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1.
Susannah Grice John Stedman Andrew Kent Melanie Hobson John Norris John Abbott Sally Cooke 《Atmospheric environment (Oxford, England : 1994)》2009,43(13):2154-2167
An assessment of recent trends in primary NO2 emissions has been carried out for ten case study locations across the European Union. Estimates of the percentage of NOx from road traffic emitted as primary NO2 (f-NO2) have been derived for 1995, 2000 and 2005 by combining the results of a literature survey of primary NO2 emission factors for different vehicle types and technologies with an emission inventory. Estimates of f-NO2 have also been derived from ambient monitoring data at roadside sites in each case study location using a model.The results of the analysis of trends show that f-NO2 has increased in recent years and that the rate of increase has been greatest since 2000. f-NO2 has increased from 8.6% in 2000 to 12.4% in 2004 as an average across the monitoring sites and from an average of 6.3% in 2000 to 10.6% in 2005 as an average of the emission inventory based calculations for the case study countries. f-NO2 is predicted to increase further to an average of 19.6% in 2010 and 32.0% in 2020 as a result of the further penetration of exhaust after treatment technologies for diesel vehicles in the fleets. This increase is expected to be offset by the large reduction in NOx emissions over this period, resulting in an increase in NO2 emissions from road traffic to 2015, followed by a decline to close to 2004 levels by 2020. Estimates of future ambient NO2 concentrations have also been calculated for the roadside monitoring sites included in the study. At 29 out of 45 of these sites the annual mean NO2 limit value is predicted to be exceeded in 2010. At 22 of these sites, the annual mean concentration is expected to remain above the limit value until 2020 and beyond. 相似文献
2.
Within the European research project ARTEMIS, significant works have been conducted to analyse the hot emissions of pollutant from the passenger cars regarding the driving cycles and to propose modelling approaches taking into account large but heterogeneous datasets recorded in Europe. The review and analysis of a large range of test cycles enabled first the building-up of a set of contrasted cycles specifically designed for characterizing the influence of the driving conditions. These cycles were used for the measurement of the pollutants emission rates from nine passenger cars on a chassis dynamometer.Emissions measured on 30 vehicles tested on cycles adapted to their motorization (i.e., cycles for high- or low-powered cars, inducing thus a significant difference in the dynamic) were also considered for analysing the influence of the cycles and of the kinematic parameters on the hot emission rates of the regulated pollutants (CO, HC, NOx, CO2, PM). An analyses of variance demonstrated the preponderance of the driving type (urban, rural road, motorway), of the vehicle category (fuel, emission standard) and emitting status (high/normal emitter) and thus the pertinence of analysing and modelling separately the corresponding emissions. It also demonstrated that Urban driving led systematically to high diesel emission rates and to high CO2, HC and NOx emissions from petrol cars. Congested driving implied high CO2 (diesel and petrol) and high diesel NOx emission. On motorway, the very high speeds generated high CO2, while unsteady speeds induced diesel NOx and petrol CO over-emissions. A search for pertinent kinematic parameters showed that urban diesel emissions were mostly sensitive to stops and speed parameters, while petrol emissions were rather sensitive to acceleration parameters. On the motorway, diesel NOx and CO2 emissions rates increased with the speed variability and occurrence of high speeds, while CO2 and CO over-emission from petrol cars were linked to the occurrence of strong acceleration at high speeds.A modelling approach based on partial least square regression was tested, which demonstrates its ability to discriminate satisfactorily the emissions according to dynamic related parameters and in particular when considering the two-dimensionnal distribution of instantaneous speed and acceleration.Finally, a strategy was proposed to analyse the large but heterogeneous set of hot emission data collected within the ARTEMIS project. The approach consisted in analysing the similarity of the numerous cycles as regards their kinematic, grouping them into reference test patterns through an automatic clustering, and then computing reference emissions for these patterns. These principles enabled the development of a method to compute the emissions at a low spatial scale, i.e. the so-called traffic situation approach, which was implemented in the European Artemis model for estimating the cars’ pollutant emissions. 相似文献
3.
