Comment on “Mortality and Air Pollution: Revisited”

Abstract

Test-to-test variability has been observed by many current testing methods, including the Federal Test Procedure, the IM240 dynamometer test, the idle test common to many Inspection and Maintenance programs, and on-road remote sensing. The variability is attributable to the vehicle, not to the testing procedure. Because the vehicles are the dominant source of variability, the only way such vehicles can be reliably identified is through the use of multiple tests. The emissions variability increases with increasing average emissions, and it appears to be prevalent among the few newer technology vehicles with defective, but untampered, closed-loop emissions control systems (1981 and newer models). In one fleet the variable emitters constitute 2.2% to 4.8% of the vehicles and contribute 8.5% to 22% of the total carbon monoxide emissions. Scheduled I/M programs that fail to ensure repair of these vehicles allow a significant portion of vehicles with excess emissions to escape reduction measures.     

The Formation of Mg3Ca(S04)4 during the Sulfation Reaction of Dolomite

Abstract

Inspection and maintenance programs for motor vehicles in the United States increasingly use loaded mode mass emissions testing (IM240). A method was developed to predict mass emission rates and mass emission changes, particularly from repair benefits, using a low-cost, portable four-gas non-dispersive infrared (NDIR) vehicle exhaust gas analyzer. A single vehicle was tested several times with the analyzer while on the dynamometer and undergoing successive repairs. Excellent correlations for CO and HC were observed. Five vehicles were measured using an on-road driving loop before and after emissions-related repairs, while another three vehicles were tested with no repairs performed. The on-road concentration data used to guide the repair process were converted to grams per gallon; when divided by estimated miles per gallon, this gave grams per mile emissions for comparison to IM240. Correlation coefficients (r²) of 0.87 for CO and 0.76 for HC were achieved for the 13 tests. The linear correlations between IM240 and emissions measured by this method would allow repair facilities to perform a relatively inexpensive test for diagnostic purposes and to estimate repair effectiveness without the need for a dynamometer.     

The Effects of Repairs on Tailpipe Emissions for On-Board Diagnostics II-Equipped Vehicles with the Malfunction Indicator Light Illuminated

Abstract

A total of 77 On-Board Diagnostics II (OBDII)-equipped vehicles with illuminated malfunction indicator lights (MILs) and non-evaporative codes were tested before and after repair. The test cycles included the Federal Test Procedure (FTP), IM240, and steady-state cycles. A total of 17 vehicles were found with emissions greater than 1.5 times their respective FTP emissions standards. Repair of these vehicles resulted in dramatic reductions in overall emissions for all the cycles. A majority of the remaining vehicles were found to have emissions below the certification standard for the FTP both before and after repair. Repairs for the vehicles with emissions <1.5 times the standard resulted in some smaller but quantifiable emission reductions over the FTP and IM240 but larger reductions over the steady-state driving tests. Misfires, bad oxygen sensors, and exhaust gas recirculation (EGR) problems were the most common non-evaporative causes for triggering the MIL. The results show some fundamental differences between identifying malfunctioning vehicles using OBDII as opposed to more traditional dynamometer tests. In particular, for many systems, OBDII identifies components that are operating outside their design specification rather than for a specific emissions threshold.     

High-Mileage Study of On-Board Diagnostic Emissions

Abstract

The 1990 Clean Air Act amendments require the U.S. Environmental Protection Agency (EPA) to set guidelines for states to follow in designing and running vehicle inspection and maintenance (I/M) programs. Included in this charge was a requirement to implement an on‐board diagnostic (OBD) test for both basic and enhanced I/M programs. This paper provides the results to date of an ongoing EPA study undertaken to assess the durability of the OBD system as vehicles age and as mileage is accrued. The primary results of this effort indicate the points described below. First, the majority of high‐mileage vehicles tested had emission levels within their certification limits, and their malfunction indicator light (MIL) was not illuminated, indicating that the systems are capable of working throughout the life of a vehicle. Second, OBD provides better air quality benefits than an IM240 test (using the federal test procedure [FTP] as the benchmark comparison). This statement is based on greater emissions reductions from OBD‐directed repairs than reductions associated with IM240‐identified repairs. In general, the benefits of repairing the OBD fails were smaller, but the aggregate benefits were greater, indicating that OBD tests find both the high‐emitting and a number of marginally high‐emitting vehicles without false failures that can occur with any tailpipe test. Third, vehicles that truly had high‐tailpipe emissions as confirmed by laboratory IM240 and FTP testing also had illuminated MILs at a statistically significant level. Last, field data from state programs have demonstrated MIL illumination rates comparable with those seen in this work, suggesting that the vehicles sampled in this study were representative of the larger fleet. Nonetheless, it is important to continue the testing of high‐mileage OBD vehicles into the foreseeable future to ensure that the systems are operating correctly as the fleet ages and as changes in emission certification levels take effect.     

