Status of Control of Motor Vehicle Emissions in California

The State of California, because of an acute air pollution problem has been forced to move ahead on a pioneer basis to control motor vehicle emissions. The Golden State’s program, as put into operation by the Motor Vehicle Pollution Control Board, is discussed in detail. Inspection-installation stations, enforcement and legal requirements relating to crankcase control devices and other facets of the program are presented. Of particular importance is the experience gained by the Board in requiring devices on all new vehicles registered in California and its used vehicle program, affecting vehicles back to the 1950 model year. Recent developments in exhaust control, anticipated installation requirements, and scheduling, as well as an indication of staff long-term planning is also outlined. California’s program is based on the principle that the motor vehicle must be controlled and that sewage no longer can be dumped into the air, if the public health is to be preserved.     

Use of Subsampled Traffic Data to Estimate Roadway Emissions,Including Conversion to MOBILE6 Vehicle Classifications

Abstract

Air quality is degraded by many factors, among which the emissions from on‐road vehicles play a significant role. Timely and accurate estimate of such emissions becomes very important for policy‐making and effective control measures. However, lack of traffic data and outdated emission software make this task difficult. This research has demonstrated a new method that facilitates the vehicular emission inventories at the local level by using shorter-time Highway Performance Monitoring System (HPMS) traffic data along with the latest U.S. Environment Protection Agency (EPA) emission modeling software, MOBILE6. The conversion methodology was developed for converting readily available HPMS traffic volume data into EPA MOBILE-based traffic classifications, and a corresponding software program was written for automating the process. EPA MOBILE6 model was used to obtain emissions of nitrogen oxides (NO_x), volatile organic compound (VOC), and cabon monoxide (CO) emitted by the parent traffic and subsampled traffic data, and these emissions were additionally compared. The case study has shown that the difference of the magnitude between the emission estimates produced by certain subsampled and parent traffic data are minor, indicating that subsampled HPMS data can be used for reporting parent traffic emissions. It was also observed that traffic emissions follow a Weibull distribution, and NO_x emissions were more sensitive to the traffic data composition than VOC and CO. Lastly, use of average emission values of 20 or 30 consecutive minutes appears to be valid for representing hourly emissions.     

An Integrated Modeling System for the Estimation of Motor Vehicle Emissions

ABSTRACT

The paper provides a summary of accomplished and ongoing activities in the field of motor vehicle emission modeling in Europe. These activities have led to the development of a system of methods and conesponding computer models that address all the issues related to motor vehicle emissions that are of interest to policy-makers, institutions, and the automotive and oil industries. The Coordination of Information on Air Emissions/Computer Program to Calculate Emissions from Road Traffic (CORLNAIR/COPERT) methodology for the estimation of emissions from road vehicles is presented and compared with other models. A COPERT-based approach for microscale traffic emission estimation, with direct application in regional and urban emission inventories, is outlined, and relevant case studies are briefly discussed. The FOREMOVE model, developed for forecasts of motor vehicle emissions, is presented, together with some results from its application in the European Auto/Oil program. Particular attention is given to modeling the deterioration of in-use vehicles. Finally, the major areas of further research in the field of vehicle emissions in Europe are indicated.     

On-Road Motor Vehicle Emissions and Fuel Consumption in Urban Driving Conditions

ABSTRACT

This paper reports on the analysis of on-road vehicle speed, emission, and fuel consumption data collected by four instrumented vehicles. Time-, distance-, and fuel-based average fuel consumption, as well as CO, HC, NO_x, and soot emission factors, were derived. The influences of instantaneous vehicle speed on emissions and fuel consumption were studied. It was found that the fuel-based emission factors varied much less than the time- and distance-based emission factors as instantaneous speed changed. The trends are similar to the results obtained from laboratory tests. The low driving speed contributed to a significant portion of the total emissions over a trip. Furthermore, the on-road data were analyzed using the modal approach. The four standard driving modes are acceleration, cruising, deceleration, and idling. It was found that the transient driving modes (i.e., acceleration and deceleration) were more polluting than the steady-speed driving modes (i.e., cruising and idling) in terms of g/km and g/ sec. These results indicated that the on-road emission measurement is feasible in deriving vehicle emissions and fuel consumption factors in urban driving conditions.     

