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Emissions Reporting in the Australian Road Freight Transport Sector: Is There a Better Method than the Default Option?
Abstract
As emissions from the global road freight transport sector continue to rise, an understanding of how emissions are produced, estimated and measured is increasingly important. This article identifies the key influences on greenhouse emissions from heavy-duty diesel trucking, and evaluates the reporting options currently available under the Australian National Greenhouse Emissions Reporting Scheme. The latter is done through a case study of emissions modelling, used to illustrate the trade-offs in different reporting options. The article concludes that routine reporting based on method 2 should deliver more accurate reportable emissions, as well opportunities to better understand emissions profiles and strategies for reducing emissions.
... Protocols: Encrypting all sensitive data at rest and in transit safeguards it from unauthorized access even if intercepted by attackers (Kinnear et al., 2014). Implementing secure communication protocols like Transport Layer Security (TLS) for data transmission across the grid network ensures the integrity and confidentiality of data exchanged (Marshall et al., 2013). ...
The global energy sector is experiencing substantial changes due to factors such as growing populations and higher electrification rates. This leads to a notable increase in the need for electricity. Additionally, the adoption of renewable energy sources like solar and wind power offers environmental advantages but poses grid stability challenges due to their intermittent availability. This piece examines the intricate equilibrium between meeting escalating demand and safeguarding the security of present-day energy systems. It investigates the weaknesses inherent in conventional grids, evaluates the influence of renewables, and suggests approaches to alleviate these issues through technological advancements and modernizing the grid infrastructure.
... Vanhulsel (2014) used a bottom-up approach to calculate the road transport carbon emissions in Belgium [19]. Kinnear et al. (2014) measured greenhouse emissions generated by heavyduty diesel trucks and found it is the key contributor road freight transport emissions [20]. Solis and Sheinbaum (2013) calculated passenger and freight transport carbon emissions in Mexico by a bottom-up model [21]. ...
China's transport carbon emissions are increasing quickly and the issue of emission reduction is urgent. This article aims to calculate and decompose China’s transport carbon emissions during 2001–2019. It first measures the China's transport carbon emissions by IPCC carbon emission factor method, and then applys the Logarithmic Mean Divisia Index (LMDI) model for decomposition analysis. The conclusion indicates that: 1) Diesel, gasoline, kerosene, and fuel oil are the major energy sources used in China's transport sector, with the combined consumption of diesel and gasoline exceeding 70%, and the annual growth rate of energy consumption reached 8.92% during 2000–2019. Among them, natural gas and liquefied petroleum gas (LPG) have the fastest growth rate, while the only one showing a downward trend is raw coal, indicating that China's transportation energy structure is being optimized. 2) Although China's transport carbon emissions have been increasing, the growth rate has declined since 2013. The proportion of carbon emissions from kerosene, diesel, natural gas, and LPG increased from 2000 to 2019, while that of raw coal, gasoline, and fuel oil decreased. This suggests that the use of clean energy, air transportation, and large-scale transportation is increasing, while the use of heavily polluting fuels and small-scale road transportation is decreasing. 3) Per capita GDP is the driving factor that has the most influence on the increase of China’s transport carbon emissions. Population positively influences transportation carbon emissions too, but issues such as aging, low fertility rates, and insufficient labor force may change the direction of the impact in the next 30 years. 4) The negative effect of energy intensity on transport carbon emissions is the greatest, followed by industrial structure and energy structure. The development of highways, new energy vehicles, railway electrification, multimodal transportation, third-party logistics, and logistics information technology in China has improved the energy structure, reduced energy intensity, and brought China's transport sector into an important stage of innovation driven and pursuit of coordinated development with the environment.
... According to the findings of Shafique et al. (2020), FT was found to be the primary source of CO 2 emissions in both Hong Kong and Singapore. Kinnear et al. (2015) evaluated the effect of heavy-duty vehicles on CO 2 emissions in the Austrian transport sector. ...
The relationship between indicators for sustainable transportation is a pressing issue that has argued the attention of policymakers, engineers, and academics. The transportation sector plays a crucial role in economic growth, while also having significant environmental consequences. This systematic literature review offers a comprehensive overview of the different research methodologies utilized to estimate the interrelationships between the transport sector, environmental degradation, and economic growth. Our study analyzed 977 citations sourced from Web of Science and SCOPUS, spanning the years 2010 to June 2022. The PRISMA methodology was employed for organizing and identifying articles. After a thorough evaluation, 52 published articles from 25 international journals were selected for further examination. Our findings show that researchers have used a variety of modeling approaches to shed light on this complex issue, with multivariate co-integration techniques, decomposition analysis, and the generalized method of moments being among the most widely used methods in recent years. This review provides perspectives to policymakers and decision-makers, enabling them to create effective energy and environmental strategies for a long-term, sustainable transportation future.
... According to [21], the dimensions of customer satisfaction, the things that can affect customer satisfaction can be seen from the size or dimensions: ...