The potential impact on the environment of alternative vehicle/fuel systems needs to be evaluated, especially with respect to human health effects resulting from air pollution. We used the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model to examine the well-to-wheels (WTW) emissions of five criteria pollutants (VOCs, NOx, PM10, PM2.5, and CO) for nine vehicle/fuel systems: (1) conventional gasoline vehicles; (2) conventional diesel vehicles; (3) ethanol (E85) flexible-fuel vehicles (FFVs) fueled with corn-based ethanol; (4) E85 FFVs fueled with switchgrass-based ethanol; (5) gasoline hybrid vehicles (HEVs); (6) diesel HEVs; (7) electric vehicles (EVs) charged using the average U.S. generation mix; (8) EVs charged using the California generation mix; and (9) hydrogen fuel cell vehicles (FCVs). Pollutant emissions were separated into total and urban emissions to differentiate the locations of emissions, and emissions were presented by sources. The results show that WTW emissions of the vehicle/fuel systems differ significantly, in terms of not only the amounts but also with respect to locations and sources, both of which are important in evaluating alternative vehicle/fuel systems. E85 FFVs increase total emissions but reduce urban emissions by up to 30% because the majority of emissions are released from farming equipment, fertilizer manufacture, and ethanol plants, all of which are located in rural areas. HEVs reduce both total and urban emissions because of the improved fuel economy and lower emissions. While EVs significantly reduce total emissions of VOCs and CO by more than 90%, they increase total emissions of PM10 and PM2.5 by 35–325%. However, EVs can reduce urban PM emissions by more than 40%. FCVs reduce VOCs, CO, and NOx emissions, but they increase both total and urban PM emissions because of the high process emissions that occur during hydrogen production. This study emphasizes the importance of specifying a thorough life-cycle emissions inventory that can account for both the locations and sources of the emissions to assist in achieving a fair comparison of alternative vehicle/fuel options in terms of their environmental impacts. 相似文献
4.
Thomas Pierce Christian Hogrefe S. Trivikrama Rao P. Steven Porter Jia-Yeong Ku 《Atmospheric environment (Oxford, England : 1994)》2010,44(29):3583-3596
Air quality models are used to predict changes in pollutant concentrations resulting from envisioned emission control policies. Recognizing the need to assess the credibility of air quality models in a policy-relevant context, we perform a dynamic evaluation of the Community Multiscale Air Quality (CMAQ) modeling system for the “weekend ozone effect” to determine if observed changes in ozone due to weekday-to-weekend (WDWE) reductions in precursor emissions can be accurately simulated. The weekend ozone effect offers a unique opportunity for dynamic evaluation, as it is a widely documented phenomenon that has persisted since the 1970s. In many urban areas of the Unites States, higher ozone has been observed on weekends than weekdays, despite dramatically reduced emissions of ozone precursors (nitrogen oxides [NOx] and volatile organic compounds [VOCs]) on weekends. More recent measurements, however, suggest shifts in the spatial extent or reductions in WDWE ozone differences. Using 18 years (1988–2005) of observed and modeled ozone and temperature data across the northeastern United States, we re-examine the long-term trends in the weekend effect and confounding factors that may be complicating the interpretation of this trend and explore whether CMAQ can replicate the temporal features of the observed weekend effect. The amplitudes of the weekly ozone cycle have decreased during the 18-year period in our study domain, but the year-to-year variability in weekend minus weekday (WEWD) ozone amplitudes is quite large. Inter-annual variability in meteorology appears to influence WEWD differences in ozone, as well as WEWD differences in VOC and NOx emissions. Because of the large inter-annual variability, modeling strategies using a single episode lasting a few days or a few episodes in a given year may not capture the WEWD signal that exists over longer time periods. The CMAQ model showed skill in predicting the absolute values of ozone concentrations during the daytime. However, early morning NOx concentrations were underestimated and ozone levels were overestimated. Also, the modeled response of ozone to WEWD differences in emissions was somewhat less than that observed. This study reveals that model performance may be improved by (1) properly estimating mobile source NOx emissions and their temporal distributions, especially for diesel vehicles; (2) reducing the grid cell size in the lowest layer of CMAQ; and, (3) using time-dependent and more realistic boundary conditions for the CMAQ simulations. 相似文献
5.