The effects of repairs on tailpipe emissions for on-board diagnostics II-equipped vehicles with the malfunction indicator light illuminated

A total of 77 On-Board Diagnostics II (OBDII)-equipped vehicles with illuminated malfunction indicator lights (MILs) and non-evaporative codes were tested before and after repair. The test cycles included the Federal Test Procedure (FTP), IM240, and steady-state cycles. A total of 17 vehicles were found with emissions greater than 1.5 times their respective FTP emissions standards. Repair of these vehicles resulted in dramatic reductions in overall emissions for all the cycles. A majority of the remaining vehicles were found to have emissions below the certification standard for the FTP both before and after repair. Repairs for the vehicles with emissions <1.5 times the standard resulted in some smaller but quantifiable emission reductions over the FTP and IM240 but larger reductions over the steady-state driving tests. Misfires, bad oxygen sensors, and exhaust gas recirculation (EGR) problems were the most common non-evaporative causes for triggering the MIL. The results show some fundamental differences between identifying malfunctioning vehicles using OBDII as opposed to more traditional dynamometer tests. In particular, for many systems, OBDII identifies components that are operating outside their design specification rather than for a specific emissions threshold.     

High-mileage study of on-board diagnostic emissions

The 1990 Clean Air Act amendments require the U.S. Environmental Protection Agency (EPA) to set guidelines for states to follow in designing and running vehicle inspection and maintenance (I/M) programs. Included in this charge was a requirement to implement an on-board diagnostic (OBD) test for both basic and enhanced I/M programs. This paper provides the results to date of an ongoing EPA study undertaken to assess the durability of the OBD system as vehicles age and as mileage is accrued. The primary results of this effort indicate the points described below. First, the majority of high-mileage vehicles tested had emission levels within their certification limits, and their malfunction indicator light (MIL) was not illuminated, indicating that the systems are capable of working throughout the life of a vehicle. Second, OBD provides better air quality benefits than an IM240 test (using the federal test procedure [FTP] as the benchmark comparison). This statement is based on greater emissions reductions from OBD-directed repairs than reductions associated with IM240-identified repairs. In general, the benefits of repairing the OBD fails were smaller, but the aggregate benefits were greater, indicating that OBD tests find both the high-emitting and a number of marginally high-emitting vehicles without false failures that can occur with any tailpipe test. Third, vehicles that truly had high-tailpipe emissions as confirmed by laboratory IM240 and FTP testing also had illuminated MILs at a statistically significant level. Last, field data from state programs have demonstrated MIL illumination rates comparable with those seen in this work, suggesting that the vehicles sampled in this study were representative of the larger fleet. Nonetheless, it is important to continue the testing of high-mileage OBD vehicles into the foreseeable future to ensure that the systems are operating correctly as the fleet ages and as changes in emission certification levels take effect.     

Method for reporting in-use vehicle fuel consumption and carbon dioxide emissions from a fast-pass transient inspection

A method has been developed that allows reporting of the fuel consumption and carbon dioxide (CO2) emissions for in-use vehicles from a fast-pass transient (IM240) inspection. The major technical obstacle to reporting CO2 emission rate and fuel consumption is that inspection and maintenance tests do not all use a standardized test duration or test method. The method is able to project full-duration fuel consumption from IM240 tests that actually fast-passed as early as just 30 sec from starting the test. It is based on basic considerations of the work done in driving the inspection cycle, with additional empirical adjustments. The initial application examined the differences between passing and failing inspections, and this did confirm that there are significant differences.     