... Tian et al. (2014) also study the relative pollution cost of different transport models and suggest different policy options to mitigate CO 2 emissions. Kinnear et al. (2015) also reveal a sizeable impact of diesel trucks on carbon emissions in Australia, while Garraín et al. (2016) point to the reduction in pollution from transportation resulting from the use of biofuels. Likewise, the effects of energy use in transportation on carbon emission in Tanzania for the period 1980-2014 are investigated by Talbi (2017). ...
This study assesses the impact of foreign direct investment (FDI) and the energy consumption of the transport sector on CO 2 emissions in five ASEAN (Association of Southeast Asian Nations) countries for the period 1980–2019. The study employs the environmental Kuznets curve (EKC), and uses a nonlinear autoregressive distributive lag model (NARDL) to analyze the data. The results suggest that carbon emissions and their determinants have a long-run equilibrium cointegrated relationship. Findings reveal that the EKC relation between income and CO 2 emissions holds only for Singapore, whereas for Indonesia, Malaysia, the Philippines, and Thailand, income growth impacts CO 2 emissions positively. Foreign direct investment and energy consumption in the transport sector also significantly impact CO 2 emissions in the selected countries, except for Singapore. Transport energy consumption contributes more to CO 2 emissions than FDI. Moreover, results suggest that FDI and energy consumption-led growth models are appropriate for ASEAN economies. The study recommends cautious growth policies, clean FDI inflows, and an emphasis on energy-efficient transport systems.
... Results point out that for ten years now, Chinese's sector for commodity's transportation has contributed as much as 74 million tons CO 2 e to the global carbon stock. Kinnear et al. (2015) explored the influence of heavy trucks on carbon emissions of Austrian transport industry. Sanz et al. (2014) examined impact of biofuel use in emission reduction strategy of the Spanish transport division. ...
To avert the disruption of the Earth’s ecosphere, global carbon stock reduction must be embarked upon with all solemnity. Emissions-induced climate pattern would reduce the comparative advantage of critical sectors in emerging economies like agronomy sector, adventure industry, forest sector and fishery’s sector, thus altering the structure of trade openness. The influence of trade on global carbon stock is at a precarious stage. In this way, our study spread out the frontiers of current empirical study on the link between pollution and trade by further disaggregating international trade into trade import and export of merchandise in some emerging economies between 1971 and 2013, using Driscoll-Kraay error’s regression in pooled OLS to determine long run coefficients. Empirical results suggest that 1% rise in imports, energy usage and industrialization cause’s upsurge emissions by 0.471%, 1.176% and 0.596% respectively while 1% increase of economic progress causes a huge drop of emissions by as much as 1.153%. However, it was found that exports and urbanization increase improve emerging economy’s environment but it is statistically not significant. The path of causation between variables was examined using Dumitrescu-Hurlin causality test. Potentially, emerging economies should minimize or control imports to reduce impact on environment. This will ensure that international trade benefits the environment, boosts economic growth, protects environment and generates additional income to mitigate ecological pollution. Emerging economies should increase awareness on how to protect environment and offer a reduction of the carbon tax to green industries.
... As a result of this excessiveness in fuel consumption, high emissions of the transport sector and the disturbing impacting factors, a large number of researchers have performed intensive studies on GHG emission and their environmental impacts from the transport sector (Kinnear et al., 2015;Wu et al., 2015b;Geng et al., 2013;Kasman and Yavuz, 2015). Very many of their investigation are carried out on CO 2 emissions not taking into account the entirety of GHG emissions and even at that, the studies focused on using time series or cross-sectional data. ...
The reliance on energy to power vehicles in the transport sector is solely fossil-based fuels. These are the dominant source of greenhouse gas emissions (GHGs) posing huge threats to climate change and increasing global warming. To detect the driving forces responsible for GHG emissions in realising its intensity target, the paper examines the national population, economic growth, energy intensity, urbanisation, infrastructural investments, fuel consumption, freight turnover and passenger vehicles on energy related GHGs emissions in the South Africa’s transport sector from 2011 to 2020 by applying an extended Stochastic Impact by Regression on Population, Affluence and Technology (STIRPAT) and nonparametric additive regression to assess the main driving forces. The empirical results revealed that increase in population, economic growth, energy intensity, passenger vehicles and freight transport are more liable to cause an increase in GHG emissions. From the estimated elastic coefficient, the study shows that population and economic growth are the most influencing factors to GHGs emitted. Others are also significant but more often dependent on the increasing population and the nation’s economic growth. Hence, for policy recommendations in mitigating GHG emissions the dynamic effects of the influencing factors at varying provinces and periods should be of consideration in mitigating GHG emissions in the transportation sector of South Africa.
... As a result of this excessiveness in fuel consumption, high emissions of the transport sector and the disturbing impacting factors, a large number of researchers have performed intensive studies on GHG emission and their environmental impacts from the transport sector (Kinnear et al., 2015;Wu et al., 2015b;Geng et al., 2013;Kasman and Yavuz, 2015). Very many of their investigation are carried out on CO 2 emissions not taking into account the entirety of GHG emissions and even at that, the studies focused on using time series or cross-sectional data. ...