Eric M. Fujita David E. Campbell Barbara Zielinska Judith C. Chow Christian E. Lindhjem Allison DenBleyker 《Journal of the Air & Waste Management Association (1995)》2013,63(10):1134-1149
The Desert Research Institute conducted an on-road mobile source emission study at a traffic tunnel in Van Nuys, California, in August 2010 to measure fleet-averaged, fuel-based emission factors. The study also included remote sensing device (RSD) measurements by the University of Denver of 13,000 vehicles near the tunnel. The tunnel and RSD fleet-averaged emission factors were compared in blind fashion with the corresponding modeled factors calculated by ENVIRON International Corporation using U.S. Environmental Protection Agency's (EPA's) MOVES2010a (Motor Vehicle Emissions Simulator) and MOBILE6.2 mobile source emission models, and California Air Resources Board's (CARB's) EMFAC2007 (EMission FACtors) emission model. With some exceptions, the fleet-averaged tunnel, RSD, and modeled carbon monoxide (CO) and oxide of nitrogen (NOx) emission factors were in reasonable agreement (±25%). The nonmethane hydrocarbon (NMHC) emission factors (specifically the running evaporative emissions) predicted by MOVES were insensitive to ambient temperature as compared with the tunnel measurements and the MOBILE- and EMFAC-predicted emission factors, resulting in underestimation of the measured NMHC/NOx ratios at higher ambient temperatures. Although predicted NMHC/NOx ratios are in good agreement with the measured ratios during cooler sampling periods, the measured NMHC/NOx ratios are 3.1, 1.7, and 1.4 times higher than those predicted by the MOVES, MOBILE, and EMFAC models, respectively, during high-temperature periods. Although the MOVES NOx emission factors were generally higher than the measured factors, most differences were not significant considering the variations in the modeled factors using alternative vehicle operating cycles to represent the driving conditions in the tunnel. The three models predicted large differences in NOx and particle emissions and in the relative contributions of diesel and gasoline vehicles to total NOx and particulate carbon (TC) emissions in the tunnel.
Implications: Although advances have been made to mobile source emission models over the past two decades, the evidence that mobile source emissions of carbon monoxide and hydrocarbons in urban areas were underestimated by as much as a factor of 2–3 in past inventories underscores the need for on-going verification of emission inventories. Results suggest that there is an overall increase in motor vehicle NMHC emissions on hot days that is not fully accounted for by the emission models. Hot temperatures and concomitant higher ratios of NMHC emissions relative to NOx both contribute to more rapid and efficient formation of ozone. Also, the ability of EPA's MOVES model to simulate varying vehicle operating modes places increased importance on the choice of operating modes to evaluate project-level emissions. 相似文献
6.
《Atmospheric environment (Oxford, England : 1994)》2005,39(17):3055-3068
We analyse the air quality data measured at a green area of Buenos Aires City (Argentina) during 38 days in winter. We study the relationships between ambient concentrations of nitric oxide (NO), nitrogen dioxide (NO2), ozone (O3) and nitrogen oxides (NOx=NO+NO2). The variation of the level of oxidant (OX=O3+NO2) with the NOx is obtained. It can be seen that the level of OX at a given location is made up of two contributions: one independent and another dependent on the NOx concentration. The first one can be considered as a regional contribution, equivalent to the background O3 concentration and the second one as a local contribution that depends on the level of primary pollution. Local oxidant sources may include direct NO2 emissions, the reaction of NO with O2 at high-NOx levels, and the emission of species that promote the conversion of NO to NO2. The final category of emissions may include the nitrous acid (HONO) that is emitted directly in vehicle exhaust. Finally, we present a diurnal variation of the local as well as regional contributions and the dependence of the last one on wind direction. 相似文献
7.
