A bottom-up clustering approach to identify bus driving patterns and to develop bus driving cycles for Hong Kong

Bus transport has been an important mode taking up a significant share of urban travel demand and thus the corresponding impacts on the environment are of great concerns. Use of driving cycles to evaluate the environmental impacts of buses has attracted much attention in recent years worldwide. The franchised bus service is currently playing important roles in the public transport system in Hong Kong; however, there is no driving cycle developed specifically for them. A set of bus driving cycle was therefore developed using a bottom-up approach where driving data on the bus network with mixed characteristics were collected. Using the Ward’s method for clustering, the collected data were then categorized into three clusters representing distinct franchised bus route patterns in Hong Kong. Driving cycles were then developed for each route pattern including (i) congested urban routes with closely spaced bus stops and traffic junctions; (ii) inter-district routes containing a number of stop-and-go activities and a significant portion of smoother high speed driving; and (iii) early morning express routes and mid-night routes connecting remote residential areas and urban areas. These cycles highlighted the unique low-speed and aggressive driving characteristics of bus transport in Hong Kong with frequent stop-and-go activities. The findings from this study would definitely be helpful in assessing the exhaust emissions, fuel consumptions as well as energy consumptions of bus transport. The bottom-up clustering approach adopted in this study would also be useful in identifying specific driving patterns based on vehicle speed trip data with mixed driving characteristics. It is believed that this approach is especially suitable for assessing fixed route public transport modes with mixed driving characteristics.

     

A modal approach to vehicular emissions and fuel consumption model development

This study reports on the analysis of emissions and fuel consumption from motor vehicles using a modal approach. The four standard driving modes are idling, accelerating, cruising, and decelerating. On-road data were collected using instrumented test vehicles traveling many times through the urban areas of Hong Kong. A model was developed for estimating vehicular fuel consumption and emissions as a function of instantaneous speed and driving mode. Piecewise interpolation functions were proposed for each nonidling driving mode. Idling emission and fuel consumption rates were estimated as negative exponential functions of idling time. Preliminary modeling results showed good agreements for the test vehicles and indicated that the on-road measurements are feasible for the development of modal emission and fuel consumption models.     

A Modal Approach to Vehicular Emissions and Fuel Consumption Model Development

Abstract

This study reports on the analysis of emissions and fuel consumption from motor vehicles using a modal approach. The four standard driving modes are idling, accelerating, cruising, and decelerating. On‐road data were collected using instrumented test vehicles traveling many times through the urban areas of Hong Kong. A model was developed for estimating vehicular fuel consumption and emissions as a function of instantaneous speed and driving mode. Piecewise interpolation functions were proposed for each nonidling driving mode. Idling emission and fuel consumption rates were estimated as negative exponential functions of idling time. Preliminary modeling results showed good agreements for the test vehicles and indicated that the on‐road measurements are feasible for the development of modal emission and fuel consumption models.     

Characterizing driving patterns for Zhuhai for traffic emissions estimation

Zhuhai, a relatively less developed city on the western coast of the Pearl River Delta (PRD) of China, is planning to undergo major development in coming years. A Hong Kong-Zhuhai-Macao Bridge project has been approved by the Central Government of China. The project will have great impact on the driving pattern and vehicular emissions to the city. This baseline study collected speed-time data of two instrumented private cars in morning and evening periods, as well as a daytime nonpeak period of >10 consecutive days in the spring and winter of 2003. The authors used the microwave speed sensor and global positioning system installed in the instrumented cars and used car-chasing technique to perform the data collection. They used the statistical package SPSS to assess the consistency, as well as to evaluate the variability of the data. Nine parameters, namely, average speed, average running speed, average acceleration rate, average deceleration rate, mean length of a driving period, time proportions of driving modes, average number of acceleration-deceleration changes, root mean square acceleration, and positive acceleration kinetic energy are calculated to represent the driving characteristics. A driving cycle for private cars was developed. If emission tests were conducted using the Zhuhai driving cycle, the level of vehicle emissions measured is likely to be in between that of the Federal Test Procedure (FTP) cycle and the Melbourne Peak cycle.     