... The approach to the analysis can be continuous (any position in the space), or discrete (nodes of a network) (Brimberg et al., 2015;Fazayeli and Kamalabadi, 2017). The methodological approach can be "what-to" (Sopha et al., 2016, Wang et al., 2014Awasthi et al., 2011), or "what if" (Kinnear et al., 2015, Russo et al., 2013. The VRP has been extensively studied in literature (see Laporte, 2009, Polimeni andVitetta, 2013;. ...
The paper describes a research, named GRE.ENE.LOG. (from GREen ENErgy to green LOGistic: from the port of Roccella Jonica to the Locride area), which aims to integrate the production of green-energy inside port areas and its consumption to feed Electric Vehicles (EVs) for transport and logistic services. The system is composed by: (i) a "sea-to-grid" technological component harvesting and producing electrical energy from sea waves; (ii) a "green" logistic services based on the use of EVs. This paper is relative to part (ii). One of the main challenge is to promote the use of green-energy resources for freight and people mobility planning involved in the port area. The main task concerns the location of a parking area/distribution center and the optimal design of mobility services, operated by means of EVs, connecting a port with a closer extended (sub)urban area. The mobility services by EV bikes and cars are oriented to the port users; the freight services are oriented to the extended port area. In this context, the paper presents a methodology for the definition of freight logistics and passenger transport services in order to pursue sustainability goals, and a data analysis in the pilot study of Roccella Jonica port, South of Italy. Abstract The paper describes a research, named GRE.ENE.LOG. (from GREen ENErgy to green LOGistic: from the port of Roccella Jonica to the Locride area), which aims to integrate the production of green-energy inside port areas and its consumption to feed Electric Vehicles (EVs) for transport and logistic services. The system is composed by: (i) a "sea-to-grid" technological component harvesting and producing electrical energy from sea waves; (ii) a "green" logistic services based on the use of EVs. This paper is relative to part (ii). One of the main challenge is to promote the use of green-energy resources for freight and people mobility planning involved in the port area. The main task concerns the location of a parking area/distribution center and the optimal design of mobility services, operated by means of EVs, connecting a port with a closer extended (sub)urban area. The mobility services by EV bikes and cars are oriented to the port users; the freight services are oriented to the extended port area. In this context, the paper presents a methodology for the definition of freight logistics and passenger transport services in order to pursue sustainability goals, and a data analysis in the pilot study of Roccella Jonica port, South of Italy.
... This generic category encompasses studies that focus on, performance and reporting tools [64,65], land use and infrastructure [38,66], and freight transport reviews [44,67,68]. For example, the concept of 'green corridors' as a Pan-European intervention mechanism for road freight transport sustainability is addressed [66]. ...
With road freight transport continuing to dominate global freight transport operations, there is increasing pressure on the freight transport industry and its stakeholders to address concerns over its sustainability. This paper adopts a systematic review to examine the academic literature on road freight transport sustainability between 2001 and 2018. Using content and thematic analysis, the paper identifies and categorises sustainability intervention mechanisms providing useful insights on key research applications areas and continental distribution of sustainable road freight transport (SRFT) research. In addition to the six-overarching sustainability intervention mechanism themes identified: decoupling, Information and Communications Technology (ICT), modality, operations, policy, and other, future research can explore the effectiveness of different interventions mechanisms identified in this study to improve sustainable practices across different continents.
... UDC location is crucial for its contribute to the reduction of total travelled kilometres , pollution (Kinnear et al., 2015), and congestion (Tario et al., 2011). On the other hand, the transhipment operations increase the costs related to handling, ordering, inventory, damage and loss. ...
The paper proposes a methodology for the evaluation of an Urban Distribution Center (UDC) location in order to
pursue sustainability goals. The methodology integrates indications deriving from public policies (objectives and
constraints) and efficiency needs of carriers and retailers. For this reason, two planning levels are integrated into
the methodology: an outer level in which a set of feasible UDC locations is defined; an inner level in which, for
each location, the carrier behaviour in delivering freight to a set of retailers, characterized by variable restocking
demand, is simulated (by means of a vehicle routing problem). The aim of the paper is to support the planning of
city logistics measures by means of quantitative evaluations; that could be carried out by public authority to
verify sustainability of logistic operations.
A laboratory test is implemented in the town of Reggio Calabria (Southern Italy) to assess the effects of a
combination of two city logistics measures: a nodal physical measure, such as an UDC, and an equipment
measure, specifically Fully Electric Vehicles (FEVs).