Idle Emissions from Heavy-Duty Diesel and Natural Gas Vehicles at High Altitude

ABSTRACT

Idle emissions of total hydrocarbon (THC), CO, NO_x, and particulate matter (PM) were measured from 24 heavy-duty diesel-fueled (12 trucks and 12 buses) and 4 heavy-duty compressed natural gas (CNG)-fueled vehicles. The volatile organic fraction (VOF) of PM and aldehyde emissions were also measured for many of the diesel vehicles. Experiments were conducted at 1609 m above sea level using a full exhaust flow dilution tunnel method identical to that used for heavy-duty engine Federal Test Procedure (FTP) testing. Diesel trucks averaged 0.170 g/min THC, 1.183 g/min CO, 1.416 g/min NO_x, and 0.030 g/min PM. Diesel buses averaged 0.137 g/min THC, 1.326 g/min CO, 2.015 g/min NO_x, and 0.048 g/min PM.

Results are compared to idle emission factors from the MOBILE5 and PART5 inventory models. The models significantly (45-75%) overestimate emissions of THC and CO in comparison with results measured from the fleet of vehicles examined in this study. Measured NO_x emissions were significantly higher (30-100%) than model predictions. For the pre-1999 (pre-consent decree) truck engines examined in this study, idle NO_x emissions increased with Health and Environment; June 30, 1999 (available from the authors).     

Nitrous oxide emissions from light duty vehicles

Nitrous oxide (N₂O) emissions measurements were made on light duty gasoline and light duty diesel vehicles during chassis dynamometer testing conducted at the Environment Canada and California Air Resources Board vehicle emissions laboratories between 2001 and 2007. Per phase and composite FTP emission rates were measured. A subset of vehicles was also tested using other driving cycles to characterize emissions as a function of different driving conditions. Vehicles were both new (<6500 km) and in-use (6500–160,000 km) and were tested on low sulfur gasoline (<30 ppm) or low sulfur diesel (<300 ppm). Measurements from selected published studies were combined with these new measurements to give a test fleet of 467 vehicles meeting both US EPA and California criteria pollutant emissions standards between Tier 0 and Tier 2 Bin 3 or SULEV. Aggregate distance-based and fuel-based emission factors for N₂O are reported for each emission standard and for each of the different test cycles. Results show that the distinction between light duty automobile and light duty truck is not significant for any of the emission standards represented by the test fleet and the distinction between new and aged catalyst is significant for vehicles meeting all emission standards but Tier 2. This is likely due to the relatively low mileage accumulated by the Tier 2 vehicles in this study as compared to the durability requirement of the standard. The FTP composite N₂O emission factors for gasoline vehicles meeting emission standards more stringent than Tier 1 are substantially lower than those currently used by both Canada and the US for the 2005 inventories. N₂O emission factors from test cycles other than the FTP illustrate the variability of emission factors as a function of driving conditions. N₂O emission factors are shown to strongly correlate with NMHC/NMOG emission standards and less strongly with NO_X and CO emission standards. A review of several published reports on the effect of gasoline sulfur content on N₂O emissions suggests that additional research is needed to adequately quantify the increase in N₂O emissions as a function of fuel sulfur.     

Ammonia emissions from a representative in-use fleet of light and medium-duty vehicles in the California South Coast Air Basin

We used Fourier Transform Infrared Spectroscopy (FTIR) to measure tailpipe ammonia emissions from a representative fleet of 41 light and medium-duty vehicles recruited in the California South Coast Air Basin. A total of 121 chassis dynamometer emissions tests were conducted on these vehicles and the test results were examined to determine the effects of several key variables on ammonia emissions. Variables included vehicle type, driving cycle, emissions technology, ammonia precursor emissions (i.e. CO and NOx) and odometer readings/model year as a proxy for catalyst age. The mean ammonia emissions factor was 46 mg km^?1 (σ = 48 mg km^?1) for the vehicle fleet. Average emission factors for specific vehicle groups are also reported in this study. Results of this study suggest vehicles with the highest ammonia emission rates possess the following characteristics: medium-duty vehicles, older emissions technologies, mid-range odometer readings, and higher CO emissions. In addition, vehicles subjected to aggressive driving conditions are likely to be higher ammonia emitters. Since the vehicles we studied were representative of recent model year vehicles and technologies in urban airsheds, the results of our study will be useful for developing ammonia emissions inventories in Los Angeles and other urban areas where California-certified vehicles are driven. However, efforts should also be made to continue emissions testing on in-use vehicles to ensure greater confidence in the ammonia emission factors reported here.     

