 % confidence interval) was calculated using reduced major axis regression for the overall fleet average (comprising 59 % diesel-fuelled vehicles). A comparison with previous tunnel studies and analysis on the composition of the fleet suggest that goods vehicles have a large impact on the overall HONO vehicle emissions; however, new technologies aimed at reducing exhaust emissions, particularly for diesel vehicles, may have reduced the overall direct HONO emission in the UK. This result suggests that in order to accurately represent urban atmospheric emissions and the OH radical budget, fleet-weighted HONO∕NOx ratios may better quantify HONO vehicle emissions in models, compared with the use of a single emissions ratio for all vehicles. The contribution of the direct vehicular source of HONO to total ambient HONO concentrations is also investigated and results show that, in areas with high traffic density, vehicle exhaust emissions are likely to be the dominant HONO source to the boundary layer.
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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 Discussions 15, no. 11 (June 8, 2015): 15355–96. http://dx.doi.org/10.5194/acpd-15-15355-2015.
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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 five years, decreased from those in use for 5–10 years by 52 and 67%, respectively. 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 with sophisticated post processing individual vehicles 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.
13
Zavala, M., S. C. Herndon, E. C. Wood, J. T. Jayne, D. D. Nelson, A. M. Trimborn, E. Dunlea, et al. "Comparison of emission ratios from on-road sources using a mobile laboratory under various driving and operational sampling modes." Atmospheric Chemistry and Physics Discussions 8, no. 2 (April 23, 2008): 8059–90. http://dx.doi.org/10.5194/acpd-8-8059-2008.
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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 for the Mexicali-Imperial Valley in 2005. In this paper we analyze the variability of measured emission ratios for emitted NOx, CO, specific VOCs, NH3, and some primary fine particle components and properties obtained during the Border Ozone Reduction and Air Quality Improvement Program for the Mexicali-Imperial Valley in 2005 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. On-road heavy-duty diesel truck (HDDT) nitrogen oxides emissions were measured near Austin, Texas, as well as in both Mexican cities, with NOy emission ratios in Austin < Mexico City < Mexicali.
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De Jesus Carretilha, Maurício, Fabiana Rocha Pinto, David Barbosa de Alencar, and Gisele De Freitas Lopes. "Quantification of CO2 Emissions by Top-down Method of Manaus Public and Private Transport Fleet." International Journal for Innovation Education and Research 7, no. 11 (November 30, 2019): 274–82. http://dx.doi.org/10.31686/ijier.vol7.iss11.1879.
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Air pollutants emitted by motor vehicles make a major contribution to air pollution in large urban centers, accounting for about 75% of emissions. The estimation of GHG emissions by the “Top-down” method used in the National Energy Balance - BEN, provides for the conversion of all fuel consumption measures to a common unit. Thus, the study aimed to guide the monitoring and monitoring of the concentrations of pollutant gases emitted by diesel combustion vehicles, comparing CO2 emissions in 2018, in two public and private transport fleets in the city of Manaus. - AM Based on the application of the Top-Down methodology generating the data in the comparative table of public and private transport companies, it is evident that CO2 emissions for both fleets present a high air pollution index suggesting the adaptation of the vehicle fleet. by adopting similar fuel with lower pollutant content. The data obtained in the study show that fuels with low emission factors should be used in urban public transport vehicles.
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Ma, Dong, Xiaomeng Wu, Xin Sun, Shaojun Zhang, Hang Yin, Yan Ding, and Ye Wu. "The Characteristics of Light-Duty Passenger Vehicle Mileage and Impact Analysis in China from a Big Data Perspective." Atmosphere 13, no. 12 (November 27, 2022): 1984. http://dx.doi.org/10.3390/atmos13121984.
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Vehicle mileage is one of the key parameters for accurately evaluating vehicle emissions and energy consumption. With the support of the national annual vehicle emission inspection networked platform in China, this study used big data methods to analyze the activity level characteristics of the light-duty passenger vehicle fleet with the highest ownership proportion. We found that the annual mileage of vehicles does not decay significantly with the increase in vehicle age, and the mileage of vehicles is relatively low in the first few years due to the run-in period, among other reasons. This study indicated that the average mileage of the private passenger car fleet is 10,300 km/yr and that of the taxi fleet was 80,000 km/yr in China in 2019, and the annual mileage dropped by 22% in 2020 due to the pandemic. Based on the vehicle mileage characteristics, the emission inventory of major pollutants from light-duty passenger vehicles in China for 2010–2020 was able to be updated, which will provide important data support for more accurate environmental and climate benefit assessments in the future.
16
Rana, M. M., M. H. Khan, M. A. K. Azad, S. Rahman, and S. A. Kabir. "Estimation of Idle Emissions from the On-Road Vehicles in Dhaka." Journal of Scientific Research 12, no. 1 (January 1, 2020): 15–27. http://dx.doi.org/10.3329/jsr.v12i1.41501.
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Vehicle emission is a major source of air pollution in Dhaka. Old fleet, lack of maintenance, improper traffic and parking management, overloading, fuel adulteration etc. are responsible for high emissions from the vehicle sector. In this study, vehicle emissions have been measured on-road in Dhaka using an Automotive Gas Analyzer and Smoke Opacity Meter to determine the existing vehicle emission scenario in the city. Concentrations of carbon monoxide (CO) and hydrocarbons (HC) in the emissions from CNG/gasoline vehicles, and opacity of the emissions from diesel vehicles were measured. The results were compared with the corresponding national limit values. It was found that all types of CNG vehicles performed very well with more than 80% satisfying the corresponding limit values. Private cars ranked at the top in performance among the CNG/gasoline vehicles. Diesel vehicles were found as the worst polluters in the vehicle sector; emissions from about 75% of the diesel vehicles had opacity more than 65 HSU, the national limit value for emissions from diesel vehicles. Motor cycles were also highly polluting; 60% of the motor cycles emitted CO and HC concentrations higher than the respective national emission limit values.
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Doumbia, Madina, Adjon A. Kouassi, Siélé Silué, Véronique Yoboué, Cathy Liousse, Arona Diedhiou, N’Datchoh E. Touré, et al. "Road Traffic Emission Inventory in an Urban Zone of West Africa: Case of Yopougon City (Abidjan, Côte d’Ivoire)." Energies 14, no. 4 (February 19, 2021): 1111. http://dx.doi.org/10.3390/en14041111.
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Road traffic emission inventories based on bottom-up methodology, are calculated for each road segment from fuel consumption and traffic volume data obtained during field measurements in Yopougon. High emissions of black carbon (BC) from vehicles are observed at major road intersections, in areas surrounding industrial zones and on highways. Highest emission values from road traffic are observed for carbon monoxide (CO) (14.8 t/d) and nitrogen oxides (NOx) (7.9 t/d), usually considered as the major traffic pollution tracers. Furthermore, peak values of CO emissions due to personal cars (PCs) are mainly linked to the old age of the vehicle fleet with high emission factors. The highest emitting type of vehicle for BC on the highway is PC (70.2%), followed by inter-communal taxis (TAs) (13.1%), heavy vehicles (HVs) (9.8%), minibuses (GBs) (6.4%) and intra-communal taxis (WRs) (0.4%). While for organic carbon (OC) emissions on the main roads, PCs represent 46.7%, followed by 20.3% for WRs, 14.9% for TAs, 11.4% for GB and 6.7% for HVs. This work provides new key information on local pollutant emissions and may be useful to guide mitigation strategies such as modernizing the vehicle fleet and reorganizing public transportation, to reduce emissions and improve public health.