2023 Ahsan, Hossain, Nabil, Talukder: This is an open-access article distributed under the terms of the Creative Commons Atribusi 4.0 Internasional. This article explores the symbiotic relationship between electric vehicles (EVs) and building energy systems, aiming to establish an interconnected energy ecosystem for sustainable development. As renewable energy sources and technological innovations continue to advance, EVs emerge as a key strategy for decarbonizing transportation. By integrating EVs with building energy systems, numerous benefits can be realized, including reduced carbon emissions, enhanced energy efficiency, and optimized utilization of renewable energy. This synergy transforms the traditional approach to energy consumption, offering both environmental and economic advantages. Through an analysis of industry research, this study identifies three key concepts: sustainable energy ecosystems, building energy systems, and EV charging infrastructure. By leveraging this synergy, society can drive towards a more sustainable and interconnected energy future.
Freight transport is the main source of carbon emissions. Implementing freight transport zero-carbon measures in an orderly manner has a very important practical value for sustainable development. Thus, the interval 2-tuple linguistic multi-attribute decision-making (I2TL-MADM) approach of zero-carbon measure prioritization for sustainable freight transport is presented. Considering the advantages of interval 2-tuple variables (I2TLVs) expressing the uncertainty evaluation information of zero-carbon measures, the decision model is developed based on I2TLVs. Firstly, the shortcomings of the inconsistent fuzzy preference relations (FPRs) constructed by comparing attribute values expressed by I2TLVs are revealed. Then, additive and multiplicative dominance degrees of I2TLVs are proposed, and their properties are discussed to ensure the consistency of decision information. Two I2TL-MADM methods based on the novel dominance degrees are developed to rank the zero-carbon measures of sustainable freight transport. Finally, the rationality of the developed I2TL-MADM decision framework is illustrated by numerical examples of Guangzhou. The results show that the developed decision methods can effectively construct the consistent FPRs and rank the zero-carbon measures.
U.S.Environmental Protection Agency (EPA) set the nationwide emission standard policy, but each state in the U.S. has an option to follow the higher emission standard policy set by CARB (California Air Resources Board) in 2004. There are 14 “CARB states” that follow California’s more restrictive standards. The purpose of this paper is to examine the impact of CARB’s tailpipe emission standard policy. Using the panel dataset for 49 U.S. states over a 28-year study period (1987–2015), this paper found the long-term policy effect in reducing CO2 emission from CARB’s tailpipe standard, and its long-run effect is 5.4 times higher than the short-run effect. The equivalent policy effect of the CARB emission standard in CO2 reduction can be achieved by raising gasoline price by 145.43%. Also, if 26.0% of petroleum consumed for transportation is substituted by alternative clean fuels (natural gas or electricity), it will have a comparable policy effect in CO2 reduction. Findings in this study support to continue the collaborative efforts among the EPA, National Highway Traffic Safety Administration (NHTSA), and California in order to achieve the CO2 reduction goal set by CARB and adopted by the EPA in 2012. The packaged policy approach rooted in persistent public and political support is necessary for successful policy implementation.
In the United States, freight transportation consumes 9% of all energy consumed and emits 12% of all CO2 emissions in the entire economy. Freight energy consumption and CO2 emissions have also been growing faster than those of other economic sectors since 1980. In response, this paper surveys freight energy consumption trends from both a modal-disaggregate (e.g. truck, rail, ship, etc.) and commodity-disaggregate (e.g. food products, wood products, consumer electronics, etc.) perspective. A systems approach is used to delineate the boundary between the freight systems and other economic systems with which it interacts, and to provide a framework for understanding the structure of freight. From a modal perspective, it is found that the amount of freight energy consumed by trucks has remained at about two-thirds of the total for the past two decades. However, there are also some recent examples of growing use of rail, which can be expanded to make U.S. freight less energy intensive. On the commodity side, freight energy use is found to be concentrated in a limited number of products, such as food products, farm products, and nonmetallic minerals, so that collaboration with these industries can provide a focal point for reducing freight energy. The subsequent discussion considers other factors such as changes to supply chains, impact of geographic patterns of freight, dematerialization of products, and transitioning to low-carbon fuels.
This study examines the impact of energy consumption of fuel, intensity energy of road transport, economic growth, urbanization and fuel rate on carbon dioxide (CO2) emissions in Tunisia. The investigation is made using the Vector Autoregressive (VAR) model. It analyses the influencing factors of the changes in CO2 emissions from Tunisian transport sector during the period of 1980–2014. The results show that energy efficiency and fuel rate play a dominant role in reducing CO2 emissions. Our empirical results confirm the hypothesis of Environmental Kuznets Curve (EKC) which suggests that economic development follows an inverted U-shaped pattern in relation to CO2 emissions in Tunisia. These findings are important for the relevant authorities in Tunisia in developing appropriate energy policy and planning for the transport sector.