Characterizing Driving Patterns for Zhuhai for Traffic Emissions Estimation

Abstract

Zhuhai, a relatively less developed city on the western coast of the Pearl River Delta (PRD) of China, is planning to undergo major development in coming years. A Hong Kong-Zhuhai-Macao Bridge project has been approved by the Central Government of China. The project will have great impact on the driving pattern and vehicular emissions to the city. This baseline study collected speed-time data of two instrumented private cars in morning and evening periods, as well as a daytime nonpeak period of >10 consecutive days in the spring and winter of 2003. The authors used the microwave speed sensor and global positioning system installed in the instrumented cars and used car-chasing technique to perform the data collection. They used the statistical package SPSS to assess the consistency, as well as to evaluate the variability of the data. Nine parameters, namely, average speed, average running speed, average acceleration rate, average deceleration rate, mean length of a driving period, time proportions of driving modes, average number of acceleration-deceleration changes, root mean square acceleration, and positive acceleration kinetic energy are calculated to represent the driving characteristics. A driving cycle for private cars was developed. If emission tests were conducted using the Zhuhai driving cycle, the level of vehicle emissions measured is likely to be in between that of the Federal Test Procedure (FTP) cycle and the Melbourne Peak cycle.     

Polycyclic aromatic hydrocarbons (PAHs) and carbonyl compounds in urban atmosphere of Hong Kong

Polycyclic aromatic hydrocarbons (PAHs) and carbonyls compounds are becoming a major component of atmospheric toxic air pollutants (TAPs) in Hong Kong. Many studies in Hong Kong show that traffic emission is one of the most significant contributors in urban area of Hong Kong. A twelve months monitoring program for PAHs and carbonyl compounds started on 10 April 1999 including a two weeks intensive sampling in winter had been performed at a roadside urban station at Hong Kong Polytechnic University in order to determine the monthly and seasonal variations of PAHs and carbonyl concentrations. The objective of this study is to characterize the roadside concentrations of selected TAPs (PAHs and carbonyl compounds) and to compare with the long-term compliance monitoring data acquired by Hong Kong Environmental Protection Department (EPD). Monthly variations, seasonal variations and winter/summer ratios at the monitoring station are discussed.     

On-road remote sensing of liquefied petroleum gas (LPG) vehicle emissions measurement and emission factors estimation

In the present study, the real-world on-road liquefied petroleum gas (LPG) vehicle/taxi emissions of carbon monoxide (CO), hydrocarbon (HC) and nitric oxide (NO) were investigated. A regression analysis approach based on the measured LPG vehicle emission data was also used to estimate the on-road LPG vehicle emission factors of CO, HC and NO with respect to the effects of instantaneous vehicle speed and acceleration/deceleration profiles for local urban driving patterns. The results show that the LPG vehicle model years and driving patterns have a strong correlation to their emission factors. A unique correlation of LPG vehicle emission factors (i.e., g km⁻¹ and g l⁻¹) on different model years for urban driving patterns has been established. Finally, a comparison was made between the average LPG, and petrol [Chan, T.L., Ning, Z., Leung, C.W., Cheung, C.S., Hung, W.T., Dong, G., 2004. On-road remote sensing of petrol vehicle emissions measurement and emission factors estimation in Hong Kong. Atmospheric Environment 38, 2055–2066 and 3541] and diesel [Chan, T.L., Ning, Z., 2005. On-road remote sensing of diesel vehicle emissions measurement and emission factors estimation in Hong Kong. Atmospheric Environment 39, 6843–6856] vehicle emission factors. It has shown that the introduction of the replacement of diesel taxis to LPG taxis has alleviated effectively the urban street air pollution. However, it has demonstrated that proper maintenance on the aged LPG taxis should also be taken into consideration.     