Jun-ichi Kurokawa Keiya Yumimoto Itushi Uno Toshimasa Ohara 《Atmospheric environment (Oxford, England : 1994)》2009,43(11):1878-1887
A four-dimensional variational data assimilation system for optimization of NOx emissions (RC4-NOx) was developed. A parameterized NOx chemistry scheme was introduced into the RC4-NOx system, and key parameters such as chemical production and loss terms of NOx were calculated in advance using the Community Multiscale Air Quality (CMAQ) modeling system. RC4-NOx was applied to optimize NOx emissions over eastern China (EC) in July 1996, 1999, and 2002 using Global Ozone Monitoring Experiment (GOME) satellite observations of NO2 vertical column densities (VCDs) and a priori emissions from the Regional Emission Inventory in Asia (REAS). After assimilation, RC4-NOx generally reproduced the spatial distribution, regional averaged values, and time evolution of GOME NO2 VCDs. Over EC, a priori emissions were reduced by 20% in 1996 and by 8% in 1999, whereas a posteriori emissions were almost the same as a priori emissions in 2002. A priori emissions in the Beijing region were reduced by optimization over the whole simulation period. A posteriori emissions over the Yangtze Delta were larger than a priori emissions in 2002, although they were smaller in both 1996 and 1999. As in other areas, a priori emissions over the North China Plain were reduced in 1996; but those over the eastern part of the plain were increased in 1999, and the area of increased emissions moved slightly westward in 2002. In each region, the growth rates of a posteriori emissions during both 1996–1999 and 1999–2002 became generally larger than those of a priori emissions, and the trends of a posteriori emissions became similar to those of GOME NO2 VCDs. Our inverse modeling analysis indicates that the rate of increase of NOx emissions over EC from 1996 to 2002 was much larger for a posteriori emissions (49%) than for a priori emissions (19%). 相似文献
8.
《Atmospheric environment (Oxford, England : 1994)》2007,41(39):8874-8890
Hydrogen has been proposed as a low polluting alternative transportation fuel that could help improve urban air quality. This paper examines the potential impact of introducing a hydrogen-based transportation system on urban ambient ozone concentrations. This paper considers two scenarios, where significant numbers of new hydrogen vehicles are added to a constant number of gasoline vehicles. In our scenarios hydrogen fuel cell vehicles (HFCVs) are introduced in Sacramento, California at market penetrations of 9% and 20%. From a life cycle analysis (LCA) perspective, considering all the emissions involved in producing, transporting, and using hydrogen, this research compares three hypothetical natural gas to hydrogen pathways: (1) on-site hydrogen production; (2) central hydrogen production with pipeline delivery; and (3) central hydrogen production with liquid hydrogen truck delivery. Using a regression model, this research shows that the daily maximum temperature correlates well with atmospheric ozone formation. However, increases in initial VOC and NOx concentrations do not necessarily increase the peak ozone concentration, and may even cause it to decrease. It is found that ozone formation is generally limited by NOx in the summer and is mostly limited by VOC in the fall in Sacramento. Of the three hydrogen pathways, the truck delivery pathway contributes the most to ozone precursor emissions. Ozone precursor emissions from the truck pathway at 9% market penetration can cause additional 3-h average VOC (or NOx) concentrations up to approximately 0.05% (or 1%) of current pollution levels, and at 20% market penetration up to approximately 0.1% (or 2%) of current pollution levels. However, all of the hydrogen pathways would result in very small (either negative or positive) changes in ozone air quality. In some cases they will result in worse ozone air quality (mostly in July, August, and September), and in some cases they will result in better ozone air quality (mostly in October). The truck pathway tends to cause a much wider fluctuation in degradation or improvement of ozone air quality: percentage changes in peak ozone concentrations are approximately −0.01% to 0.04% for the assumed 9% market penetration, and approximately −0.03% to 0.1% for the 20% market penetration. Moreover, the 20% on-site pathway occasionally results in a decrease of about −0.1% of baseline ozone pollution. Compared to the current ambient pollution level, all three hydrogen pathways are unlikely to cause a serious ozone problem for market penetration levels of HFCVs in the 9–20% range. 相似文献
9.