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Mbandi, Aderiana Mutheu, Jan R. Böhnke, Dietrich Schwela, Harry Vallack, Mike R. Ashmore, and Lisa Emberson. "Estimating On-Road Vehicle Fuel Economy in Africa: A Case Study Based on an Urban Transport Survey in Nairobi, Kenya." Energies 12, no. 6 (March 26, 2019): 1177. http://dx.doi.org/10.3390/en12061177.
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In African cities like Nairobi, policies to improve vehicle fuel economy help to reduce greenhouse gas emissions and improve air quality, but lack of data is a major challenge. We present a methodology for estimating fuel economy in such cities. Vehicle characteristics and activity data, for both the formal fleet (private cars, motorcycles, light and heavy trucks) and informal fleet—minibuses (matatus), three-wheelers (tuktuks), goods vehicles (AskforTransport) and two-wheelers (bodabodas)—were collected and used to estimate fuel economy. Using two empirical models, general linear modelling (GLM) and artificial neural network (ANN), the relationships between vehicle characteristics for this fleet and fuel economy were analyzed for the first time. Fuel economy for bodabodas (4.6 ± 0.4 L/100 km), tuktuks (8.7 ± 4.6 L/100 km), passenger cars (22.8 ± 3.0 L/100 km), and matatus (33.1 ± 2.5 L/100 km) was found to be 2–3 times worse than in the countries these vehicles are imported from. The GLM provided the better estimate of predicted fuel economy based on vehicle characteristics. The analysis of survey data covering a large informal urban fleet helps meet the challenge of a lack of availability of vehicle data for emissions inventories. This may be useful to policy makers as emissions inventories underpin policy development to reduce emissions.
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Hudda, N., S. Fruin, R. J. Delfino, and C. Sioutas. "Cost effective determination of vehicle emission factors using on-road measurements." Atmospheric Chemistry and Physics Discussions 12, no. 7 (July 31, 2012): 18715–40. http://dx.doi.org/10.5194/acpd-12-18715-2012.
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Abstract. To evaluate the success of vehicle emissions regulations, trends in both fleet-wide average emissions as well as high-emitter emissions are needed, but it is challenging to capture the full spread of vehicle emission factors (EFs) with chassis dynamometer, tunnel or remote sensing studies. We developed an efficient and cost-effective method using real-time on-road pollutant measurements from a mobile platform, which when linked with real-time traffic data, allows calculating both the average and spread of EFs for light-duty gasoline-powered vehicles (LDV) and heavy-duty diesel-powered vehicles (HDV). This is the first study in California to report EFs under a wide range of real-driving conditions on multiple freeways and it captured much or most of the variability in EFs due to inter-vehicle differences. Fleet average LDV EFs were generally in agreement with most recent studies and an order of magnitude lower than HDV EFs, but over an order of magnitude or more spread was observed for both LDV and HDV EFs. HDV EFs reflected relatively rapid decreases occurring in diesel emissions in Los Angeles/California, and HDV EFs on I-710, a primary route used for goods movement and a focus of additional truck fleet turnover incentives, were lower than on other freeways. When freeway emission rates (ER) were quantified as the product of EF and vehicle activity rates per mile of freeway, ERs were found to be generally similar in magnitude. Despite a two- to three-fold difference in HDV fractions between freeways, higher LDV volumes largely offset this difference.
20
Wang, J. M., C. H. Jeong, N. Zimmerman, R. M. Healy, D. K. Wang, F. Ke, and G. J. Evans. "Plume-based analysis of vehicle fleet air pollutant emissions and the contribution from high emitters." Atmospheric Measurement Techniques 8, no. 8 (August 13, 2015): 3263–75. http://dx.doi.org/10.5194/amt-8-3263-2015.
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Abstract. An automated identification and integration method has been developed for in-use vehicle emissions under real-world conditions. This technique was applied to high-time-resolution air pollutant measurements of in-use vehicle emissions performed under real-world conditions at a near-road monitoring station in Toronto, Canada, during four seasons, through month-long campaigns in 2013–2014. Based on carbon dioxide measurements, over 100 000 vehicle-related plumes were automatically identified and fuel-based emission factors for nitrogen oxides; carbon monoxide; particle number; black carbon; benzene, toluene, ethylbenzene, and xylenes (BTEX); and methanol were determined for each plume. Thus the automated identification enabled the measurement of an unprecedented number of plumes and pollutants over an extended duration. Emission factors for volatile organic compounds were also measured roadside for the first time using a proton transfer reaction time-of-flight mass spectrometer; this instrument provided the time resolution required for the plume capture technique. Mean emission factors were characteristic of the light-duty gasoline-dominated vehicle fleet present at the measurement site, with mean black carbon and particle number emission factors of 35 mg kg fuel−1 and 7.5 × 1014 # kg fuel−1, respectively. The use of the plume-by-plume analysis enabled isolation of vehicle emissions, and the elucidation of co-emitted pollutants from similar vehicle types, variability of emissions across the fleet, and the relative contribution from heavy emitters. It was found that a small proportion of the fleet (< 25 %) contributed significantly to total fleet emissions: 100, 100, 81, and 77 % for black carbon, carbon monoxide, BTEX, and particle number, respectively. Emission factors of a single pollutant may help classify a vehicle as a high emitter; however, regulatory strategies to more efficiently target multi-pollutant mixtures may be better developed by considering the co-emitted pollutants as well.
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Wang, J. M., C. H. Jeong, N. Zimmerman, R. M. Healy, D. K. Wang, F. Ke, and G. J. Evans. "Plume-based analysis of vehicle fleet air pollutant emissions and the contribution from high emitters." Atmospheric Measurement Techniques Discussions 8, no. 3 (March 18, 2015): 2881–912. http://dx.doi.org/10.5194/amtd-8-2881-2015.
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Abstract. An automated identification and integration method has been developed to investigate in-use vehicle emissions under real-world conditions. This technique was applied to high time resolution air pollutant measurements of in-use vehicle emissions performed under real-world conditions at a near-road monitoring station in Toronto, Canada during four seasons, through month-long campaigns in 2013–2014. Based on carbon dioxide measurements, over 100 000 vehicle-related plumes were automatically identified and fuel-based emission factors for nitrogen oxides; carbon monoxide; particle number, black carbon; benzene, toluene, ethylbenzene, and xylenes (BTEX); and methanol were determined for each plume. Thus the automated identification enabled the measurement of an unprecedented number of plumes and pollutants over an extended duration. Emission factors for volatile organic compounds were also measured roadside for the first time using a proton transfer reaction time-of-flight mass spectrometer; this instrument provided the time resolution required for the plume capture technique. Mean emission factors were characteristic of the light-duty gasoline dominated vehicle fleet present at the measurement site, with mean black carbon and particle number emission factors of 35 mg kg−1 and 7.7 × 1014 kg−1, respectively. The use of the plume-by-plume analysis enabled isolation of vehicle emissions, and the elucidation of co-emitted pollutants from similar vehicle types, variability of emissions across the fleet, and the relative contribution from heavy emitters. It was found that a small proportion of the fleet (< 25%) contributed significantly to total fleet emissions; 95, 93, 76, and 75% for black carbon, carbon monoxide, BTEX, and particle number, respectively. Emission factors of a single pollutant may help classify a vehicle as a high emitter. However, regulatory strategies to more efficiently target multi-pollutants mixtures may be better developed by considering the co-emitted pollutants as well.
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Zindros, Stylianos, and Afroditi Anagnostopoulou. "Reforming the fleet of public authorities." IOP Conference Series: Earth and Environmental Science 899, no. 1 (November 1, 2021): 012064. http://dx.doi.org/10.1088/1755-1315/899/1/012064.