Sources and characteristics of carbonaceous aerosol in two largest cities in Pearl River Delta Region,China

PM_2.5 samples were collected at five sites in Guangzhou and Hong Kong, Pearl River Delta Region (PRDR), China in both summer and winter during 2004–2005. Elemental carbon (EC) and organic carbon (OC) in these samples were measured. The OC and EC concentrations ranked in the order of urban Guangzhou > urban Hong Kong > background Hong Kong. Total carbonaceous aerosol (TCA) contributed less to PM_2.5 in urban Guangzhou (32–35%) than that in urban Hong Kong (43–57%). The reason may be that, as an major industrial city in South China, Guangzhou would receive large amount of inorganic aerosol from all kinds of industries, however, as a trade center and seaport, urban Hong Kong would mainly receive organic aerosol and EC from container vessels and heavy-duty diesel trucks. At Hong Kong background site Hok Tsui, relatively lower contribution of TCA to PM_2.5 may result from contributions of marine inorganic aerosol and inland China pollutant. Strong correlation (R²=0.76–0.83) between OC and EC indicates minor fluctuation of emission and the secondary organic aerosol (SOA) formation in urban Guangzhou. Weak correlation between OC and EC in Hong Kong can be related to the impact of the long-range transported aerosol from inland China. Averagely, secondary OC (SOC) concentrations were 3.8–5.9 and 10.2–12.8 μg m⁻³, respectively, accounting for 21–32% and 36–42% of OC in summer and winter in Guangzhou. The average values of 4.2–6.8% for SOA/ PM_2.5 indicate that SOA was minor component in PM_2.5 in Guangzhou.     

Abundance and sources of ambient dioxins in Hong Kong: a review of dioxin measurements from 1997 to 2001

Ambient measurements of seventeen 2,3,7,8-polychlorinated dibenzo-p-dioxin/dibenzofuran congeners (2,3,7,8-PCDD/Fs) have been taken in a number of monitoring programs or ad-hoc studies in Hong Kong. The longest monitoring program started at two locations in the territory in July 1997. The other monitoring efforts are ad-hoc studies, varying from a few coordinated sampling events at multiple sites to a year-long monitoring project that targeted suspected local dioxin sources. In this paper, we examined these measurements to understand the ambient levels, temporal and spatial variation, and possible sources of the 2,3,7,8-PCDD/Fs in Hong Kong. The territory-wide annual average concentration of the dioxins was 0.052 pg I-TEQ/m3 measured at the regular monitoring stations in the most recent annual cycle of 2000/2001. This level fell at the lower end of the range of dioxin concentrations measured at other urban locations around the world. The dioxin levels showed a clear seasonality in that elevated concentrations were observed in the winter and lower concentrations in the summer at all monitoring sites with one year or more regular measurements. The measurements indicated that the few known local dioxin sources, including a major chemical waste incinerator facility, landfill sites, and vehicular traffic, are not important contributors to ambient dioxins in Hong Kong. On days of high dioxin concentrations, the 2,3,7,8-PCDD/F congeners were observed to have almost identical compositions with a north-northwest to south-southeast spatial gradient in concentrations at different sampling locations in Hong Kong. This observation, along with other collaborative evidence, established a strong link between high dioxin concentration days in Hong Kong and regional transport of the polluted air masses from the north.     

Modeling transit bus fuel consumption on the basis of cycle properties

A method exists to predict heavy-duty vehicle fuel economy and emissions over an "unseen" cycle or during unseen on-road activity on the basis of fuel consumption and emissions data from measured chassis dynamometer test cycles and properties (statistical parameters) of those cycles. No regression is required for the method, which relies solely on the linear association of vehicle performance with cycle properties. This method has been advanced and examined using previously published heavy-duty truck data gathered using the West Virginia University heavy-duty chassis dynamometer with the trucks exercised over limited test cycles. In this study, data were available from a Washington Metropolitan Area Transit Authority emission testing program conducted in 2006. Chassis dynamometer data from two conventional diesel buses, two compressed natural gas buses, and one hybrid diesel bus were evaluated using an expanded driving cycle set of 16 or 17 different driving cycles. Cycle properties and vehicle fuel consumption measurements from three baseline cycles were selected to generate a linear model and then to predict unseen fuel consumption over the remaining 13 or 14 cycles. Average velocity, average positive acceleration, and number of stops per distance were found to be the desired cycle properties for use in the model. The methodology allowed for the prediction of fuel consumption with an average error of 8.5% from vehicles operating on a diverse set of chassis dynamometer cycles on the basis of relatively few experimental measurements. It was found that the data used for prediction should be acquired from a set that must include an idle cycle along with a relatively slow transient cycle and a relatively high speed cycle. The method was also applied to oxides of nitrogen prediction and was found to have less predictive capability than for fuel consumption with an average error of 20.4%.     