The Effect of Ethanol Fuel on the Emissions of Vehicles over a Wide Range of Temperatures

ABSTRACT

The emissions from a fleet of 11 vehicles, including three from the State of Alaska, were tested at 75, 0, and -20 °F with base gasolines and E10 gasolines, that is, gasolines with 10% by volume ethanol added. The data for the changes in emissions for the test run at 75 °F are included, since most other studies on the effects of E10 gasoline on emissions were run at that temperature. The three Alaskan vehicles were also tested at 20 °F. The testing followed the Federal Test Procedure, and regulated emissions—CO, total hydrocarbons (THC), and nitrogen oxides (NO_x)—CO₂, speciated organics, and fuel economy were measured. A total of 490 FTP tests were run. The data obtained indicated that with most vehicles, at the temperatures tested, improvements in both CO and THC emissions were obtained with the use of E10 fuel. At the lowest temperature used, -20 °F, most vehicles had an increase in NO emissions with the use of E10 fuel. At the other temperatures, however, more vehicles showed a decrease in NO_x emissions with the use of E10. With all vehicles at all temperatures tested, the emissions of acetaldehyde increased significantly when E10 fuel was used. The highest increase was about 8 to 1. Benzene, formaldehyde, and 1,3 butadiene showed both increases and decreases in the emissions when using E10 fuel. Unexpected results were obtained with the fuel economy, with about half of the tests showing an increase in fuel economy with the use of E10 fuel.     

A Multipurpose Flare Stack for Control of Chemical Process Wastes

Abstract

To test the effectiveness of California’s vehicle inspection/ maintenance (I/M) program, exclusive of vehicle-owner intervention, a fleet of more than 1,100 vehicles that previously had failed California’s Smog Check test were sent to randomly selected Smog Check stations in the Los Angeles area for covert inspections and repairs. The two-speed idle test was used for repairs. For those vehicles that were repaired at the first inspection, their FTP emission reductions were 25%, 14%, and 11% for hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NO_x), respectively, although emissions testing for NO_x was not performed at the Smog Check stations. Idle HC and CO emissions increased for 35% and 43% of the vehicles, respectively, after repairs. This data set shows that most vehicles that fail the Smog Check inspection are only marginal emitters, with 61% and 44% of the total potential for HC and CO emission reductions, respectively, coming from only 10% of the vehicles that currently fail the inspection. When the vehicles were rank-ordered by idle emissions from dirtiest to cleanest, emission reduction costs for the highest-emitting 10% of the fleet averaged $l,100/ton and $250/ton for HC and CO, respectively, attributing all the costs to each pollutant exclusively. For the remaining vehicles, costs increased dramatically.     

Idle Emissions from Heavy-Duty Diesel Vehicles: Review and Recent Data

Abstract

Heavy-duty diesel vehicle idling consumes fuel and reduces atmospheric quality, but its restriction cannot simply be proscribed, because cab heat or air-conditioning provides essential driver comfort. A comprehensive tailpipe emissions database to describe idling impacts is not yet available. This paper presents a substantial data set that incorporates results from the West Virginia University transient engine test cell, the E-55/59 Study and the Gasoline/Diesel PM Split Study. It covered 75 heavy-duty diesel engines and trucks, which were divided into two groups: vehicles with mechanical fuel injection (MFI) and vehicles with electronic fuel injection (EFI). Idle emissions of CO, hydrocarbon (HC), oxides of nitrogen (NO_x), particulate matter (PM), and carbon dioxide (CO₂) have been reported. Idle CO₂ emissions allowed the projection of fuel consumption during idling. Test-to-test variations were observed for repeat idle tests on the same vehicle because of measurement variation, accessory loads, and ambient conditions. Vehicles fitted with EFI, on average, emitted [~20 g/hr of CO, 6 g/hr of HC, 86 g/hr of NO_x, 1 g/hr of PM, and 4636 g/hr of CO₂ during idle. MFI equipped vehicles emitted ~35 g/hr of CO, 23 g/hr of HC, 48 g/hr of NO_x, 4 g/hr of PM, and 4484 g/hr of CO₂, on average, during idle. Vehicles with EFI emitted less idleCO, HC, and PM, which could be attributed to the efficient combustion and superior fuel atomization in EFI systems. Idle NO_x, however, increased with EFI, which corresponds with the advancing of timing to improve idle combustion. Fuel injection management did not have any effect on CO₂ and, hence, fuel consumption. Use of air conditioning without increasing engine speed increased idle CO₂, NO_x, PM, HC, and fuel consumption by 25% on average. When the engine speed was elevated from 600 to 1100 revolutions per minute, CO₂ and NO_x emissions and fuel consumption increased by >150%, whereas PM and HC emissions increased by ~100% and 70%, respectively. Six Detroit Diesel Corp. (DDC) Series 60 engines in engine test cell were found to emit less CO, NO_x, and PM emissions and consumed fuel at only 75%of the level found in the chassis dynamometer data. This is because fan and compressor loads were absent in the engine test cell.     