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Abstract The negative environmental implications and the reduced ψlevel of social services in many urban areas have attracted significant attention over the last years. Sustainability and quality of life are evolving to demanding actions in urban areas and public authorities have started to buy cleaner, greener vehicles in order to reforming their fleets. This paper presents and analyses a case study of the Traffic Police Division of Attica transition to a new vehicle fleet. It aims to examine how they managed to decrease the inefficiencies of their transport services in terms of both operational and environmental costs by achieving reduced fuel consumption as well as Green House Gas (GHG) emissions. It focuses on the impact on the environment due to the fuel consumption of vehicle fleet by using proper performance indicators (such as l/100 km for fuel consumption, g/km for CO, g/km for CO2). Overall, the performance of reforming the fleet of the Traffic Police Division of Attica is evaluated in terms of fuel consumption and GHG reductions following a proposed approach for estimating emissions.
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Deysher, Beth, and Don Pickrell. "Emissions Reductions From Vehicle Retirement Programs." Transportation Research Record: Journal of the Transportation Research Board 1587, no. 1 (January 1997): 121–27. http://dx.doi.org/10.3141/1587-14.
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Nonattainment areas taking advantage of EPA’s modified enforcement of the 1990 Clean Air Act mandates for unpopular emissions control measures will be required to identify alternative measures to reduce emissions, and several areas have indicated their intention to implement scrappage programs for older vehicles as a means of “replacing” the emissions reductions originally expected to result from these other measures. The potential reductions in fleetwide motor vehicle emissions from scrappage of all older light-duty vehicles in a typical urban area’s fleet are analyzed, and the sensitivity of those reductions to the timing of the program’s implementation and to alternative assumptions about more intensive use of vehicles remaining in the fleet are explored. The cost-effectiveness of such a program in reducing ozone precursor emissions is investigated and the reliability of estimates of the program’s effectiveness developed by using the MOBILE5a vehicle emissions model are evaluated. The likely emissions reductions from even so comprehensive a vehicle scrappage program cannot replace those anticipated to result from measures such as enhanced inspection and maintenance and sales of reformulated gasoline, but smaller-scale retirement programs may be a cost-effective element of a larger package of emissions reduction strategies.
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Zhang, Shaojun, Ye Wu, Ruikun Huang, Jiandong Wang, Han Yan, Yali Zheng, and Jiming Hao. "High-resolution simulation of link-level vehicle emissions and concentrations for air pollutants in a traffic-populated eastern Asian city." Atmospheric Chemistry and Physics 16, no. 15 (August 9, 2016): 9965–81. http://dx.doi.org/10.5194/acp-16-9965-2016.
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Abstract. Vehicle emissions containing air pollutants created substantial environmental impacts on air quality for many traffic-populated cities in eastern Asia. A high-resolution emission inventory is a useful tool compared with traditional tools (e.g. registration data-based approach) to accurately evaluate real-world traffic dynamics and their environmental burden. In this study, Macau, one of the most populated cities in the world, is selected to demonstrate a high-resolution simulation of vehicular emissions and their contribution to air pollutant concentrations by coupling multimodels. First, traffic volumes by vehicle category on 47 typical roads were investigated during weekdays in 2010 and further applied in a networking demand simulation with the TransCAD model to establish hourly profiles of link-level vehicle counts. Local vehicle driving speed and vehicle age distribution data were also collected in Macau. Second, based on a localized vehicle emission model (e.g. the emission factor model for the Beijing vehicle fleet – Macau, EMBEV–Macau), this study established a link-based vehicle emission inventory in Macau with high resolution meshed in a temporal and spatial framework. Furthermore, we employed the AERMOD (AMS/EPA Regulatory Model) model to map concentrations of CO and primary PM2.5 contributed by local vehicle emissions during weekdays in November 2010. This study has discerned the strong impact of traffic flow dynamics on the temporal and spatial patterns of vehicle emissions, such as a geographic discrepancy of spatial allocation up to 26 % between THC and PM2.5 emissions owing to spatially heterogeneous vehicle-use intensity between motorcycles and diesel fleets. We also identified that the estimated CO2 emissions from gasoline vehicles agreed well with the statistical fuel consumption in Macau. Therefore, this paper provides a case study and a solid framework for developing high-resolution environment assessment tools for other vehicle-populated cities in eastern Asia.
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Stavy, Michael. "The Carbon Content of Hydrogen Vehicle Fuel Produced by Hydrogen Electrolysis." Journal of Solar Energy Engineering 127, no. 1 (February 1, 2005): 161–63. http://dx.doi.org/10.1115/1.1824101.
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This paper discusses the four points in the Kreith and Isler August, 2002 Journal of Solar Energy Engineering Discussion Note, “Comments Dealing with Fuel Cell Energy Policy and Renewable Energy”. The paper compares the carbon emissions (gm-CO2/mi) of the current US passenger gasoline vehicle (GV) fleet with a proposed US passenger hydrogen vehicle (HV) fleet. The paper uses the efficiency method to compute the carbon content (gm-CO2/gal-H2) of hydrogen vehicle fuel (HVF) produced by a hydrogen electrolyzer (HE). The carbon content of the electricity (gm-CO2/kWh) used to power a HE is used to compute the carbon content of the HVF. The fuel efficiency (mpg) of the current US GV fleet and of the proposed HV fleet are used to compute the carbon emissions of the two fleets. The four points of Kreith and Isler are demonstrated for H2 from a HE. Equations and a list of abbreviations are provided.
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Pietracho, Robert, Christoph Wenge, Przemyslaw Komarnicki, and Leszek Kasprzyk. "Multi-Criterial Assessment of Electric Vehicle Integration into the Commercial Sector—A Case Study." Energies 16, no. 1 (December 31, 2022): 462. http://dx.doi.org/10.3390/en16010462.
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Transforming the transport sector to zero emission is an integral part of changes to the energy sector worldwide. This effects not only the electrification of the private sector but also the commercial sector. The aim of this study is to develop methodologies, algorithms and associated requirements for the integration of electric vehicles into a logistics application with a possible reduction in operating costs. The most favorable solution for a company was evaluated using the analytic hierarchy process algorithm considering three main aspects: economic, environmental and technical. An analysis of the environmental impact of the vehicle fleet in terms of atmospheric emissions was also conducted, based on the data available for combustion and electric vehicles, considering the well-to-tank approach. The costs associated with operating an electric vehicle were identified and compared to the current costs associated with operating a standard diesel-based fleet. Incorporating the identified costs of electrifying the vehicle fleet, an algorithm was implemented to reduce the number of vehicles in the company and, thereby, significantly reducing the costs associated with fleet maintenance.
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Trofimenko, J. V., V. A. Ginzburg, V. I. Komkov, and V. M. Lytov. "INFLUENCE OF THE MOTOR VEHICLE PARKING STRUCTURE BY FUEL TYPE AND ECOLOGICAL CLASS ON GREENHOUSE GAS EMISSIONS." Russian Automobile and Highway Industry Journal 15, no. 6 (January 11, 2019): 898–910. http://dx.doi.org/10.26518/2071-7296-2018-6-898-910.