A study of surface ozone and the relation to complex wind flow in Hong Kong

Ozone measurements made from 5 sites in Hong Kong have been analyzed, including those from one upwind, one downwind, and three urban locales. The data are analyzed in terms of the seasonal and diurnal trends. A subset of data in autumn is further analyzed to study the relationship between the ozone spatial pattern and wind flow as well as other meteorological parameters. The results show that averaged ozone levels at most sites exhibit maxima in autumn, which appears to be a unique feature for eastern Asia. On average the daily maximum 1-h concentrations are found to be higher in the western (normally downwind) site than those on the eastern side and in urban areas. Examination of surface wind patterns and other meteorological parameters suggest that elevated ozone concentrations on the western side occur during the days with intense solar radiation, light winds, and in the presence of a unique wind circulation. The wind reversal in the western parts under the “convergence” flow is believed to be an important cause of the high-ozone events observed there. Such wind flow may re-circulate/transport nearby urban plumes (in this case the Hong Kong–Shenzhen urban complex). Examination of chemical data from the western site has shown that averaged afternoon SO₂ to NO_x ratios on days with wind reversal are larger than those of typical urban Hong Kong and that a significant SO₂ enhancement was clearly indicated on several occasions. The SO₂ enhancement may be interpreted as being the evidence to suggest the contribution of regional sources and/or Hong Kong’s power plants (both containing high SO₂). A case study has shown that when moderately strong northwesterly wind prevails, elevated ozone and SO₂ can be transported to western Hong Kong from the inner Pearl Delta region. This study has also indicated that under the impact of ENE winds the eastern side of Hong Kong is not frequently affected by the re-circulating ozone plumes present in the western side.     

Volatile organic compounds (VOCs) in urban atmosphere of Hong Kong

The assessment of volatile organic compounds (VOCs) has become a major issue of air quality network monitoring in Hong Kong. This study is aimed to identify, quantify and characterize volatile organic compounds (VOCs) in different urban areas in Hong Kong. The spatial distribution, temporal variation as well as correlations of VOCs at five roadside sampling sites were discussed. Twelve VOCs were routinely detected in urban areas (Mong Kok, Kwai Chung, Yuen Long and Causeway Bay). The concentrations of VOCs ranged from undetectable to 1396 microg/m3. Among all of the VOC species, toluene has the highest concentration. Benzene, toluene, ethylbenzene and xylenes (BTEX) were the major constituents (more than 60% in composition of total VOC detected), mainly contributed from mobile sources. Similar to other Asian cities, the VOC levels measured in urban areas in Hong Kong were affected both by automobile exhaust and industrial emissions. High toluene to benzene ratios (average T/B ratio = 5) was also found in Hong Kong as in other Asian cities. In general, VOC concentrations in the winter were higher than those measured in the summer (winter to summer ratio > 1). As toluene and benzene were the major pollutants from vehicle exhausts, there is a necessity to tighten automobile emission standards in Hong Kong.     