With the development of material science and paving technology, researchers are trying to design a new asphalt material to satisfy the requirements of functional pavement. The self-monitoring asphalt pavement is one of the hot topics researchers focus on. The self-monitoring technique of asphalt concrete is the application of adding some electrically conductive substance to common mixtures to transform the isolated asphalt concrete into a conducting material. It is a timely and non-destructive method of monitoring the service condition of pavement structures by analyzing the variation rule between resistance and pavement performance. This paper summarizes the application prospect, mix design and the mechanism of self-monitoring asphalt concrete. The merits and demerits of different electrically conductive material were analyzed emphatically. This paper also identifies areas that require additional research, including material optimization design, quantitative characterization of resistivity, construction technology and economic benefit.
Energy saving and carbon dioxide emission reduction in China is attracting increasing attention worldwide. At present, China is in the phase of rapid urbanization and industrialization, which is characterized by rapid growth of energy consumption. China's transport sector is highly energy-consuming and pollution-intensive. Between 1980 and 2012, the carbon dioxide emissions in China's transport sector increased approximately 9.7 times, with an average annual growth rate of 7.4%. Identifying the driving forces of the increase in carbon dioxide emissions in the transport sector is vital to developing effective environmental policies. This study uses Vector Autoregressive model to analyze the influencing factors of the changes in carbon dioxide emissions in the sector. The results show that energy efficiency plays a dominant role in reducing carbon dioxide emissions. Private vehicles have more impact on emission reduction than cargo turnover due to the surge in private car population and its low energy efficiency. Urbanization also has significant effect on carbon dioxide emissions because of large-scale population movements and the transformation of the industrial structure. These findings are important for the relevant authorities in China in developing appropriate energy policy and planning for the transport sector.
In Greece, to date, a detailed emission inventory database from transport is not available. The Greek Ministry for the Environmental Physical Planning and Public Works has financed an “Emission Inventory System from Transport” (EIST). The EIST aims to be the first detailed and well-structured national emission database from transport (road, rail, air and sea transport and also off-road activities), focusing on the best-input datasets available, the most advanced pollutant emission algorithms and the highest spatial and temporal resolutions. The EIST can also be used as a decision support system (DSS) for environmental planning and development, as it is possible to examine the environmental effects of various “emission scenarios” which result from the application of different environmental measures and policies. The EIST was developed in distributed software fashion technology for “Windows 2000”. Its architecture involves an integrated framework of GIS and RDBMS technology systems equipped with interactive communication capabilities between peripheral software tools. In the present paper, the structure of the system is presented with emphasis on the emission calculation methodology applied. In order to illustrate the functionalities of the system, emission results, primarily derived from the geographical information system, are presented and some initial conclusions regarding the emissions from the transport sector in Greece are drawn.
Freight transport has been receiving increasing attention in both literature and practice following the growing recognition of its importance in urban transport planning. This paper analyses historical and projected road freight CO2 emissions in the city of London and explores the potential mitigation effect of a set of freight transport policies and logistics solutions. Findings indicate a range of policies with potential to reduce emissions in the period up to 2050. However, this reduction would appear to only be capable of partly counterbalancing the projected increase in freight traffic. More profound behavioural measures therefore appear to be necessary for London’s CO2 emissions reduction targets to be met.
Worldwide, carbon emissions from fossil fuel use in the transport sector are increasing
faster than carbon emissions from any other sector. The transport modes responsible for
most of this carbon emission growth are car travel, road freight and air transport (IPCC
2001). New Zealand statistics reflect this trend and show that New Zealand transport
sector carbon emissions grew by 42% between 1990 and 2001 (MfE 2006). The growth
in New Zealand transport sector carbon emissions is linked to growth in road transport
use, which is projected to increase further in the near future (WRC 1999; NZGovt 2002;
WCC 2004; WCC 2006). However, carbon emissions (including those from road
transport) are playing an increasing role in climate forcing and global climate change
(IPCC 2001), and road transport use is increasingly recognised as a contributing factor in
a number of local environmental and social challenges (NZGovt 2002; Ray 2006).
It is common knowledge that atmospheric emissions of various pollutants, from mobile and stationary sources, affect quality of life and public health. The impact of these emissions can be of a small (urban smog) or regional scale (acid deposition, troposheric ozone), as a result of the transportation of pollutants in the atmosphere. In terms of a local scale, road traffic is considered to be the most important pollutants source. In the present work, air pollutants emissions from road transport in Greece will be presented. The reference date for the calculations is the year 2000, but additionally, a year-to-year variation (from 1992 to 2000) of the emissions will be examined in order to clarify the impact of the vehicle fleet and the engine technology changes. To calculate emissions, a methodology developed for the European Commission in the framework of the CORINAIR project has been applied. This methodology was further improved and adjusted to the greek fleet characteristics taking into account the vehicle age, the level of the vehicle maintenance etc. Calculations have shown that, despite during the last years the amount of the emitted pollutants per vehicle has significantly decreased, the total pollutants emitted have increased as a result of the increase the number of circulating vehicles. More specifically, in heavy duty vehicles and passenger cars have the most important role for emitting NOx, whilst motorcycles are the most important polluters for non-methene article organic compounds.