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Introduction. The results of estimating greenhouse gas (GHG) emissions by a vehicle fleet are described, using the COPERT-4 methodology and the baseline data contained in 1-BDD form, concerning the number of vehicle fleets in Russia and three options for detailing the fleet structure by the fuel type and ecological class in different organizations. Such data is not provided in the forms of state statistical reports and is generated by the researchers.Materials and methods. Various approaches to the structuring of the park by the fuel type and the ecological class give a slight variation in the values of GHG emissions’ gross (up to 4.1%), which confirms the correctness and approaches’ validity to the generation of the required initial data. The authors introduce the concept of total conditional transport work in order to adjust the values of the average annual mileage to the generation of the required initial data in the calculation of GHG emissions gross by the fleet of cars. Moreover, the value of total conditional transport work for all considered GHG variants should be the same.Results. As a result, if such adjustment is not made, the difference between the obtained calculated values of GHG emissions gross by the vehicle fleet for different authors would reach 25-30%. Discussion and conclusions. The reliability of the GHG emission values estimation is confirmed by the indirect method or by comparing the data of statistical reporting on the volumes of motor fuel consumption depending on different consumers in the fuel and energy balance, and on the fuel consumption values, and on the greenhouse gas emissions gross by the COPERT-4 method.
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Wu, Y., S. J. Zhang, M. L. Li, Y. S. Ge, J. W. Shu, Y. Zhou, Y. Y. Xu, et al. "The challenge to NO<sub>x</sub> emission control for heavy-duty diesel vehicles in China." Atmospheric Chemistry and Physics Discussions 12, no. 7 (July 30, 2012): 18565–604. http://dx.doi.org/10.5194/acpd-12-18565-2012.
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Abstract. China's new "Twelfth Five-Year Plan" set a target for total NOx emission reduction of 10% for the period of 2011–2015. Heavy-duty diesel vehicles (HDDVs) have been considered a major contributor to NOx emissions in China. Beijing initiated a comprehensive vehicle test program in 2008. This program included a sub-task for measuring on-road emission profiles of hundreds of HDDVs using portable emission measurement systems (PEMS). The major finding is that neither the on-road distance-specific (g km −1) nor brake-specific (g kW h−1) NOx emission factors for diesel buses and heavy-duty diesel trucks improved in most cases as emission standards became more stringent. For example, the average NOx emission factors for Euro II, Euro III and Euro IV buses are 11.3±3.3 g km−1, 12.5± 1.3 g km−1, and 11.8±2.0 g km−1, respectively. No statistically significant difference in NOx emission factors was observed between Euro II and III buses. Even for Euro IV buses equipped with SCR systems, the NOx emission factors are similar to Euro III buses. The data regarding real-time engine performance of Euro IV buses suggest the engine certification cycles did not reflect their real-world operating conditions. These new on-road test results indicate that previous estimates of total NOx emissions for HDDV fleet may be significantly underestimated. The new estimate in total NOx emissions for the Beijing HDDV fleet in 2009 is 37.0 Gg, an increase of 45% compared to the previous study. Further, we estimate that the total NOx emissions for the national HDDV fleet in 2009 are approximately 4.0 Tg, higher by 1.0 Tg (equivalent to 18% of total NOx emissions for vehicle fleet in 2009) than that estimated in the official report. This would also result in 4% increase in estimation of national anthropogenic NOx emissions. More effective control measures (such as promotion of CNG buses and a new in-use compliance testing program) are urged to secure the goal of total NOxmitigation for the HDDV fleet in the future.
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Wu, Y., S. J. Zhang, M. L. Li, Y. S. Ge, J. W. Shu, Y. Zhou, Y. Y. Xu, et al. "The challenge to NO<sub>x</sub> emission control for heavy-duty diesel vehicles in China." Atmospheric Chemistry and Physics 12, no. 19 (October 15, 2012): 9365–79. http://dx.doi.org/10.5194/acp-12-9365-2012.
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Abstract. China's new "Twelfth Five-Year Plan" set a target for total NOx emission reduction of 10% for the period of 2011–2015. Heavy-duty diesel vehicles (HDDVs) have been considered a major contributor to NOx emissions in China. Beijing initiated a comprehensive vehicle test program in 2008. This program included a sub-task for measuring on-road emission profiles of hundreds of HDDVs using portable emission measurement systems (PEMS). The major finding is that neither the on-road distance-specific (g km−1) nor brake-specific (g kWh−1) NOx emission factors for diesel buses and heavy-duty diesel trucks improved in most cases as emission standards became more stringent. For example, the average NOx emission factors for Euro II, Euro III and Euro IV buses are 11.3 ± 3.3 g km−1, 12.5 ± 1.3 g km−1, and 11.8 ± 2.0 g km−1, respectively. No statistically significant difference in NOx emission factors was observed between Euro II and III buses. Even for Euro IV buses equipped with SCR systems, the NOx emission factors are similar to Euro III buses. The data regarding real-time engine performance of Euro IV buses suggest the engine certification cycles did not reflect their real-world operating conditions. These new on-road test results indicate that previous estimates of total NOx emissions for HDDV fleet may be significantly underestimated. The new estimate in total NOx emissions for the Beijing HDDV fleet in 2009 is 37.0 Gg, an increase of 45% compared to the previous study. Further, we estimate that the total NOx emissions for the national HDDV fleet in 2009 are approximately 4.0 Tg, higher by 1.0 Tg (equivalent to 18% of total NOx emissions for vehicle fleet in 2009) than that estimated in the official report. This would also result in 4% increase in estimation of national anthropogenic NOx emissions. More effective control measures (such as promotion of CNG buses and a new in-use compliance testing program) are urged to secure the goal of total NOx mitigation for the HDDV fleet in the future.
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Zavala, M., S. C. Herndon, R. S. Slott, E. J. Dunlea, L. C. Marr, J. H. Shorter, M. Zahniser, et al. "Characterization of on-road vehicle emissions in the Mexico City Metropolitan Area using a mobile laboratory in chase and fleet average measurement modes during the MCMA-2003 field campaign." Atmospheric Chemistry and Physics Discussions 6, no. 3 (June 12, 2006): 4689–725. http://dx.doi.org/10.5194/acpd-6-4689-2006.
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Abstract. A mobile laboratory was used to measure on-road vehicle emission ratios during the MCMA-2003 field campaign held during the spring of 2003 in the Mexico City Metropolitan Area (MCMA). The measured emission ratios represent a sample of emissions of in-use vehicles under real world driving conditions for the MCMA. From the relative amounts of NOx and selected VOC's sampled, the results indicate that the technique is capable of differentiating among vehicle categories and fuel type in real world driving conditions. Emission ratios for NOx, NOy, NH3, H2CO, CH3CHO, and other selected volatile organic compounds (VOCs) are presented for chase sampled vehicles and fleet averaged emissions. Results indicate that colectivos, particularly CNG-powered colectivos, are potentially significant contributors of NOx and aldehydes in the MCMA. Similarly, ratios of selected VOCs and NOy showed a strong dependence on traffic mode. These results are compared with the vehicle emissions inventory for the MCMA, other vehicle emissions measurements in the MCMA, and measurements of on-road emissions in US cities. Our estimates for motor vehicle emissions of benzene, toluene, formaldehyde, and acetaldehyde in the MCMA indicate these species are present in concentrations higher than previously reported. The high motor vehicle aldehyde emissions may have an impact on the photochemistry of urban areas.
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Hudda, N., S. Fruin, R. J. Delfino, and C. Sioutas. "Efficient determination of vehicle emission factors by fuel use category using on-road measurements: downward trends on Los Angeles freight corridor I-710." Atmospheric Chemistry and Physics 13, no. 1 (January 11, 2013): 347–57. http://dx.doi.org/10.5194/acp-13-347-2013.