Bryan N. Duncan Yasuko Yoshida Jennifer R. Olson Sanford Sillman Randall V. Martin Lok Lamsal Yongtao Hu Kenneth E. Pickering Christian Retscher Dale J. Allen James H. Crawford 《Atmospheric environment (Oxford, England : 1994)》2010,44(18):2213-2223
We investigated variations in the relative sensitivity of surface ozone formation in summer to precursor species concentrations of volatile organic compounds (VOCs) and nitrogen oxides (NOx) as inferred from the ratio of the tropospheric columns of formaldehyde to nitrogen dioxide (the “Ratio”) from the Aura Ozone Monitoring Instrument (OMI). Our modeling study suggests that ozone formation decreases with reductions in VOCs at Ratios <1 and NOx at Ratios >2; both NOx and VOC reductions may decrease ozone formation for Ratios between 1 and 2. Using this criteria, the OMI data indicate that ozone formation became: 1. more sensitive to NOx over most of the United States from 2005 to 2007 because of the substantial decrease in NOx emissions, primarily from stationary sources, and the concomitant decrease in the tropospheric column of NO2, and 2. more sensitive to NOx with increasing temperature, in part because emissions of highly reactive, biogenic isoprene increase with temperature, thus increasing the total VOC reactivity. In cities with relatively low isoprene emissions (e.g., Chicago), the data clearly indicate that ozone formation became more sensitive to NOx from 2005 to 2007. In cities with relatively high isoprene emissions (e.g., Atlanta), we found that the increase in the Ratio due to decreasing NOx emissions was not obvious as this signal was convolved with variations in the Ratio associated with the temperature dependence of isoprene emissions and, consequently, the formaldehyde concentration. 相似文献
10.
《Atmospheric environment (Oxford, England : 1994)》1999,33(23):3831-3842
Quasi-continuous measurements of NOx, CO and C5–C12 hydrocarbons made during the MEDCAPHOT-TRACE experiment in a street canyon with heavy traffic load were used to estimate the CO/NOx and 36 individual NMHC/NOx traffic emission ratios in the Athens basin. A traffic emission inventory has been compiled for Athens and aspects of this inventory were tested against measurements. The results indicate that although the main features of the 9:00 to 15:00 variations of the NMHC/NOx and CO/NOx inventory emission ratios are in agreement with observations, during the rest of the day the fine structure of the variations of these ratios cannot be accurately predicted by the inventory. Comparison of pollutant emission ratios derived from ambient measurements with emission ratios predicted by existing inventories for Athens reveals serious discrepancies. Further, the experimental results and theoretical considerations indicate that the speciation of evaporative emissions changes with increasing ambient temperature in favour of the most volatile HC species, thus changing the speciation of traffic emissions during the course of the day. This is an aspect that is not taken into account in present urban photochemical modelling inventories. 相似文献
11.
Giorgio Zamboni Massimo Capobianco Enrico Daminelli 《Atmospheric environment (Oxford, England : 1994)》2009,43(5):1086-1092
An investigation into road transport exhaust emissions in the Genoa urban area was performed by comparing the quantities of carbon monoxide (CO), nitrogen oxides (NOx), nitrogen dioxide (NO2) and particulate matter (PM) emitted by different vehicle categories with air quality measurements referred to the same pollutants. Exhaust emissions were evaluated by applying the PROGRESS (computer PROGramme for Road vehicle EmiSSions evaluation) code, developed by the Internal Combustion Engines Group of the University of Genoa, to eight different years (from 1992 to 2010), considering spark ignition and Diesel passenger cars and light duty vehicles, heavy duty vehicles and buses, motorcycles and mopeds. Changes in terms of vehicles number, mileage and total emissions are presented together with relative distributions among the various vehicle categories. By comparing 1992 and 2010 data, calculated trends show a 7% increase in the number of vehicles, with total mileage growing at a faster rate (approx. 22%); total emissions decrease considerably, by approximately 50% for NOx and PM, 70% for HC and 80% for CO, due to improvements in engines and fuels forced by the stricter European legislation and the fleet renewal, while primary NO2 emission will be very close to 1992 level, after a decrease of about 18% in 2000.Air quality was analysed by selecting traffic and background measuring stations from the monitoring network managed by the Environmental Department of the Province of Genoa: average annual concentrations of considered pollutants from 1994 to 2007 were calculated in order to obtain the relative historical trends and compare them with European public health limits and with road vehicle emissions. Though an important reduction in pollutant concentrations has been achieved as a consequence of cleaner vehicles, some difficulties in complying with present and/or future NO2 and PM10 limits are also apparent, thus requiring suitable measures to be taken by the local authorities. 相似文献
12.