Multispecies remote sensing measurements of vehicle emissions on Sherman Way in Van Nuys,California

As part of the 2010 Van Nuys tunnel study, researchers from the University of Denver measured on-road fuel-specific light-duty vehicle emissions from nearly 13,000 vehicles on Sherman Way (0.4 miles west of the tunnel) in Van Nuys, California, with its multispecies Fuel Efficiency Automobile Test (FEAT) remote sensor a week ahead of the tunnel measurements. The remote sensing mean gram per kilogram carbon monoxide (CO), hydrocarbon (HC), and oxide of nitrogen (NO_x) measurements are 8.9% lower, 41% higher, and 24% higher than the tunnel measurements, respectively. The remote sensing CO/NO_x and HC/NO_x mass ratios are 28% lower and 20% higher than the comparable tunnel ratios. Comparisons with the historical tunnel measurements show large reductions in CO, HC, and NO_x over the past 23 yr, but little change in the HC/NO_x mass ratio since 1995. The fleet CO and HC emissions are increasingly dominated by a few gross emitters, with more than a third of the total emissions being contributed by less than 1% of the fleet. An example of this is a 1995 vehicle measured three times with an average HC emission of 419 g/kg fuel (two-stroke snowmobiles average 475 g/kg fuel), responsible for 4% of the total HC emissions. The 2008 economic downturn dramatically reduced the number of new vehicles entering the fleet, leading to an age increase (>1 model year) of the Sherman Way fleet that has increased the fleet's ammonia (NH₃) emissions. The mean NH₃ levels appear little changed from previous measurements collected in the Van Nuys tunnel in 1993. Comparisons between weekday and weekend data show few fleet differences, although the fraction of light-duty diesel vehicles decreased from the weekday (1.7%) to Saturday (1.2%) and Sunday (0.6%).

Implications: On-road remote sensing emission measurements of light-duty vehicles on Sherman Way in Van Nuys, California, show large historical emission reductions for CO and HC emissions despite an older fleet arising from the 2008 economic downturn. Fleet CO and HC emissions are increasingly dominated by a few gross emitters, with a single 1995 vehicle measured being responsible for 4% of the entire fleet's HC emissions. Finding and repairing and/or scrapping as little as 2% of the fleet would reduce on-road tailpipe emissions by as much as 50%. Ammonia emissions have locally increased with the increasing fleet age.     

Deriving fuel-based emission factor thresholds to interpret heavy-duty vehicle roadside plume measurements

Remote sensing devices have been used for decades to measure gaseous emissions from individual vehicles at the roadside. Systems have also been developed that entrain diluted exhaust and can also measure particulate matter (PM) emissions. In 2015, the California Air Resources Board (CARB) reported that 8% of in-field diesel particulate filters (DPF) on heavy-duty (HD) vehicles were malfunctioning and emitted about 70% of total diesel PM emissions from the DPF-equipped fleet. A new high-emitter problem in the heavy-duty vehicle fleet had emerged. Roadside exhaust plume measurements reflect a snapshot of real-world operation, typically lasting several seconds. In order to relate roadside plume measurements to laboratory emission tests, we analyzed carbon dioxide (CO₂), oxides of nitrogen (NO_X), and PM emissions collected from four HD vehicles during several driving cycles on a chassis dynamometer. We examined the fuel-based emission factors corresponding to possible exceedances of emission standards as a function of vehicle power. Our analysis suggests that a typical HD vehicle will exceed the model year (MY) 2010 emission standards (of 0.2 g NO_X/bhp-hr and 0.01 g PM/bhp-hr) by three times when fuel-based emission factors are 9.3 g NO_X/kg fuel and 0.11 g PM/kg using the roadside plume measurement approach. Reported limits correspond to 99% confidence levels, which were calculated using the detection uncertainty of emissions analyzers, accuracy of vehicle power calculations, and actual emissions variability of fixed operational parameters. The PM threshold was determined for acceleration events between 0.47 and 1.4 mph/sec only, and the NO_X threshold was derived from measurements where after-treatment temperature was above 200°C. Anticipating a growing interest in real-world driving emissions, widespread implementation of roadside exhaust plume measurements as a compliment to in-use vehicle programs may benefit from expanding this analysis to a larger sample of in-use HD vehicles.