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Abstract. To evaluate the success of vehicle emissions regulations, trends in both fleet-wide average emissions as well as high-emitter emissions are needed, but it is challenging to capture the full spread of vehicle emission factors (EFs) with chassis dynamometer or tunnel studies, and remote sensing studies cannot evaluate particulate compounds. We developed an alternative method that links real-time on-road pollutant measurements from a mobile platform with real-time traffic data, and allows efficient calculation of both the average and the spread of EFs for light-duty gasoline-powered vehicles (LDG) and heavy-duty diesel-powered vehicles (HDD). This is the first study in California to report EFs under a full range of real-world driving conditions on multiple freeways. Fleet average LDG EFs were in agreement with most recent studies and an order of magnitude lower than observed HDD EFs. HDD EFs reflected the relatively rapid decreases in diesel emissions that have recently occurred in Los Angeles/California, and on I-710, a primary route used for goods movement and a focus of additional truck fleet turnover incentives, HDD EFs were often lower than on other freeways. When freeway emission rates (ER) were quantified as the product of EF and vehicle miles traveled (VMT) per time per mile of freeway, despite a two- to three-fold difference in HDD fractions between freeways, ERs were found to be generally similar in magnitude. Higher LDG VMT on low HDD fraction freeways largely offset the difference. Therefore, the conventional assumption that freeways with the highest HDD fractions are significantly worse sources of total emissions in Los Angeles may no longer be~true.
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Wren, Sumi N., John Liggio, Yuemei Han, Katherine Hayden, Gang Lu, Cris M. Mihele, Richard L. Mittermeier, Craig Stroud, Jeremy J. B. Wentzell, and Jeffrey R. Brook. "Elucidating real-world vehicle emission factors from mobile measurements over a large metropolitan region: a focus on isocyanic acid, hydrogen cyanide, and black carbon." Atmospheric Chemistry and Physics 18, no. 23 (November 30, 2018): 16979–7001. http://dx.doi.org/10.5194/acp-18-16979-2018.
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Abstract. A mobile laboratory equipped with state-of-the-art gaseous and particulate instrumentation was deployed across the Greater Toronto Area (GTA) during two seasons. A high-resolution time-of-flight chemical ionization mass spectrometer (HR-TOF-CIMS) measured isocyanic acid (HNCO) and hydrogen cyanide (HCN), and a high-sensitivity laser-induced incandescence (HS-LII) instrument measured black carbon (BC). Results indicate that on-road vehicles are a clear source of HNCO and HCN and that their impact is more pronounced in the winter, when influences from biomass burning (BB) and secondary photochemistry are weakest. Plume-based and time-based algorithms were developed to calculate fleet-average vehicle emission factors (EFs); the algorithms were found to yield comparable results, depending on the pollutant identity. With respect to literature EFs for benzene, toluene, C2 benzene (sum of m-, p-, and o-xylenes and ethylbenzene), nitrogen oxides, particle number concentration (PN), and black carbon, the calculated EFs were characteristic of a relatively clean vehicle fleet dominated by light-duty vehicles (LDV). Our fleet-average EF for BC (median: 25 mg kgfuel-1; interquartile range, IQR: 10–76 mg kgfuel-1) suggests that overall vehicular emissions of BC have decreased over time. However, the distribution of EFs indicates that a small proportion of high-emitters continue to contribute disproportionately to total BC emissions. We report the first fleet-average EF for HNCO (median: 2.3 mg kgfuel-1, IQR: 1.4–4.2 mg kgfuel-1) and HCN (median: 0.52 mg kgfuel-1, IQR: 0.32–0.88 mg kgfuel-1). The distribution of the estimated EFs provides insight into the real-world variability of HNCO and HCN emissions and constrains the wide range of literature EFs obtained from prior dynamometer studies. The impact of vehicle emissions on urban HNCO levels can be expected to be further enhanced if secondary HNCO formation from vehicle exhaust is considered.
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Трофименко, Юрий, Yuri Trofimenko, В. Комков, and V. Komkov. "Risk Assessment of the Paris Climate Agreement Ratification for the Transport Complex of Russia." Safety in Technosphere 7, no. 3 (April 1, 2019): 35–42. http://dx.doi.org/10.12737/article_5c7e33727f2390.67085675.
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The key topics of the Paris Agreement on climate change prevention by way of greenhouse gases emissions regulation, and the risks for the transport industry in case of this agreement ratification have been considered. Using the developed methodology and forecast assessments of the number and structures of vehicle fleets and transport work, has been carried out the assessment of potential reduction for greenhouse gases (GHG) emissions by all means of transport for the period up to 2030, and measures to this reduction achievement. It has been established that GHG emissions by transport in 2030 can be reduced in comparison with 2015 from 286.0 to 261.2…282.0 million tons of CO2-eq. that is 20…26% more than in 1990. To achieve the target level of GHG emissions by transport in 2030 (70…75% of the 1990 level) is possible only if the entire car fleet of Russia (66.3…73.6 million units) will consist by half of hybrid vehicles and by half of electric ones. The main measures for reaching the stabilization path of GHG emission volumes by the transport complex, and then reducing these volumes by 5…12% in 2030 are follows: introduction of a carbon-based transport tax on all types of vehicles; introduction and tightening of specific (per unit mileage) standards for fuel consumption and CO2 emissions of single vehicles; measures for substitution of transport whose age exceeds 10 … 15 years, by electric cars, hybrids, and vehicles that run on alternative fuels, the use of carbon-free transports in the vehicle fleet. The formed system of GHG emissions regulation should foresee a differentiated approach to various sectors of the economy (taking into account objective differences in their development level, and technological possibilities on GHG emissions reducing), and should not thwart goals of intensive development for economy with gross domestic product growth rates exceeding the world average ones.
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Hao, Han, Feiqi Liu, Xin Sun, Zongwei Liu, and Fuquan Zhao. "Quantifying the Energy, Environmental, Economic, Resource Co-Benefits and Risks of GHG Emissions Abatement: The Case of Passenger Vehicles in China." Sustainability 11, no. 5 (March 4, 2019): 1344. http://dx.doi.org/10.3390/su11051344.
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This study quantifies the energy, environmental, economic, and resource co-benefits and risks of greenhouse gas (GHG) emissions abatement for China’s passenger vehicle fleet. A bottom-up model is established, which can address energy, environmental, economic and resource impacts from the passenger vehicle fleet within one unified framework. The results indicate that for passenger vehicles, the target of GHG emissions abatement generally synergizes with the targets of petroleum security enhancement, urban air quality improvement, and transport cost reduction but conflicts with the targets of rare metal conservation and transport well-being improvement. When the co-benefits and risks are taken into consideration, the design of the GHG emissions abatement scheme becomes more complicated. It is critical to adopt an overall optimization approach so that major co-benefits and risks can be considered and assessed. Such an approach can help prepare more appropriate GHG emission abatement policies.
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Zavala, M., S. C. Herndon, R. S. Slott, E. J. Dunlea, L. C. Marr, J. H. Shorter, M. Zahniser, et al. "Characterization of on-road vehicle emissions in the Mexico City Metropolitan Area using a mobile laboratory in chase and fleet average measurement modes during the MCMA-2003 field campaign." Atmospheric Chemistry and Physics 6, no. 12 (November 8, 2006): 5129–42. http://dx.doi.org/10.5194/acp-6-5129-2006.