Societal and governmental pressures to reduce diesel exhaust emissions are reflected in the existing and projected future heavy-duty certification standards of these emissions. Various factors affect the amount of emissions produced by a heterogeneous charge diesel engine in any given situation, but these are poorly quantified in the existing literature. The parameters that most heavily affect the emissions from compression ignition engine-powered vehicles include vehicle class and weight, driving cycle, vehicle vocation, fuel type, engine exhaust aftertreatment, vehicle age, and the terrain traveled. In addition, engine control effects (such as injection timing strategies) on measured emissions can be significant. Knowing the effect of each aspect of engine and vehicle operation on the emissions from diesel engines is useful in determining methods for reducing these emissions and in assessing the need for improvement in inventory models. The effects of each of these aspects have been quantified in this paper to provide an estimate of the impact each one has on the emissions of diesel engines.
Particle emissions from diesel engine cars depend firstly on exhaust aftertreatment systems but the use of the vehicle becomes also crucial. In urban areas, this use depends on: transport demand, route choices, traffic density, street conditions, weather, driver behaviour and topographical characteristics of the roads. Nowadays, most diesel vehicles in urban areas across Europe are equipped with exhaust aftertreatment systems aiming to reduce the total mass of emitted particles. In comparison to earlier aftertreatment systems, the implementation of modern procedures is causing a reduction in the size of the emitted particles up to a nanometric range. The main goal of this work is the characterization of particle size and number distribution in the submicrometric range from a modern diesel vehicle emission in real traffic conditions in the city of Madrid with the purpose of assessing the actual weight of the different city parameters influencing the particle emission. In order to accomplish this objective, up to 12 on board emission measurement experiments have been performed with a Euro IV Diesel passenger car driving along a single urban circuit in Madrid City. To cover the main external factors, stretch, traffic conditions and driving directions have been considered as independent variables for this study. Assuming a proper car operating conditions, the results show that street characteristics, vehicle density and topographic features are the main factors conditioning the particle emission. Extrapolating our results, a diesel standard passenger car circulating across a city like Madrid can emit more nanoparticles per kilometre (up to 114% more in this study) at peak hour than at off peak hour. Moreover, the driving direction can also influence dramatically the emission of nanoparticles per second. This difference in the emission rate depends on the street but in our study it can be higher than 110% depending on the driving direction.
The effects of fuel characteristics and engine operating conditions on elemental composition of emissions from twelve heavy duty diesel buses have been investigated. Two types of diesel fuels – low sulfur diesel (LSD) and ultra low sulfur diesel (ULSD) fuels with 500 ppm and 50 ppm sulfur contents respectively and 3 driving modes corresponding to 25%, 50% and 100% power were used. Elements present in the tailpipe emissions were quantified by inductively coupled plasma mass spectrometry (ICPMS) and those found in measurable quantities included Mg, Ca, Cr, Fe, Cu, Zn, Ti, Ni, Pb, Be, P, Se, Ti and Ge. Multivariate analyses using multi-criteria decision making methods (MCDM), principal component analysis (PCA) and partial least squares (PLS) facilitated the extraction of information about the structure of the data. MCDM showed that the emissions of the elements were strongly influenced by the engine driving conditions while the PCA loadings plots showed that the emission factors of the elements were correlated with those of other pollutants such as particle number, total suspended particles, CO, CO2 and NOx. Partial least square analysis revealed that the emission factors of the elements were strongly dependent on the fuel parameters such as the fuel sulfur content, fuel density, distillation point and cetane index. Strong correlations were also observed between these pollutants and the engine power or exhaust temperature. The study provides insights into the possible role of fuel sulfur content in the emission of inorganic elements from heavy duty diesel vehicles.
This paper summarizes greenhouse gas (GHG) emissions measurements obtained during several recent studies conducted by Environment Canada, Emissions Research and Measurement Division (ERMD). A variety of heavy-duty vehicles and engines operating on a range of different fuels including diesel, biodiesel, compressed natural gas (CNG), hythane (20% hydrogen, 80% CNG), and liquefied natural gas (LNG), and with different advanced aftertreatment technologies were studied by chassis dynamometer testing, engine dynamometer testing or on-road testing. Distance-based emission rates of CO2, CH4, and N2O are reported. Fuel consumption calculated by carbon balance from measured emissions is also reported. The measurement results show, for heavy-duty diesel vehicles without aftertreatment, that while CO2 emissions dominate, CH4 emissions account for between 0% and 0.11% and N2O emissions account for between 0.16% and 0.27% of the CO2-equivalent GHG emissions. Both of the aftertreatment technologies (diesel oxidation catalyst and active regeneration diesel particle filter) studied increased N2O emissions compared to engine out emissions while CH4 emissions remain essentially unchanged. No effect on tailpipe GHG emissions was found with the use of up to 20% biodiesel when the engine was equipped with an oxidation catalyst. Biodiesel use did show some reductions in tailpipe GHG emissions as compared to ULSD without aftertreatment and with the use of a diesel particle filter. Natural gas and hythane also offer decreased GHG emissions (10–20%) at the tailpipe when compared with diesel. Emission factors (gL−1 fuel) for CH4 and N2O are suggested for heavy-duty vehicles fueled with diesel-based fuels and natural gas. These emission factors are substantially lower than those recommended for use by IPCC methodologies for developing national inventories.