Implications: Regulatory agencies, civil society, and the public at large have a growing interest in vehicle emission compliance in the real world. Leveraging roadside plume measurements to identify vehicles with malfunctioning emission control systems is emerging as a viable new and useful method to assess in-use performance. This work proposes fuel-based emission factor thresholds for PM and NOx that signify exceedances of emission standards on a work-specific basis by analyzing real-time emissions in the laboratory. These thresholds could be used to prescreen vehicles before roadside enforcement inspection or other inquiry, enhance and further develop emission inventories, and potentially develop new requirements for heavy-duty inspection and maintenance (I/M) programs, including but not limited to identifying vehicles for further testing.     

Use of a vehicle-modelling tool for predicting CO2 emissions in the framework of European regulations for light goods vehicles

The reduction of CO₂ emissions and fuel consumption from road transportation constitutes an important pillar of the EU commitment for implementing the Kyoto Protocol. Efforts to monitor and limit CO₂ emissions from vehicles can effectively be supported by the use of vehicle modelling tools. This paper presents the application of such a tool for predicting CO₂ emissions of vehicles under different operating conditions and shows how the results from simulations can be used for supporting policy analysis and design aiming at further reductions of the CO₂ emissions. For this purpose, the case of light duty goods (N1 category) vehicle CO₂ emissions control measures adopted by the EU is analysed. In order to understand how certain design and operating aspects affect fuel consumption, a number of N1 vehicles were simulated with ADVISOR for various operating conditions and the numerical results were validated against chassis dynamometer tests. The model was then employed for analysing and evaluating the new EU legislative framework that addresses CO₂ emissions from this vehicle class. The results of this analysis have shown the weaknesses of the current regulations and revealed new potential in CO₂ emissions control. Finally the TREMOVE model was used for simulating a possible scenario for reducing CO₂ emissions at fleet level.     

On-Road,In-Use Gaseous Emission Measurements by Remote Sensing of School Buses Equipped with Diesel Oxidation Catalysts and Diesel Particulate Filters

Abstract

A remote sensing device was used to obtain on-road and in-use gaseous emission measurements from three fleets of schools buses at two locations in Washington State. This paper reports each fleet’s carbon monoxide (CO), hydrocarbon (HC), nitric oxide (NO), and nitrogen dioxide (NO₂) mean data. The fleets represent current emission retrofit technologies, such as diesel particulate filters and diesel oxidation catalysts, and a control fleet. This study shows that CO and HC emissions decrease with the use of either retrofit technology when compared with control buses of the same initial emission standards. The CO and HC emission reductions are consistent with published U.S. Environmental Protection Agency verified values. The total oxides of nitrogen (NO_x), NO, and the NO₂/NO_x ratio all increase with each retrofit technology when compared with control buses. As was expected, the diesel particulate filters emitted significantly higher levels of NO₂ than the control fleet because of the intentional conversion of NO to NO₂ by these systems. Most prior research suggests that NO_x emissions are unaffected by the retrofits; however, these previous studies have not included measurements from retrofit devices on-road and after nearly 5 yr of use. Two 2006 model-year buses were also measured. These vehicles did not have retrofit devices but were built to more stringent new engine standards. Reductions in HCs and NO_x were observed for these 2006 vehicles in comparison to other non-retrofit earlier model-year vehicles.     