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Abstract. A mobile laboratory was used to measure on-road vehicle emission ratios during the MCMA-2003 field campaign held during the spring of 2003 in the Mexico City Metropolitan Area (MCMA). The measured emission ratios represent a sample of emissions of in-use vehicles under real world driving conditions for the MCMA. From the relative amounts of NOx and selected VOC's sampled, the results indicate that the technique is capable of differentiating among vehicle categories and fuel type in real world driving conditions. Emission ratios for NOx, NOy, NH3, H2CO, CH3CHO, and other selected volatile organic compounds (VOCs) are presented for chase sampled vehicles in the form of frequency distributions as well as estimates for the fleet averaged emissions. Our measurements of emission ratios for both CNG and gasoline powered "colectivos" (public transportation buses that are intensively used in the MCMA) indicate that – in a mole per mole basis – have significantly larger NOx and aldehydes emissions ratios as compared to other sampled vehicles in the MCMA. Similarly, ratios of selected VOCs and NOy showed a strong dependence on traffic mode. These results are compared with the vehicle emissions inventory for the MCMA, other vehicle emissions measurements in the MCMA, and measurements of on-road emissions in U.S. cities. We estimate NOx emissions as 100 600±29 200 metric tons per year for light duty gasoline vehicles in the MCMA for 2003. According to these results, annual NOx emissions estimated in the emissions inventory for this category are within the range of our estimated NOx annual emissions. Our estimates for motor vehicle emissions of benzene, toluene, formaldehyde, and acetaldehyde in the MCMA indicate these species are present in concentrations higher than previously reported. The high motor vehicle aldehyde emissions may have an impact on the photochemistry of urban areas.
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Qiu, Minghao, and Jens Borken-Kleefeld. "Using snapshot measurements to identify high-emitting vehicles." Environmental Research Letters 17, no. 4 (March 25, 2022): 044045. http://dx.doi.org/10.1088/1748-9326/ac5c9e.
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Abstract Policy makers have long been interested in detecting ‘high-emitters’, a supposedly smallfraction of vehicles that make disproportionally large contributions to total fleet emissions. However, existing identification schemes often exclusively rely on snapshot measurements (i.e. emissions within less than a second), and thus simply identify vehicles with high instantaneous emissions, instead of vehicles with high average emissions over a driving period as regulated by emission standards. We design a comprehensive scheme to address this challenge by combining fleetwide remote sensing measurements with detailed second-by-second emission measurements from individual vehicles. We first determine the trip-average NO x emission rates of individual vehicles in a Euro-5 diesel fleet measured across European locations; this allows, second, to calculate the fraction and emission contributions of high-emitters based on trip-average emission. We demonstrate that the identification of high-emitters is quite uncertain as long as it is based on single snapshots only; but 80% of the high-emitters can be identified with over 75% precision with five or more repeated measurements of the same vehicle. Compared to the conventional detection schemes, our scheme can increase the identified high-emitters and associated emission reductions by over 140%. Our method is validated and shown to be superior to the conventional interpretation of snapshot measurements.
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Dubisz, Damian, Paulina Golinska-Dawson, and Przemysław Zawodny. "Measuring CO2 Emissions in E-Commerce Deliveries: From Empirical Studies to a New Calculation Approach." Sustainability 14, no. 23 (December 1, 2022): 16085. http://dx.doi.org/10.3390/su142316085.
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The rapid development of e-commerce during the COVID-19 pandemic has caused an increase in the demand for urban deliveries. In this study, we conduct an exploratory analysis to identify factors that influence the fuel consumption and related greenhouse gas emissions (GHG) of vans and trucks used for e-commerce delivery. The novelty of this research results from the proposal of a new actionable approach to calculate CO2 emissions from heterogeneous fleets in e-commerce deliveries. Through a literature review, a survey of transport managers, and a case study on e-commerce deliveries, we have found that the heterogeneous fleet structure impacts direct emissions from urban deliveries. We have taken into account the parameters of a heterogeneous fleet structure, such as gross weight, mass, fuel type, engine size, fuel consumption (liters/100 km), and the age of a vehicle. Through numerical experiments, we have identified that the age of a vehicle results in increased fuel consumption of 1.31% year-to-year for vans and 1.01% year-to-year for 18-t trucks. For that reason, we proposed a novel formula to calculate the direct CO2 emissions from heterogeneous fleets in e-commerce deliveries, which takes into consideration the age-related fuel consumption factor and the structure of a fleet.
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Evans, M., N. Kholod, V. Malyshev, S. Tretyakova, E. Gusev, S. Yu, and A. Barinov. "Black carbon emissions from Russian diesel sources: case study of Murmansk." Atmospheric Chemistry and Physics Discussions 15, no. 3 (February 3, 2015): 3257–84. http://dx.doi.org/10.5194/acpd-15-3257-2015.
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Abstract. Black carbon (BC) is a potent pollutant because of its effects on climate change, ecosystems and human health. Black carbon has a particularly pronounced impact as a climate forcer in the Arctic because of its effect on snow albedo and cloud formation. We have estimated BC emissions from diesel sources in Murmansk Region and Murmansk City, the largest city in the world above the Arctic Circle. In this study we developed a detailed inventory of diesel sources including on-road vehicles, off-road transport (mining, locomotives, construction and agriculture), fishing and diesel generators. For on-road transport, we conducted several surveys to understand the vehicle fleet and driving patterns, and, for all sources, we also relied on publicly available local data sets and analysis. We calculated that BC emission in Murmansk Region were 0.40 Gg in 2012. The mining industry is the largest source of BC emissions in the region, emitting 70% of all BC emissions because of its large diesel consumption and absence of emissions controls. On-road vehicles are the second largest source emitting about 12% of emissions. Old heavy duty trucks are the major source of emissions. Emission controls on new vehicles limit total emissions from on-road transportation. Vehicle traffic and fleet surveys show that many of the older cars on the registry are lightly or never used. We also estimated that total BC emissions from diesel sources in Russia were 56.7 Gg in 2010, and on-road transport contributed 55% of diesel BC emissions. Agricultural machinery is also a significant source Russia-wide, in part because of the lack of controls on off-road vehicles.
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Bradley, Kimberly S., Kevin B. Brooks, Laura K. Hubbard, Peter J. Popp, and Donald H. Stedman. "Motor Vehicle Fleet Emissions by OP-FTIR." Environmental Science & Technology 34, no. 5 (March 2000): 897–99. http://dx.doi.org/10.1021/es9909226.
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Islam, Md Anisul, and Yuvraj Gajpal. "Optimization of Conventional and Green Vehicles Composition under Carbon Emission Cap." Sustainability 13, no. 12 (June 20, 2021): 6940. http://dx.doi.org/10.3390/su13126940.
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The CO2 emission of transportation is significantly reduced by the employment of green vehicles to the existing vehicle fleet of the organizations. This paper intends to optimize the composition of conventional and green vehicles for a logistics distribution problem operating under a carbon emission cap imposed by the government. The underlying problem involves product delivery by the vehicles starting from a single depot to geographically distributed customers. The delivery occurs within specified time windows. To solve the proposed problem, we design a hybrid metaheuristic solution based on ant colony optimization (ACO) and variable neighborhood search (VNS) algorithms. Extensive computational experiments have been performed on newly generated problem instances and benchmark problem instances adopted from the literature. The proposed hybrid ACO is proven to be superior to the state-of-the-art algorithms available in the literature. We obtain 21 new best-known solutions out of 56 benchmark instances of vehicle routing problem with time windows (VRPTW). The proposed mixed fleet model obtains the best composition of conventional and green vehicles with a 6.90% reduced amount of CO2 emissions compared to the case when the fleet consists of conventional vehicles only.
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Blat Belmonte, Benjamin, Arved Esser, Steffi Weyand, Georg Franke, Liselotte Schebek, and Stephan Rinderknecht. "Identification of the Optimal Passenger Car Vehicle Fleet Transition for Mitigating the Cumulative Life-Cycle Greenhouse Gas Emissions until 2050." Vehicles 2, no. 1 (January 24, 2020): 75–99. http://dx.doi.org/10.3390/vehicles2010005.
