Cars and fuels for tomorrow: a comparative assessment

Light duty vehicles, i.e. passenger cars and light trucks, account for approximately half of global transportation energy demand and, thus, a major share of carbon dioxide and other emissions from the transport sector. Energy consumption in the transport sector is expected to grow in the future, especially in developing countries. Cars with alternative powertrains to internal combustion engines (notably battery, hybrid and fuel-cell powertrains), in combination with potentially low carbon electricity or alternative fuels (notably hydrogen and methanol), can reduce energy demand by at least 50%, and carbon dioxide and regulated emissions much further. This article presents a comparative technical and economic assessment of promising future fuel/vehicle combinations. There are several promising technologies but no obvious winners. However, the electric drivetrain is a common denominator in the alternative powertrains and continued cost reductions are important for widespread deployment in future vehicles. Development paths from current fossil fuel based systems to future carbon-neutral supply systems appear to be flexible and a gradual phasing-in of new powertrains and carbon-neutral fluid fuels or electricity is technically possible. Technology development drivers and vehicle manufacturers are found mainly in industrialised countries, but developing countries represent a growing market and may have an increasingly important role in shaping the future.     

Attitudes towards the conservation of biological diversity—A case study in Kristianstad Municipality,Sweden

Human actions towards land, freshwater and oceans have already caused biodiversity to decline. This study aims to investigate attitudes towards the conservation of biological biodiversity among different groups in a Swedish city, Kristianstad. An inquiry including statements measuring attitudes towards the conservation of habitats, animals and plants, to the biological diversity within selected local areas, to global and national areas, and to societal issues, was replied to by 271 persons. Deciduous forests, birds and wild flowers were given highest priority. An area categorized as wetland including lakeshore meadows with a rich bird life was prioritized as most important for conservation while a forest area was chosen as best for recreation. The experts gave lower priority to arable land, urban parks, domestic animals, agricultural and garden plants and to conifer forests compared to the other groups. Knowledge about what people in general value as important could facilitate the future planning of nature areas in the city of Kristianstad.     

SOME EFFECTS OF ACIDIFIED WATER ON THE EARLY DEVELOPMENT OF ROACH (Rutilus rutilus L.) AND PERCH (Perca fluviatilis L.)1

ABSTRACT. Fertilized eggs of perch (Perca fluviatilus L.) and roach (Rutilus rutilus L.) were reared at different pH values both in the field and in the laboratory. The results from the laboratory tests revealed that both species showed at least a 50% decrease in their hatching frequencies when reared at pH values below 5.6. At pH values below 4.6 both species studied show an almost complete lack of reproduction. The field studies with eggs from different lakes indicated that there might be an adaptation, manifesting itself as a higher frequency of hatching in water with a composition similar to that of the natural habitat. Field experiments also showed that the roach is more sensitive than perch to low pH values.     

Effects of changes in climate on landscape and regional processes, and feedbacks to the climate system

Biological and physical processes in the Arctic system operate at various temporal and spatial scales to impact large-scale feedbacks and interactions with the earth system. There are four main potential feedback mechanisms between the impacts of climate change on the Arctic and the global climate system: albedo, greenhouse gas emissions or uptake by ecosystems, greenhouse gas emissions from methane hydrates, and increased freshwater fluxes that could affect the thermohaline circulation. All these feedbacks are controlled to some extent by changes in ecosystem distribution and character and particularly by large-scale movement of vegetation zones. Indications from a few, full annual measurements of CO2 fluxes are that currently the source areas exceed sink areas in geographical distribution. The little available information on CH4 sources indicates that emissions at the landscape level are of great importance for the total greenhouse balance of the circumpolar North. Energy and water balances of Arctic landscapes are also important feedback mechanisms in a changing climate. Increasing density and spatial expansion of vegetation will cause a lowering of the albedo and more energy to be absorbed on the ground. This effect is likely to exceed the negative feedback of increased C sequestration in greater primary productivity resulting from the displacements of areas of polar desert by tundra, and areas of tundra by forest. The degradation of permafrost has complex consequences for trace gas dynamics. In areas of discontinuous permafrost, warming, will lead to a complete loss of the permafrost. Depending on local hydrological conditions this may in turn lead to a wetting or drying of the environment with subsequent implications for greenhouse gas fluxes. Overall, the complex interactions between processes contributing to feedbacks, variability over time and space in these processes, and insufficient data have generated considerable uncertainties in estimating the net effects of climate change on terrestrial feedbacks to the climate system. This uncertainty applies to magnitude, and even direction of some of the feedbacks.     

Estimation and validation of PM2.5/PM10 exhaust and non-exhaust emission factors for practical street pollution modelling

In order to carry out efficient traffic and air quality management, validated models and PM emission estimates are needed. This paper compares current available emission factor estimates for PM₁₀ and PM_2.5 from emission databases and different emission models, and validates these against eight high quality street pollution measurements in Denmark, Sweden, Germany, Finland and Austria.The data sets show large variation of the PM concentration and emission factors with season and with location. Consistently at all roads the PM₁₀ and PM_2.5 emission factors are lower in the summer month than the rest of the year. For example, PM₁₀ emission factors are in average 5–45% lower during the month 6–10 compared to the annual average.The range of observed total emission factors (including non-exhaust emissions) for the different sites during summer conditions are 80–130 mg km⁻¹ for PM₁₀, 30–60 mg km⁻¹ for PM_2.5 and 20–50 mg km⁻¹ for the exhaust emissions.We present two different strategies regarding modelling of PM emissions: (1) For Nordic conditions with strong seasonal variations due to studded tyres and the use of sand/salt as anti-skid treatment a time varying emission model is needed. An empirical model accounting for these Nordic conditions was previously developed in Sweden. (2) For other roads with a less pronounced seasonal variation (e.g. in Denmark, Germany, Austria) methods using a constant emission factor maybe appropriate. Two models are presented here.Further, we apply the different emission models to data sets outside the original countries. For example, we apply the “Swedish” model for two streets without studded tyre usage and the “German” model for Nordic data sets. The “Swedish” empirical model performs best for streets with studded tyre use, but was not able to improve the correlation versus measurements in comparison to using constant emission factors for the Danish side. The “German” method performed well for the streets without clear seasonal variation and reproduces the summer conditions for streets with pronounced seasonal variation. However, the seasonal variation of PM emission factors can be important even for countries not using studded tyres, e.g. in areas with cold weather and snow events using sand and de-icing materials. Here a constant emission factor probably will under-estimate the 90-percentiles and therefore a time varying emission model need to be used or developed for such areas.All emission factor models consistently indicate that a large part (about 50–85% depending on the location) of the total PM₁₀ emissions originates from non-exhaust emissions. This implies that reduction measures for the exhaust part of the vehicle emissions will only have a limited effect on ambient PM₁₀ levels.     

Quality assurance of multivariate analytical measurements by principal components analysis

The use of principal components analysis for the quality control of a mass spectrometer is demonstrated and commented upon.