A preliminary investigation of persistent organic pollutants in ambient air in Hong Kong

Air samples were collected for characterisation of PCDD/Fs and other persistent organic pollutants (POPs) such as aldrin, alpha-HCH, beta-HCH, delta-HCH, gamma-HCH, o,p'-DDT, p,p'-DDT, o,p'-DDE, p,p'-DDE, o,p'-DDD, p,p'-DDD, dieldrin, endrin, endosulfan I and II, heptachlor, heptachlor epoxide and hexachlorobenzene during the winter of 2000/2001 at the weather station of the Hong Kong Observatory at Tai Mo Shan (TMS), which is the highest point (approximately 957 m) in Hong Kong, besides the routine monitoring of PCDD/Fs and 200 other toxic air pollutants (TAPs) at two urban TAPs stations at Tsuen Wan and Central & Western. Concentrations of the pollutants detected at TMS station were evaluated and compared to those recorded at the urban stations. Though pesticides including alpha-HCH, hexachlorobenzene, DDT, DDE, heptachlor, and endosulfan I were detected, these pesticides were found at relatively low concentrations of about 0.02-0.23 ng/m3 and should not have any significant health effects. Concentrations of some of the monitored POPs were found to be higher whilst most of the monitored TAPs were at comparable levels to those measured at the urban stations during the same period. According to the Stockholm Convention on POPs (May 2001), the 12 chemicals labelled by the United Nations as the most dangerous are: aldrin, chlordane, DDT, dieldrin, endrin, heptachlor, mirex, toxaphene, hexachlorobenzene, PCBs and dibenzo-p-dioxins/dibenzofurans (PCDDs)/(PCDFs). Given that there has not been any large scale use of organo-chlorine pesticides recorded since the decline of local farming activities in recent years, the results of the present study again show that pesticides and POPs such as PCDDs/PCDFs are ubiquitous environmental contaminants present in the atmosphere of Hong Kong. The findings also indicate that organo-chlorine pesticides and PCDDs/PCDFs are among the most prevalent chlorinated semi-volatile pollutants present in Hong Kong. Results obtained in the present study suggest that selected pesticides may be used as tracers for transport of pollutants for regional air quality study.     

An exploratory analysis comparing a stochastic driving cycle to California's regulatory cycle

As the fundamental building block of the emissions estimation process, a driving cycle needs to be representative of real-world driving behavior. The driving cycle construction method becomes crucial for generating a representative driving cycle. In this paper, we revisit the Unified Cycle's (i.e., the LA92 driving cycle) construction method. The California Air Resources Board's Unified Cycle used a “microtrips” approach, a speed–acceleration frequency distribution plot, and a quasi-random selection mechanism to build the driving cycle. There is concern that the Unified Cycle does not reflect the true driving patterns due to the identified flaws in the construction methodology. Treating a driving trace as a stochastic process, we construct a new driving cycle (LA01) with the same driving data originally used to build the Unified Cycle. We then compare the two driving cycles with the sample data set with respect to the durations and intensities of the modal events. The new driving cycle is found to better replicate the modal events observed in the sample data. A comparison of average road power values between the sample data, LA01, and the Unified Cycle also confirms the effect of fine-scale driving on emissions. These differences result from the different construction approaches and can be expected to affect emissions inventory estimation.     

Carbonyl emissions from vehicular exhausts sources in Hong Kong

Vehicular emission (VE) is one of the important anthropogenic sources for airborne carbonyls in urban area. Six types of VE-dominated samples were collected at representative locations in Hong Kong where polluted by a particular fueled type of vehicles, including (i) a gas refilling taxis station (liquefied petroleum gas [LPG] emission); (ii) a light-duty passenger car park (gasoline emission); (iii) a minibus station (diesel emission); (iv) a single-deck-bus depot (diesel emission); (v) a double-deck-bus depot (diesel emission); and (vi) a whole-food market entrance for light- and heavy-duty vehicles (diesel emission). A total of 15 carbonyls in the samples were quantified. Formaldehyde was the most abundant carbonyl among the VE-dominated samples, and its contribution to the total quantified amount on a molar basis ranged from 54.8% to 60.8%. Acetaldehyde and acetone were the next two abundant carbonyls. The carbonyls were quantified at three roadside locations in Hong Kong. The highest concentrations of formaldehyde and acetaldehyde, 22.7 +/- 8.4 and 6.0 +/- 2.8 microg/m3, respectively, were determined in the samples collected at a main transportation gate for goods between Hong Kong and Mainland China. The total quantified carbonyl concentration, 37.9 +/- 9.3 microg/m3, was the highest at an entrance of a cross-harbor tunnel in downtown area. The theoretical carbonyls compositions of the three roadside locations were estimated according to the VE-dominated sample profiles and the statistics on vehicle numbers and types during the sampling period. The measured compositions of formaldehyde were much higher than the theoretical compositions in summer, demonstrating that photochemical reactions significantly contributed to the formaldehyde production in the roadsides.     