The paper outlines the basic effects of aging and technological substitution of motor vehicles on their air emissions. The analysis is facilitated with the aid of an existing model that simulates the internal dynamics of vehicle populations and performs emission calculations. The renewal rate of vehicles is modeled and associated uncertainties are demonstrated. The sensitivity of the system to specific age and technological parameters is examined. The impacts of emissions deterioration, implementation of inspection and maintenance programs and introduction of cleaner fuels are studied.
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.
This paper: contrasts the fuel efficiency and emissions characteristics of the automotive technologies of Iran and developed countries; studies the tail pipe emissions of various vehicle types; reviews the applicability of international standards for tail pipe emissions to developing countries; and assesses various technological options for reducing greenhouse gas emissions for the tail pipes.
Particle number concentration and particle matter emissions from an indirect injection diesel light duty vehicle are statistically examined to reveal significant differences using eight nonoxygenate, one oxygenate, and the reference fuel. All fuels are of very low sulfur (<43 ppmw) and aromatics (<23.7% vol.) concentration. Analysis of variance is applied on particle samples collected from raw exhaust by an Electrical Low Pressure Impactor and on filter measurements conducted in the dilution tunnel over the Urban and the Extra Urban Driving Cycles. Statistically significant increase on both the number and the mass of emitted particles is established with increasing sulfur and aromatics content accompanied by a marginal increase of the mean particle size. Total number differs by 3 times and mass by 50% between the most and least refined of the fuels tested. Finally, use of the oxygenate fuel provides a 20% reduction of both the mass and the number over an equivalent, nonoxygenated fuel.
This study was set out to assess the characteristics and significance of metal contents emitted from diesel engines. We found that the emitted concentrations of crust elements (including Al, Ca, Fe, Mg, and Si) were much higher than those of anthropogenic elements (including Ag, Ba, Cd, Co, Cr, Cu, Mn, Mo, Ni, Pb, Sb, Sr, Ti, V, and Zn) from diesel vehicle engine exhausts under the transient-cycle condition. The emission concentrations of particulate matters from diesel vehicle engine were inversely proportional to the specified engine speeds. To the contrary, the increase of engine speeds resulted in increase of fractions of metal contents in particulate matters. We conducted simple linear regression analysis to relate the emission rates of the metal contents in vehicle exhaust to the consumption rates of metal contents in diesel fuel. This study yielded R2=0.999 which suggests that the emission of the metal contents in vehicle exhaust could be fully explained by the consumption of metal contents in diesel fuel. For illustration, we found that the annual emission rates of both crust and anthropogenic elements from all diesel engine vehicles (=269 000 and 58 700 kg yr−1, respectively) were significantly higher than those from the coal power plant, electrical arc furnace, and coke oven (=90 100 and 1660 kg yr−1, 2060 and 173 kg yr−1, and 60 500 and 3740 kg yr−1, respectively) in Taiwan area. The relatively high amount of metal contents emitted from diesel engines strongly suggests that the measurement on the control of metal contents in diesel fuel should be taken in the future.
Two models for the forecasting of road traffic emissions, developed independently and in parallell, are compared: POLLEN, developed for a national application (France) and FOREMOVE, developed for application on a European Community scale. The analysis of the methodological character of the two algorithms shows that the models are fundamentally similar with regard to the basic calculation schemes used for emissions (vehicle and fuel split, hot and cold-start emissions, evaporation losses). The divergences are mainly classified into two groups: (a) differences in the basic statistical data of the past coupled with differences in the underlying assumptions in the development of the future scenarios and (b) differences in the emission factors used. These result in future emissions, which, although presenting similar general tendencies, are substantially different as regards the calculated emission levels.
The actions individuals can take to mitigate climate change are, in the aggregate, significant. Mobilizing individuals to respond personally to climate change, therefore, must be a complementary approach to a nation's climate change strategy. One action item overlooked in the United States has been changing driver behavior or style such that eco-driving becomes the norm rather than the exception. Evidence to date indicates that eco-driving can reduce fuel consumption by 10%, on average and over time, thereby reducing CO2 emissions from driving by an equivalent percentage. A sophisticated, multi-dimensional campaign, going well beyond what has been attempted thus far, will be required to achieve such savings on a large scale, however, involving education (especially involving the use of feedback devices), regulation, fiscal incentives, and social norm reinforcement.