Criteria and Air-Toxic Emissions from In-Use Automobiles in the National Low-Emission Vehicle Program

Abstract

The U.S. Environmental Protection Agency (EPA) implemented a program to identify tailpipe emissions of criteria and air-toxic contaminants from in-use, light-duty low-emission vehicles (LEVs). EPA recruited 25 LEVs in 2002 and measured emissions on a chassis dynamometer using the cold-start urban dynamometer driving schedule of the Federal Test Procedure. The emissions measured included regulated pollutants, particulate matter, speciated hydrocarbon compounds, and carbonyl compounds. The results provided a comparison of emissions from real-world LEVs with emission standards for criteria and air-toxic compounds. Emission measurements indicated that a portion of the in-use fleet tested exceeded standards for the criteria gases. Real-time regulated and speciated hydrocarbon measurements demonstrated that the majority of emissions occurred during the initial phases of the cold-start portion of the urban dynamometer driving schedule. Overall, the study provided updated emission factor data for real-world, in-use operation of LEVs for improved emissions modeling and mobile source inventory development.     

Particle Mass Emission Rates from Current-Technology,Light-Duty Gasoline Vehicles

ABSTRACT

Now that the U.S. Environmental Protection Agency has promulgated new National Ambient Air Quality Standards for PM_2.5, work will begin on generating the data required to determine the sources of ambient PM_2.5 and the magnitude of their contributions to air pollution. This paper summarizes the results of an Environmental Research Consortium program, carried out under the auspices of the U.S. Council for Automotive Research. The program focused on particulate matter (PM) emissions from representative, current-technology, light-duty gasoline vehicles produced by DaimlerChrysler Corp., Ford Motor Co., and General Motors Corp. The vehicles, for the most part taken from the manufacturer's certification and durability fleets, were dynamometer-tested using the three-phase Federal Test Procedure in the companies' laboratories. The test fleet was made up of a mixture of both low-mileage (2K-35K miles) and high-mileage (60K-150K miles) cars, vans, sport utility vehicles, and light trucks. For each vehicle tested, PM emissions were accumulated over 4 cold-start tests, which were run on successive days. PM emission rates from the entire fleet (22 vehicles total) averaged less than 2 mg/mile. All 18 vehicles tested using California Phase 2 reformulated gasoline had PM emission rates less than 2 mg/ mile at both low and high mileages.     

Investigating the real-world emission characteristics of light-duty gasoline vehicles and their relationship to local socioeconomic conditions in three communities in Los Angeles,California

This paper discusses results from a vehicular emissions research study of over 350 vehicles conducted in three communities in Los Angeles, CA, in 2010 using vehicle chase measurements. The study explores the real-world emission behavior of light-duty gasoline vehicles, characterizes real-world super-emitters in the different regions, and investigates the relationship of on-road vehicle emissions with the socioeconomic status (SES) of the region. The study found that in comparison to a 2007 earlier study in a neighboring community, vehicle emissions for all measured pollutants had experienced a significant reduction over the years, with oxides of nitrogen (NO_X) and black carbon (BC) emissions showing the largest reductions. Mean emission factors of the sampled vehicles in low-SES communities were roughly 2–3 times higher for NO_X, BC, carbon monoxide, and ultrafine particles, and 4–11 times greater for fine particulate matter (PM_2.5) than for vehicles in the high-SES neighborhood. Further analysis indicated that the emission factors of vehicles within a technology group were also higher in low-SES communities compared to similar vehicles in the high-SES community, suggesting that vehicle age alone did not explain the higher vehicular emission in low-SES communities.

Evaluation of the emission factor distribution found that emissions from 12% of the sampled vehicles were greater than five times the mean from all of the sampled fleet, and these vehicles were consequently categorized as “real-world super-emitters.” Low-SES communities had approximately twice as many super-emitters for most of the pollutants as compared to the high-SES community. Vehicle emissions calculated using model-year-specific average fuel consumption assumptions suggested that approximately 5% of the sampled vehicles accounted for nearly half of the total CO, PM_2.5, and UFP emissions, and 15% of the vehicles were responsible for more than half of the total NO_X and BC emissions from the vehicles sampled during the study.

Implications: This study evaluated the real-world emission behavior and super-emitter distribution of light-duty gasoline vehicles in California, and investigated the relationship of on-road vehicle emissions with local socioeconomic conditions. The study observed a significant reduction in vehicle emissions for all measured pollutants when compared to an earlier study in Wilmington, CA, and found a higher prevalence of high-emitting vehicles in low-socioeconomic-status communities. As overall fleet emissions decrease from stringent vehicle emission regulations, a small fraction of the fleet may contribute to a disproportionate share of the overall on-road vehicle emissions. Therefore, this work will have important implications for improving air quality and public health, especially in low-SES communities.