Atul C. Sheth David C. Modeste 《Journal of the Air & Waste Management Association (1995)》2013,63(11):1532-1539
Abstract Vehicle gaseous emissions (NO, CO, CO2, and hydrocarbon [HC]) and driver’s particle exposures (particulate matter <1 μm [PM1], <2.5 μm [PM2.5], and<10 μm [PM10]) were measured using a mobile laboratory to follow a wide variety of vehicles during very heavy traffic congestion in Macao, Special Administrative Region, People’s Republic of China, an urban area having one of the highest population densities in the world. The measurements were taken with high time resolution so that fluctuations in the emissions can be seen readily during vehicle acceleration, cruising, deceleration, and idling. The tests were conducted in close proximity to the vehicles, with the inlet of a five-gas analyzer mounted on the front bumper of the mobile laboratory, and the distance between the vehicles was usually within several meters. To measure the driver’s particle exposures, the inlets of the particle analyzers were mounted at the height of the driver’s breathing position in the mobile laboratory, with the driver’s window open. A total of 178 and 113 vehicles were followed individually to determine the gaseous emission factor and the driver’s particle exposures, respectively, for motorcycle, passenger car, taxi, truck, and bus. The gaseous emission factors were used to model the roadside air quality, and good correlations between the modeled and monitored CO, NO2, and nitrogen oxide (NOx) verified the reliability of the experiments. Compared with petrol passenger cars and petrol trucks, diesel taxies and diesel trucks emitted less CO but more NOx. The impact of urban canyons is shown to cause a significant increase in the PM1 peak. The background concentrations contributed a significant amount of the driver’s particle exposures. 相似文献
13.
Alberto Notario Iván Bravo José Antonio Adame Yolanda Díaz-de-Mera Alfonso Aranda Ana Rodríguez Diana Rodríguez 《Environmental science and pollution research international》2013,20(1):188-200
The purpose of this work is to contribute to the understanding of the photochemical air pollution in central-southern of the Iberian Peninsula, analysing the behaviour and variability of oxidant levels (OX?=?O3?+?NO2), measured in a polluted area with the highest concentration of heavy industry in central Spain. A detailed air pollution database was observed from two monitoring stations. The data period used was 2008 and 2009, around 210,000 data, selected for its pollution and meteorological statistics, which are very representative of the region. Data were collected every 15 min, however hourly values were used to analyse the seasonal and daily ozone, NO, NO2 and OX cycles. The variation of OX concentrations with NO x is investigated, for the first time, in the centre of the Iberian Peninsula. The concentration of OX was calculated using the sum of a NO x -independent ‘regional’ contribution (i.e. the O3 background), and a linearly NO x -dependent ‘local’ contribution. Monthly dependence of regional and local OX concentration was observed to determine when the maximum values may be expected. The variation of OX concentrations with levels of NO x was also measured, in order to pinpoint the atmospheric sources of OX in the polluted areas. The ratios [NO2]/[OX] and [NO2]/[NO x ] vs. [NO x ] were analysed to find the fraction of OX in the form of NO2, and the possible source of the local NO x -dependent contribution, respectively. The progressive increase of the ratio [NO2]/[OX] with [NO x ] observed shows a greater proportion of OX in the form of NO2 as the level of NO x increases. The higher measured values in the ratio [NO2]/[NO x ] should not be attributed to NO x emissions by vehicles; they could be explained by industrial emission, termolecular reactions or formaldehyde and HONO directly emitted by vehicles exhausts. We also estimate the rate of NO2 photolysis, J NO2?=?0.18–0.64 min?1, a key atmospheric reaction that influence O3 production and then the regional air quality. The first surface plot study of annual variation of the daily mean oxidant levels, obtained for this polluted area may be used to improve the atmospheric photochemical dynamic in this region of the Iberian Peninsula where there are undeniable air quality problems. 相似文献
14.