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We present an optimization model for the passenger car vehicle fleet transition—the time-dependent fleet composition—in Germany until 2050. The goal was to minimize the cumulative greenhouse gas (GHG) emissions of the vehicle fleet taking into account life-cycle assessment (LCA) data. LCAs provide information on the global warming potential (GWP) of different powertrain concepts. Meta-analyses of batteries, of different fuel types, and of the German energy sector are conducted to support the model. Furthermore, a sensitivity-analysis is performed on four key influence parameters: the battery production emissions trend, the German energy sector trend, the hydrogen production path trend, and the mobility sector trend. Overall, we draw the conclusion that—in any scenario—future vehicles should have a plug-in option, allowing their usage as fully or partly electrical vehicles. For short distance trips, battery electric vehicles (BEVs) with a small battery size are the most reasonable choice throughout the transition. Plug-in hybrid electric vehicles (PHEVs) powered by compressed natural gas (CNG) emerge as promising long-range capable solution. Starting in 2040, long-range capable BEVs and fuel cell plug-in hybrid electric vehicles (FCPHEVs) have similar life-cycle emissions as PHEV-CNG.
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Osses, Mauricio, Néstor Rojas, Cecilia Ibarra, Víctor Valdebenito, Ignacio Laengle, Nicolás Pantoja, Darío Osses, et al. "High-resolution spatial-distribution maps of road transport exhaust emissions in Chile, 1990–2020." Earth System Science Data 14, no. 3 (March 28, 2022): 1359–76. http://dx.doi.org/10.5194/essd-14-1359-2022.
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Abstract. This description paper presents a detailed and consistent estimate and analysis of exhaust pollutant emissions generated by Chile's road transport activity for the period 1990–2020. The complete database for the period 1990–2020 is available at the following DOI: https://doi.org/10.17632/z69m8xm843.2 (Osses et al., 2021). Emissions are provided at a high spatial resolution (0.01∘ × 0.01∘) over continental Chile from 18.5 to 53.2∘ S, including local pollutants (CO; volatile organic compounds, VOCs; NOx; PM2.5), black carbon (BC) and greenhouse gases (CO2, CH4). The methodology considers 70 vehicle types, based on 10 vehicle categories, subdivided into 2 fuel types and 7 emission standards. Vehicle activity was calculated based on official databases of vehicle records and vehicle flow counts. Fuel consumption was calculated based on vehicle activity and contrasted with fuel sales to calibrate the initial dataset. Emission factors come mainly from the Computer programme to calculate emissions from road transport version 5 (COPERT 5), adapted to local conditions in the 15 political regions of Chile, based on emission standards and fuel quality. While vehicle fleet grew 5-fold between 1990 and 2020, CO2 emissions have followed this trend at a lower rate, and emissions of air local pollutants have decreased due to stricter abatement technologies, better fuel quality and enforcement of emission standards. In other words, there has been decoupling between fleet growth and emissions' rate of change. Results were contrasted with global datasets (EDGAR, CAMS, CEDS), showing similarities in CO2 estimations and striking differences in PM, BC and CO; in the case of NOx and CH4 there is coincidence only until 2008. In all cases of divergent results, global datasets estimate higher emissions.
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Osei, Louisa K., Omid Ghaffarpasand, and Francis D. Pope. "Real-World Contribution of Electrification and Replacement Scenarios to the Fleet Emissions in West Midland Boroughs, UK." Atmosphere 12, no. 3 (March 4, 2021): 332. http://dx.doi.org/10.3390/atmos12030332.
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This study reports the likely real-world effects of fleet replacement with electric vehicles (EVs) and higher efficiency EURO 6 vehicles on the exhaustive emissions of NOx, PM, and CO2 in the seven boroughs of the West Midlands (WM) region, UK. National fleet composition data, local EURO distributions, and traffic compositions were used to project vehicle fleet compositions for different roads in each borough. A large dataset of real-world emission factors including over 90,000 remote-sensing measurements, obtained from remote sensing campaigns in five UK cities, was used to parameterize the emission profiles of the studied scenarios. Results show that adoption of the fleet electrification approach would have the highest emission reduction potential on urban roads in WM boroughs. It would result in maximum reductions ranging from 35.0 to 37.9%, 44.3 to 48.3%, and 46.9 to 50.3% for NOx, PM, and CO2, respectively. In comparison, the EURO 6 replacement fleet scenario would lead to reductions ranging from 10.0 to 10.4%, 4.0 to 4.2%, and 6.0 to 6.4% for NOx, PM, and CO2, respectively. The studied mitigation scenarios have higher efficacies on motorways compared to rural and urban roads because of the differences in traffic fleet composition. The findings presented will help policymakers choose climate and air quality mitigation strategies.
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Ramirez- Gamboa, Jhonathan, Jorge Eduardo- Pachón, Oscar M. Casas- Leuro, and Sandro Faruc- González. "A new database of on-road vehicle emission factors for Colombia: A case study of Bogotá." CT&F - Ciencia, Tecnología y Futuro 9, no. 1 (May 10, 2019): 73–82. http://dx.doi.org/10.29047/01225383.154.
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Mobile sources contribute directly or indirectly with most of the atmospheric emissions in Colombian cities. Quantification of mobile source emissions rely on emission factors (EF) and vehicle activity. However, EF for vehicles in the country have not evolved at the same time as fleet renovation and fuel composition changes in the last few years. In fact, estimated EF before 2010 may not reflect the reduction of sulfur content in diesel and the renovation and deterioration of passenger vehicles; therefore, emission levels may be over or under estimated. To account for these changes, we have implemented the MOVES model in Bogota and obtained a new database of on-road vehicle emission factors. For this purpose, local information of activity rates, speed profiles, vehicle population distribution and age, meteorology and fuel composition was used. Emissions were estimated with these new set of EF and compared with previous inventories. We observed large reductions in SO2 (-87%), CO (-65%) and VOC (-62%) emissions from mobiles sources and lower reductions in NOx (-20%). Other pollutants such as PM2.5 (+15%) and CO2 (+28%) reported increases. This paper includes a new database of on-road vehicle emission factors for Bogota, which can be applied in other Colombian cities in the absence of local data.
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Huang, Jianchang, Guohua Song, Jianbo Zhang, Chenxu Li, Qiumei Liu, and Lei Yu. "The Impact of Violations of Bicycles and Pedestrians on Vehicle Emissions at Signalized Intersections." Journal of Advanced Transportation 2020 (March 21, 2020): 1–14. http://dx.doi.org/10.1155/2020/7539829.
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An intersection is a typical emission hot spot in the urban traffic network. And frequent violations such as running the red light have been a critical social problem at signalized intersections in developing countries. This article aimed to quantify the impact of violations (behaviors which will block the fleet) on emissions at signalized intersections. Increased emissions of vehicles affected by violations are of two levels: (1) trajectory level for the first four affected vehicles and (2) traffic flow level for the subsequent vehicles. At the trajectory level, the study focuses on the second-by-second activities of the first four affected vehicles. First, the trajectory model of the first affected vehicle is developed. Then, the trajectory of the other three vehicles is constructed using the Gipps car-following model. At the traffic flow level, a linear emission model is developed to describe the relationship between emission factors and idling time in the one-stop (vehicle stop once) and two-stop (vehicle stop twice) scenarios based on the global position system (GPS)-collected data at 44 intersections in Beijing. Based on the linear emission model, increased emissions at the traffic flow level are calculated as knowing the number of stops and idling time before and after violations. The analysis of the subsequent vehicles is divided into unsaturated and saturated conditions. Under the unsaturated condition, the emissions have barely increased due to the increase of idling time for one-stop vehicles caused by the violations. Under the saturated conditions, the emission increment increases sharply as the one-stop vehicle gradually transforms to a two-stop vehicle because of violations, and the maximum emission increment reaches 45% in half an hour in the case. The increment of emissions decreases steadily as the proportion of two-stop vehicles reaches 100% after violations, while the proportion before violations keeps increasing.