Idle emissions data from 19 medium heavy-duty diesel and gasoline trucks are presented in this paper. Emissions from these trucks were characterized using full-flow exhaust dilution as part of the Coordinating Research Council (CRC) Project E-55/59. Idle emissions data were not available from dedicated measurements, but were extracted from the continuous emissions data on the low-speed transient mode of the medium heavy-duty truck (MHDTLO) cycle. The four gasoline trucks produced very low oxides of nitrogen (NOx) and negligible particulate matter (PM) during idle. However, carbon monoxide (CO) and hydrocarbons (HCs) from these four trucks were approximately 285 and 153 g/hr on average, respectively. The gasoline trucks consumed substantially more fuel at an hourly rate (0.84 gal/hr) than their diesel counterparts (0.44 gal/hr) during idling. The diesel trucks, on the other hand, emitted higher NOx (79 g/hr) and comparatively higher PM (4.1 g/hr), on average, than the gasoline trucks (3.8 g/hr of NOx and 0.9 g/hr of PM, on average). Idle NOx emissions from diesel trucks were high for post-1992 model year engines, but no trends were observed for fuel consumption. Idle emissions and fuel consumption from the medium heavy-duty diesel trucks (MHDDTs) were marginally lower than those from the heavy heavy-duty diesel trucks (HHDDTs), previously reported in the literature.
This paper presents results from the characterization of vehicle exhaust that were obtained primarily within the Swedish Urban Air Project, "Tätortsprojektet." Exhaust emissions from both gasoline- and diesel-fueled vehicles have been investigated with respect to regulated pollutants (carbon monoxide [CO], hydrocarbon [HC], nitrogen oxides [NOx], and particulate), unregulated pollutants, and in bioassay tests (Ames test, TCDD receptor affinity tests). Unregulated pollutants present in both the particle- and the semi-volatile phases were characterized. Special interest was focused on the impact of fuel composition on heavy-duty diesel vehicle emissions. It was confirmed that there exists a quantifiable relationship between diesel-fuel variables of the fuel blends, the chemical composition of the emissions, and their biological effects. According to the results from the multivariate analysis, the most important fuel parameters are: polycyclic aromatic hydrocarbons (PAH) content, 90% distillation point, final boiling point, specific heat, aromatic content, density, and sulfur content.
Emission samples for toxicity testing and detailed chemical characterization were collected from a variety of gasoline- and diesel-fueled in-use vehicles operated on the Unified Driving Cycle on a chassis dynamometer. Gasoline vehicles included normal particle mass (particulate matter [PM]) emitters (tested at 72 and 30 degrees F), "black" and "white" smokers, and a new-technology vehicle (tested at 72 degrees F). Diesel vehicles included current-technology vehicles (tested at 72 and 30 degrees F) and a high PM emitter. Total PM emission rates ranged from below 3 mg/mi up to more than 700 mg/mi for the white smoker gasoline vehicle. Emission rates of organic and elemental carbon (OC/EC), elements (metals and associated analytes), ions, and a variety of particulate and semi-volatile organic compounds (polycyclic aromatic hydrocarbons [PAH], nitro-PAH, oxy-PAH, hopanes, and steranes) are reported for these vehicles. Speciated organic analysis also was conducted on the fuels and lube oils obtained from these vehicles after the emissions testing. The compositions of emissions were highly dependent on the fuel type (gasoline vs. diesel), the state of vehicle maintenance (low, average, or high emitters; white or black smokers), and ambient conditions (i.e., temperature) of the vehicles. Fuel and oil analyses from these vehicles showed that oil served as a repository for combustion byproducts (e.g., PAH), and oil-burning gasoline vehicles emitted PAH in higher concentrations than did other vehicles. These PAH emissions matched the PAH compositions observed in oil.
National greenhouse and energy reporting (measurement) determination 2008. Department of Climate Change and Energy Efficiency
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National Greenhouse Gas Inventory— Kyoto Protocol Accounting Framework. Canberra, Australia: Department of Climate Change and Energy Efficiency
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Reducing Carbon Emissions from Transport, Environmental Audit Committee, Ninth Report of Session Factors affecting heavy-duty diesel vehicle emissions
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Validation and Improvement of CORINAIR's Emission Factors for Road Transport using Real-World Emissions Measurements The effects of fuel characteristics and engine operating conditions on the elemental composition of emissions from heavy duty diesel buses
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Analysis and Recommendations for a Program for Energy Efficienct Trucks (PEET)
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National greenhouse and energy reporting (measurement) determination
- Australian Government
Australian Government. 2009. National greenhouse and energy
reporting (measurement) determination 2008. Department of
Climate Change and Energy Efficiency. http://www.comlaw.
gov.au/Details/F2009C00576/Html/Text#param50 (accessed March
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- Australian Government
Australian Government. 2010. National Greenhouse Gas Inventory-Kyoto Protocol Accounting Framework. Canberra, Australia:
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of Future Formulations on Emissions and Performance of New
DI Diesel. Thessaloniki, Greece: Aristotle University.
Emissions and Fuel Consumption from Heavy Duty Vehicles
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from Heavy Duty Vehicles. COST 346 Vol. II. Final report
including final report of working group A. COST (the European
Cooperation in the field of Scientific and Technical Research).