Remote Sensing Data and a Potential Model of Vehicle Exhaust Emissions

In June 1991, General Motors Research and Development Center (GMR&D) participated in a remote sensing study conducted by the California Air Resources Board and the U. S. Environmental Protection Agency. During this study, the GMR&D remote sensor was used to measure the carbon monoxide (CO) and hydrocarbon (HC) emissions from approximately 15,000 vehicles. The vehicle type (passenger car, light-duty truck, or medium/heavy-duty truck), manufacturer, and model year were identified for each vehicle by acquiring registration data from the state of California. Analyses were performed separately for each vehicle type and for passenger cars by separate model years. The data indicate that the passenger cars with the highest 10% of CO emissions generated approximately 58% of the total CO from all cars. Similarly, the 10% highest HC-emitting cars generated 65% of the total HC from cars. It was found that for each model year of vehicle, the distribution of emission concentrations followed a logarithmic relationship. The logarithmic functions that describe these relationships can be used to estimate the fraction of vehicles that emitted at or above any given concentration of CO or HC. However, these logarithmic functions only describe measured distributions for vehicles emitting more than 1% CO and 0.015% HC.     

Sensitivity of Source Apportionment of Urban Particulate Matter to Uncertainty in Motor Vehicle Emissions Profiles

Abstract

A sensitivity analysis was conducted to characterize sources of uncertainty in results of a molecular marker source apportionment model of ambient particulate matter using mobile source emissions profiles obtained as part of the Gasoline/Diesel PM Split Study. A chemical mass balance (CMB) model was used to determine source contributions to samples of fine particulate matter (PM_2.5) collected over 3 weeks at two sites in the Los Angeles area in July 2001. The ambient samples were composited for organic compound analysis by the day of the week to investigate weekly trends in source contributions. The sensitivity analysis specifically examined the impact of the uncertainty in mobile source emissions profiles on the CMB model results. The key parameter impacting model sensitivity was the source profile for gasoline smoker vehicles. High-emitting gasoline smoker vehicles with visible plumes were seen to be a significant source of PM in the area, but use of different measured profiles for smoker vehicles in the model gave very different results for apportionment of gasoline, diesel, and smoker vehicle tailpipe emissions. In addition, the contributions of gasoline and diesel emissions to total ambient PM varied as a function of the site and the day of the week.     

Seasonal Impact of Blending Oxygenated Organics with Gasoline on Motor Vehicle Tailpipe and Evaporative Emissions

Emissions from a 1988 GM Corsica with adaptive learning closed loop control were measured with 4 fuels at 40, 75, and 90° F. Evaporative and exhaust emissions were examined from each fuel at each test temperature. Test fuels were unleaded summer grade gasoline; a blend of this gasoline containing 8.1 percent ethanol; a refiner’s blend stock; and the blend stock containing 16.2 percent methyl tertiary butyl ether. The ethanol and MTBE blends contained 3.0 percent oxygen by weight. Regulated emissions (total hydrocarbons, carbon monoxide, and oxides of nitrogen), detailed aldehydes, detailed hydrocarbons, ethanol, MTBE, benzene, and 1, 3-butadiene were determined.

The highest levels of regulated emissions were produced at the lower temperature. Blended fuels produced almost twice the evaporative hydrocarbon emissions at high temperatures as did the base fuels. Benzene emissions varied with fuels and operating temperatures, while 1, 3-butadiene emissions decreased slightly with increasing temperatures. Formaldehyde emissions were not sensitive to fuel or temperature changes. Ethanol fuel blend total aldehyde emissions Increased by 40 percent due to increased acetaldehyde emissions.

Fuel blends had approximately a 3 percent economy decrease. The MTBE fuel blend appeared to offer the most reduction in total hydrocarbon, carbon monoxide, and oxides of nitrogen for the fuels and temperatures tested.     

A Characterization of Emissions from an Early Model Flexible-Fuel Vehicle

An emission study was conducted on a 1987 Ford Crown Victoria flexible-fuel vehicle, an early prototype which had been driven about 25,000 miles. The vehicle was run on both gasoline and a blend of 85 percent methanol and 15 percent gasoline. Emission rates of regulated pollutants (hydrocarbons, carbon monoxide, nitrogen oxides, formaldehyde, and methanol) and nonregulated pollutants (speciated organic materials) were determined for both exhaust and evaporative emissions. Tests were run varying the driving cycle, ambient temperature and catalytic converter. In general, hydrocarbon composition of exhaust emissions was significantly affected by catalyst replacement and cold starts, slightly affected by driving schedule, and unaffected by ambient temperature and test fuel. Hydrocarbon composition of evaporative emissions was only sensitive to the type of evaporative test being performed: diurnal tests typically had larger fractions of lower molecular weight paraffins than hot soak tests.     