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IGLESIAS, MARTA, and HELEN APSIMON. "ALTERNATIVE VEHICLE TECHNOLOGIES AND FUELS IN SCENARIOS FOR ATMOSPHERIC EMISSIONS IN LONDON." Journal of Environmental Assessment Policy and Management 06, no. 02 (June 2004): 213–43. http://dx.doi.org/10.1142/s1464333204001638.
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Alternative fuels and vehicle technologies for road transport are receiving increasing support as a result of climate change mitigation policies and local air quality regulations. This study attempts to estimate the emission reductions of major air pollutants (NOx, PM, HC and CO 2) that might be expected from the introduction of alternative fuels and technologies in London by the year 2020. A number of alternative scenarios for the road transport system have been developed, and their corresponding emissions compared to those arising from a baseline scenario, consisting exclusively of conventional fuels and engines. The results confirmed that by 2020 the emissions of NOx, PM and HC from a conventional vehicle fleet would be greatly decreased as a result of more stringent vehicle emission standards. Significant additional improvements could be achieved by the introduction of hydrogen-fuel cell vehicles, hybrid electric vehicles, natural gas and biofuels. It was found that the emissions of the principal pollutants of concern in London, NOx and PM 10, show similar patterns of reduction. The results also imply that the anticipated increase in conventional vehicle efficiency would only deliver a minimal 2 percent reduction in CO 2 vehicle emissions relative to the present, but greater reductions were achieved in all the alternative scenarios.
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Evans, M., N. Kholod, V. Malyshev, S. Tretyakova, E. Gusev, S. Yu, and A. Barinov. "Black carbon emissions from Russian diesel sources: case study of Murmansk." Atmospheric Chemistry and Physics 15, no. 14 (July 27, 2015): 8349–59. http://dx.doi.org/10.5194/acp-15-8349-2015.
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Abstract. Black carbon (BC) is a potent pollutant because of its effects on climate change, ecosystems and human health. Black carbon has a particularly pronounced impact as a climate forcer in the Arctic because of its effect on snow albedo and cloud formation. We have estimated BC emissions from diesel sources in the Murmansk Region and Murmansk City, the largest city in the world above the Arctic Circle. In this study we developed a detailed inventory of diesel sources including on-road vehicles, off-road transport (mining, locomotives, construction and agriculture), ships and diesel generators. For on-road transport, we conducted several surveys to understand the vehicle fleet and driving patterns, and, for all sources, we also relied on publicly available local data sets and analysis. We calculated that BC emissions in the Murmansk Region were 0.40 Gg in 2012. The mining industry is the largest source of BC emissions in the region, emitting 69 % of all BC emissions because of its large diesel consumption and absence of emissions controls. On-road vehicles are the second largest source, emitting about 13 % of emissions. Old heavy duty trucks are the major source of emissions. Emission controls on new vehicles limit total emissions from on-road transportation. Vehicle traffic and fleet surveys show that many of the older cars on the registry are lightly or never used. We also estimated that total BC emissions from diesel sources in Russia were 50.8 Gg in 2010, and on-road transport contributed 49 % of diesel BC emissions. Agricultural machinery is also a significant source Russia-wide, in part because of the lack of controls on off-road vehicles.
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Lyu, Meng, Xiaofeng Bao, Yunjing Wang, and Ronald Matthews. "Analysis of emissions from various driving cycles based on real driving measurements obtained in a high-altitude city." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 234, no. 6 (February 7, 2020): 1563–71. http://dx.doi.org/10.1177/0954407019898959.
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Vehicle emissions standards and regulations remain weak in high-altitude regions. In this study, vehicle emissions from both the New European Driving Cycle and the Worldwide harmonized Light-duty driving Test Cycle were analyzed by employing on-road test data collected from typical roads in a high-altitude city. On-road measurements were conducted on five light-duty vehicles using a portable emissions measurement system. The certification cycle parameters were synthesized from real-world driving data using the vehicle specific power methodology. The analysis revealed that under real-world driving conditions, all emissions were generally higher than the estimated values for both the New European Driving Cycle and Worldwide harmonized Light-duty driving Test Cycle. Concerning emissions standards, more CO, NOx, and hydrocarbons were emitted by China 3 vehicles than by China 4 vehicles, whereas the CO2 emissions exhibited interesting trends with vehicle displacement and emissions standards. These results have potential implications for policymakers in regard to vehicle emissions management and control strategies aimed at emissions reduction, fleet inspection, and maintenance programs.
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Velásquez Chacón, Erika, and Efraín Jesús Molina Pinto. "Natural energy resources and their impact on environmental pollution in the transport sector in Perú." Illustro 12, no. 1 (December 31, 2021): 103–19. http://dx.doi.org/10.36901/illustro.v12i1.1383.
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Natural energy resources such as natural gas are important in the development of countries that have reserves. These resources may also important in the reduction of polluting emissions generated by the vehicles of the automotive fleet. In this context, the production of natural gas fuel for vehicles allows the reduction of emissions and, consequently, of the levels of air pollution. The objective of this study is to evaluate natural energy resources and their impact on environmental pollution in the transport sector, the availability of these energy resources, the impact of pollution and the strategies for the reduction of emissions, in the Peruvian context, by reviewing information from various sources. Peru has developed projects for the production of natural gas and initiatives to distribute through a gas pipeline network. The growth of the vehicle fleet has generated high levels of air pollution in the country’s cities. Natural gas vehicle fuel emits almost no heavy particles, and does not generate much PM10, and as many polluting emissions such as CO2, CO, NOx, SO2, HC, generated by other fuels. There are still limitations in emission reduction strategies because the adaptation of vehicles to natural gas has decreased due to the high costs of the service and the perception of not obtaining benefits in its use, in addition to having few establishments that sell natural gas throughout the country.
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Guensler, Randall, Haobing Liu, Yanzhi (Ann) Xu, Alper Akanser, Daejin Kim, Michael P. Hunter, and Michael O. Rodgers. "Energy Consumption and Emissions Modeling of Individual Vehicles." Transportation Research Record: Journal of the Transportation Research Board 2627, no. 1 (January 2017): 93–102. http://dx.doi.org/10.3141/2627-11.
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This study demonstrated an approach to modeling individual vehicle second-by-second fuel consumption and emissions on the basis of vehicle operations. The approach used the Motor Vehicle Emission Simulator (MOVES)–Matrix, a high-performance vehicle emissions modeling system consisting of a multidimensional array of vehicle emissions rates (pulled directly from EPA’s MOVES emissions model) that could be quickly queried by other models to generate an applicable emissions rate for any specified on-road fleet and operating conditions. For this project, the research team developed a spreadsheet-based MOVES-Matrix calculator to simplify connecting vehicle activity data with multidimensional emissions rates from MOVES-Matrix. This paper provides a walk-through of the calculation procedures, from basic vehicle information and driving cycles to second-by-second emissions rates. The individual vehicle emissions modeling framework was incorporated into Commute Warrior, a trademarked travel survey application for Android smartphones, to provide real-time fuel consumption and emissions rate estimates from concurrently obtained GPS-based speed data.