《Atmospheric environment(England)》1986,20(7):1355-1368
The present paper concludes a comprehensive program designed firstly to locate the source areas of emission responsible for the photochemical smog which impacts the central Melbourne urban area, secondly to determine the hydrocarbon and NOx composition of these sources and finally to demonstrate by smog chamber simulations what benefit would be derived from a reduction in the emissions from the offending sources.The conclusions reached are that a reduction in NOx emissions would lead to increased ozone levels in Melbourne but even a small reduction in hydrocarbon emissions would be beneficial. The implementation of Australia Design Rule 37 should, by restricting hydrocarbon emissions to 50% of the current 1985 level, reduce the photochemical ozone over the central metropolitan area to well below the acceptable level.In the course of this work it has been possible to validate the chamber technique by showing that the photochemical behaviour of a well-documented air parcel can be reproduced in a smog chamber operated under the same conditions of temperature, radiation, dilution and pollutant input as was experienced by the outdoor air parcel. 相似文献
15.
《Atmospheric environment (Oxford, England : 1994)》2007,41(3):666-675
This paper highlights the effect of emissions regulations on in-use emissions from heavy-duty vehicles powered by different model year engines. More importantly, fuel economy data for pre- and post-consent decree engines are compared.The objective of this study was to determine the changes in brake-specific emissions of NOx as a result of emission regulations, and to highlight the effect these have had on brake-specific CO2 emission; hence, fuel consumption. For this study, in-use, on-road emission measurements were collected. Test vehicles were instrumented with a portable on-board tailpipe emissions measurement system, WVU's Mobile Emissions Measurement System, and were tested on specific routes, which included a mix of highway and city driving patterns, in order to collect engine operating conditions, vehicle speed, and in-use emission rates of CO2 and NOx. Comparison of on-road in-use emissions data suggests NOx reductions as high as 80% and 45% compared to the US Federal Test Procedure and Not-to-Exceed standards for model year 1995–2002. However, the results indicate that the fuel consumption; hence, CO2 emissions increased by approximately 10% over the same period, when the engines were operating in the Not-to-Exceed region. 相似文献
16.
Measurement of black carbon aerosols near two Chinese megacities and the implications for improving emission inventories 总被引:1,自引:0,他引:1
Xuehua Zhou Jian Gao Tao Wang Waishing Wu Wenxing Wang 《Atmospheric environment (Oxford, England : 1994)》2009,43(25):3918-3924
Knowledge of the distribution and sources of black carbon (BC) is essential to understanding its impact on radiative forcing and the establishment of a control strategy. In this study, we analyze atmospheric BC and its relationships with fine particles (PM2.5) and trace gases (CO, NOy and SO2) measured in the summer of 2005 in two areas frequently influenced by plumes from Beijing and Shanghai, the two largest cities in China. The results revealed different BC source characteristics for the two megacities. The average concentration of BC was 2.37 (±1.79) and 5.47 (±4.00) μg m?3, accounting for 3.1% and 7.8% of the PM2.5 mass, in Beijing and Shanghai, respectively. The good correlation between BC, CO and NOy (R2 = 0.54–0.77) and the poor correlation between BC and SO2 suggest that diesel vehicles and marine vessels are the dominant sources of BC in the two urban areas during summer. The BC/CO mass ratio in the air mass from Shanghai was found to be much higher than that in the air mass from Beijing (0.0101 versus 0.0037 ΔgBC/ΔgCO), which is attributable to a larger contribution from diesel burning (diesel-powered vehicles and marine vessels) in Shanghai. Based on the measured ratios of BC/CO and annual emissions of CO, we estimate that the annual emissions of BC in Beijing and Shanghai are 9.51 Gg and 18.72 Gg, respectively. The improved emission rates of BC will help reduce the uncertainty in the assessment of the impact of megacities on regional climate. 相似文献
17.
Stéphane Roujol Robert Joumard 《Atmospheric environment (Oxford, England : 1994)》2009,43(5):1008-1014
The impact of the auxiliaries and particularly air conditioning on emissions (CO2, CO, HC, NOx and particles) is investigated. To this aim, various data from European laboratories are used and analysed. Parameters linked to technology and to climatic conditions are investigated. The main distinction is made between gasoline and diesel vehicles. A physical model is proposed to extrapolate the excess emissions at low temperature (below 28 °C) and with solar radiation, together with a statistical model. 相似文献
18.