Real-World Vehicle Emissions: A Summary of the Ninth Coordinating Research Council On-Road Vehicle Emissions Workshop

ABSTRACT

In April 1999, the Coordinating Research Council sponsored a workshop focusing on our understanding of real-world emissions from motor vehicles. This summary presents the latest information on in-use light- and heavy-duty vehicle tailpipe and evaporative emissions, the effects of fuels on emissions, field programs designed to understand the contribution of mobile sources to emission inventories, efforts to evaluate and improve mobile source emission models, progress of vehicle inspection/ maintenance programs, and topics for future research. While significant progress has been made in understanding in-use vehicle emissions, further improvements are necessary. Moreover, the impact of current and future changes in emission control technologies and control programs will have to be monitored for effectiveness and incorporated into the emission factor models.     

Real-World Vehicle Emissions: A Summary of the Sixth Coordinating Research Council On-Road Vehicle Emissions Workshop

The Coordinating Research Council (CRC) has conducted a series of workshops on real-world vehicle emissions. This article summarizes findings from the most recent research regarding on-road emissions from mobile sources, presented at the CRC workshop held in March 1996. Among the topics discussed were efforts to improve and update emission models, results from field studies designed to understand the contribution of mobile sources to emission inventories, results from gas-and particle-phase emissions studies from in-use motor vehicles, and areas of future research.

The Sixth Coordinating Research Council (CRC) On-Road Vehicle Emissions Workshop was held March 18-20, 1996, in San Diego, CA. More than 160 representatives from academia, industry, government, and consulting firms in the United States, Canada, and Europe participated in the three-day meeting. The objective of the Workshop was to present the most recent information from research programs on:

mobile source contributions to the emission inventory

emission factor models and activity data

model comparison and development

emission reduction programs

new developments in remote sensing

studies of on-road vehicle exhaust and non-tailpipe emissions

off-cycle Federal Test Procedure (FTP) studies and revisions to the FTP

particle emissions from the light- and heavy-duty fleets

future research needs

Nine sessions were devoted to vehicle emissions models, improvements to the emission inventory, on-road and tunnel studies, off-cycle emissions, non-tailpipe and diesel emissions, emission reduction programs, and remote sensing. Overall workshop coordination was provided by Timothy Belian and the CRC staff, with Steven Cadle and Robert Gorse serving as cochairmen. Individual session chairmen were Brent Bailey (National Renewable Energy Laboratory), Mark Carlock (California Air Resources Board), Harold Haskew (General Motors), Kenneth Knapp and Philip Lorang (U.S. Environmental Protection Agency), Douglas Lawson (Colorado State University), Alan Lloyd (Desert Research Institute), Robert Slott (Shell Oil), and Timothy Truex (University of California, Riverside). In addition, during the Workshop, Lesha Hrynchuk of the California Air Resources Board (CARB) presented a hands-on demonstration using the Internet to obtain motor vehicle emissions information from groups throughout the world. The complete Workshop proceedings are available from the Coordinating Research Council, 219 Perimeter Center Parkway, Atlanta, GA 30346; phone: (770) 396-3400; fax: (770) 396-3404. The following summarizes each session and includes a short synopsis of all the papers that were presented.     

Theoretical versus Observed Gas-Particle Partitioning of Carbonyl Emissions from Motor Vehicles

Abstract

A state-of-the-science thermodynamic model describing gas-particle absorption processes was used to predict the gas-particle partitioning of mixtures of approximately 60 carbonyl compounds emitted from low-emission gasoline-powered vehicles, three-way catalyst gasoline-powered vehicles, heavy-duty diesel vehicles under the idle-creep condition (HDDV idle), and heavy-duty diesel vehicles under the five-mode test (HDDV 5-mode). Exhaust was diluted by a factor of 120–580 with a residence time of approximately 43 sec. The predicted equilibrium absorption partitioning coefficients differed from the measured partitioning coefficients by several orders of magnitude. Time scales to reach equilibrium in the dilution sampling system were close to the actual residence time during the HDDV 5-mode test and much longer than the actual residence time during the other vehicle tests. It appears that insufficient residence time in the sampling system cannot uniformly explain the failure of the absorption mechanism to explain the measured partitioning. Other gas-particle partitioning mechanisms (e.g., heterogeneous reactions, capillary adsorption) beyond the simple absorption theory are needed to explain the discrepancy between calculated carbonyl partitioning coefficients and observed partitioning. Both of these alternative partitioning mechanisms imply great challenges for the measurement and modeling of semi-volatile primary organic aerosol (POA) species from motor vehicles. Furthermore, as emitted particle concentrations from newer vehicles approach atmospheric background levels, dilution sampling systems must fundamentally change their approach so that they use realistic particle concentrations in the dilution air to approximately represent real-world conditions. Samples collected with particle-free dilution air yielding total particulate matter concentrations below typical ambient concentrations will not provide a realistic picture of partitioning for semi-volatile compounds.     