On-road motor vehicle emissions and fuel consumption in urban driving conditions

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, NOx, 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.     

Perfluorochemicals in wastewater treatment plants and sediments in Hong Kong

The study reported in this paper examined the concentrations of nineteen perfluorochemicals (PFCs), including perfluoroalkyl sulfonates, carboxylates, and sulfonamides in samples collected from Hong Kong wastewater treatment plants (WWTPs) and sediments. The study was the first to use an external isolator column to assist in the quantification of PFCs in environmental samples without having to make internal modifications to a liquid chromatography system. Perfluorooctanesulfonate was found to be the dominant PFC pollutant in Hong Kong, and the WWTP sludge was the major sink of PFCs discharged from the urban areas. Compared to discharge influenced by industrial activities, much less perfluorooctanoate was found in waste streams. The significantly lower level of perfluorodecanesulfonate in WWTP sludge reflects the important influence of consumer products on PFC distribution. The dominance of even-chain length perfluoroalkyl carboxylates in all of the WWTP sludge samples investigated further suggests the strong aerobic degradation of fluorotelomer alcohols in WWTPs.     

Investigation of the available technologies and their feasibility for the conversion of food waste into fish feed in Hong Kong

Food waste is the largest constituent of municipal solid waste in Hong Kong, but food waste recycling is still in its infancy. With the imminent saturation of all landfill sites by 2020, multiple technologies are needed to boost up the food waste recycling rate in Hong Kong. Conversion of food waste into animal feeds is prevalent in Japan, South Korea, and Taiwan, treating over 40 % of their recycled food waste. This direction is worth exploring in Hong Kong once concerns over food safety are resolved. Fortunately, while feeding food waste to pigs and chickens poses threats to public health, feeding it to fish is considered low risk. In order to examine the feasibility of converting food waste into fish feed in Hong Kong, this paper investigates the market demand, technical viability, feed quality, regulatory hurdles, and potential contribution. The results show that a significant amount of food waste can be recycled by converting it into fish feed due to the enormous demand from feed factories in mainland China. Two conversion technologies, heat drying and black soldier fly bioconversion, are studied extensively. Black soldier fly bioconversion is preferable because the end-product, insect powder, is anticipated to gain import approval from mainland China. The authors suggest further research efforts to speed up its application for food waste recycling in urban cities.     

A study of polychlorinated dibenzo-p-dioxins and dibenzofurans in the atmosphere of Hong Kong

A total of 27 ambient air samples of were collected from six locations in Hong kong during the period of January-August, 2000 and analysed for polychlorinated dibenzo-p-dioxins (PCDDs) and dibenzofurans (PCDFs). In all sampling locations, higher concentrations of PCDDs/PCDFs, ranging from 0.03 to 0.43 pg I-TEQ/m3 were measured in winter months (January and March) than in the summer months (July and August) of concentrations at 0.018-0.025 pg I-TEQ/m3. These concentrations are similar to annual ranges reported earlier for two Hong Kong urban sites and other urban cities in Asia. Europe, and the United States. Despite significant seasonal variations in ambient air concentrations of PCDD/Fs (expressed in I-TEQ) were observed, the congener profiles of all the samples in this study period were similar, with OCDD, 1,2,3,4,6,7,8-HpCDD, OCDF and 1,2,3,4,6,7,8-HpCDF being the predominant species. However, the homologue profiles for the samples collected at the six locations of this study were found to display significantly different spatial and seasonal trends.     

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.