Martin Rexeis Stefan Hausberger 《Atmospheric environment (Oxford, England : 1994)》2009,43(31):4689-4698
The paper describes the incorporation of actual emission measurements and future emission standards into the emission model ‘NEMO’ (Network Emission Model). This model is then applied to make predictions on vehicle emission levels on basis of the Austrian fleet composition until 2020. The output is compared to the results based on the most common emission tool for the calculation of vehicle emissions in Central Europe – the recent version (2.1) of the ‘Handbook Emission Factors for Road Transport’. The discussion is focused on NOx and particulate matter (PM), since these pollutants are considered to be the most critical for the local air quality level.The NOx emission levels of recent modern diesel vehicle generations observed in several real world driving conditions were observed to be clearly higher than demanded in the type approval procedure. Due to the growing number of modern diesel engine concepts equipped with coated catalytic exhaust after treatment, the fraction of NO2 of the total tailpipe NOx emissions is predicted to continue to increase in the next few years. Bearing in mind the upcoming tightening of the NO2 air quality limits and the steady increase of traffic volumes, excesses of the NO2 air quality limits at roadside locations have to be expected to an increasing extent for the beginning of the next decade. The issue of particle emissions originated from the diesel engine combustion process can be regarded as being technically solved due to the extensive introduction of diesel particle filters in the vehicle fleet if these systems will prove a high efficiency over the entire vehicle life in real world operation conditions. However, PM emissions from road transport will continue to be in the focus of public attention due to particle emissions caused by dust re-suspension and abrasion processes. 相似文献
19.
《Atmospheric environment (Oxford, England : 1994)》2007,41(20):4270-4280
The CALINE4 roadway dispersion model has been applied to concentrations of NOx and NO2 measured near Gandy Boulevard in Tampa, FL (USA) during May 2002. A NOx emission factor of 0.86 gr mi−1 was estimated by treating NO+NO2 (NOx) as a conserved species and minimizing the differences between measured and calculated NOx concentrations. This emission factor was then used to calculate NO2 concentrations using the NO/NO2 transformation reactions built into CALINE4. A comparison of measured and calculated NO2 concentrations indicates that for ambient O3 concentrations less than 40 ppb the model under-predicts the chemical transformation of NO. The enhanced transformation of NO may be due to reactions of NO with oxidants such as peroxy radicals that are present either in the atmosphere or in vehicle exhaust. 相似文献
20.
《Atmospheric environment (Oxford, England : 1994)》2001,35(6):1001-1013
A field experiment was conducted in August 1998 to investigate the concentrations of isoprene and isoprene reaction products in the surface and mixed layers of the atmosphere in Central Texas. Measured near ground-level concentrations of isoprene ranged from 0.3 (lower limit of detection – LLD) to 10.2 ppbv in rural regions and from 0.3 to 6.0 ppbv in the Austin urban area. Rural ambient formaldehyde levels ranged from 0.4 ppbv (LLD) to 20.0 ppbv for 160 rural samples collected, while the observed range was smaller at Austin (0.4–3.4 ppbv) for a smaller set of samples (37 urban samples collected). Methacrolein levels did not vary as widely, with rural measurements from 0.1 ppbv (LLD) to 3.7 ppbv and urban concentrations varying between 0.2 and 5.7 ppbv. Isoprene flux measurements, calculated using a simple box model and measured mixed-layer isoprene concentrations, were in reasonable agreement with emission estimates based on local ground cover data. Ozone formation attributable to biogenic hydrocarbon oxidation was also calculated. The calculations indicated that if the ozone formation occurred at low VOC/NOx ratios, up to 20 ppbv of ozone formed could be attributable to biogenic photooxidation. In contrast, if the biogenic hydrocarbon reaction products were formed under low NOx conditions, ozone production attributable to biogenics oxidation would be as low as 1 ppbv. This variability in ozone formation potentials implies that biogenic emissions in rural areas will not lead to peak ozone levels in the absence of transport of NOx from urban centers or large rural NOx sources. 相似文献