Sensitivity Analysis and Evaluation of MicroFacCO: A Microscale Motor Vehicle Emission Factor Model for CO Emissions

ABSTRACT

This paper presents a sensitivity analysis of a microscale emission factor model (MicroFacCO) for predicting realtime site-specific motor vehicle CO emissions to input variables, as well as a limited field study evaluation of the model. The sensitivity analysis has shown that MicroFacCO emission estimates are very sensitive to vehicle fleet composition, speed, and ambient temperature. For the present U.S. traffic fleet, the CO emission rate (g/mi) is increased by more than 500% at 5 mph in comparison with a speed greater than 40 mph and by ~67% at ambient temperatures of 45 °F and ≥95 °F in comparison with an ambient temperature of 75 °F.     

Real-World Emissions from a Modern Production Vehicle Driven in Los Angeles

The emissions of hydrocarbons, nitric oxide, and carbon monoxide from one modern vehicle were measured using on-board instrumentation during about 350 miles of driving in Los Angeles, California. Emissions during on-road driving were compared to those obtained on dynamometers using the urban dynamometer driving schedule (UDDS). Although this study only used one driver and vehicle, tested over a relatively short distance, the analysis technique may be useful for a larger evaluation of off-cycle emissions.

The test vehicle had low warmed-up running emissions over the UDDS and for most of the on-road testing where the air-to-fuel ratio was maintained at the stoichiometric point. However, occasional heavily-loaded conditions during the on-road testing led to richerthan-stoiehiometric operation.

During these brief enrichment events, which lasted up to 29 seconds, CO emissions were increased by a factor of 2500 and HC by a factor of 40 over closed-loop stoichiometric operation. Nitrogen oxide emissions were similar during low-load stoichiometric operation and high-load enriched operation. The relatively constant gram-per-second emission rate of CO and HC observed during enriched operation suggests that such information can be combined with determinations of the frequency of enrichment for a large number of vehicles with similar calibrations to estimate the impact of the additional emissions from enrichment on emissions inventories.     

Costs,Emissions Reductions,and Vehicle Repair: Evidence from Arizona

ABSTRACT

The Arizona inspection and maintenance (I/M) program provides one of the first opportunities to examine the costs and effectiveness of vehicle emission repair. This paper examines various aspects of emission reductions, fuel economy improvements, and repair costs, drawing data from over 80,000 vehicles that failed the I/M test in Arizona between 1995 and the first half of 1996. We summarize the wealth of data on repair from the Arizona program and highlight its limitations. Because missing or incomplete cost information has been a serious shortcoming for the evaluation of I/M programs, we develop a method for estimating repair costs when they are not reported. We find surprising evidence that almost one quarter of all vehicles that take the I/M test are never observed to pass the test. Using a statistical analysis, we provide some information about the differences between the vehicles that pass and those that do not. Older, more polluting vehicles are much more likely never to pass the I/M test, and their expected repair costs are much higher than those for newer cars.

This paper summarizes the evidence on costs and emission reductions in the Arizona program, comparing costs and emissions reductions between cars and trucks. Finally, we examine the potential for more cost-effective repair, first through an analysis of tightening I/M cut points and then by calculating the cost savings of achieving different emission reduction goals when the most cost-effective repairs are made first.     

Effect of Roadbed Configuration on Traffic Derived Aerosols

Aerosols present upwind and downwind of freeways in the Los Angeles Basin were collected in five particle size ranges by Lundgren impactors with after filters and analyzed for elemental content by ion-excited x-ray emission. The contribution of freeway traffic to total airborne particulate load was obtained by subtracting the local background, measured by an upwind sampler, from the values obtained by downwind samplers on a size by size, element by element basis. This contribution correlated reasonably well with estimates derived from automotive and roadbed expendable rates. Traffic-derived aerosols, normalized to vehicular flow, were considerably lower in mass downwind of depressed roadbed configurations than either at grade or raised configurations. A line source model, combined with literature values for emitted lead, produced good agreement with results obtained in the at grade configuration.