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J. Energy Power Sources
Vol. 2, No. 1, 2015, pp. 6-21
Received: August 31, 2014, Published: January 30, 2015
Journal of Energy
and Power Sources
www.ethanpublishing.com
Car Window Filming, Tinting and Shading’s Fuel,
Emission Reduction and Economic Analysis around WA,
NY, NC, USA and Istanbul, Turkey
Nazenin Gure and Mustafa Yilmaz
Mechanical Engineering Department, Marmara University, Istanbul, Turkey
Corresponding author: Nazenin Gure (nazeningure@marun.edu.tr)
Abstract: Aimed Contribution—Fuel economy via car window film implementation will also reduce vehicle-sourced emissions,
health and welfare impacts associated with those emissions; thus, contribute to the economy. Focused Problem—During summer, solar
irradiation heats up the car and Mobile Air Conditioning (MAC) usage becomes essential. Moreover, MAC usage raises the fuel
consumption and vehicle emissions. Eventually, imported energy sources for MAC and vehicle emissions lead global economic and
health impacts. Proposed Solution—For a parked car under blazing sun in summer, car window film application limits the entrapped
radiation in car cabin and reduces peak cabin temperature. Hence, MAC energy consumption will be reduced. Under consideration of
film implementation costs, it is seen that MAC energy savings for diesel, gasoline and hybrid cars still contribute to the economy.
Research Perspective—The physical and economic effects of several car window film and tinting applications are researched. Clear
and tinted rear and side windows covered with three unique film types separately and analyzed for a parked passenger car with clear and
20 % shaded windshield. The overall impact in WA, NY, NC, USA and Istanbul, Turkey is also examined. Results—Regarding USA
and Istanbul, the widespread deployment of the best possibility has potential to decrease the sum of diesel and gasoline fuel
consumption by 1.7 and 0.06 billion liters, reduce the passenger car sourced total vehicle emissions by 10.5 and 0.4 billion kg and
contribute to the economy by 5-year net savings of 21.3 and 1.4 billion $, respectively.
Keywords: Car window filming, car window tinting, car window shading, fuel, emission reduction, economic analysis, mobile air
conditioning (MAC).
Nomenclature:
Acronyms
EC European Commission
FF Film Free
GHG Greenhouse Gas
GWP Global Warming Potential
H2ICE Hydrogen Internal Combustion Engine
ICE Internal Combustion Engine
MAC Mobile Air Conditioning
NEDC
N
ew European Drive Cycles
NREL US National Renewable Energy Lab
P Possibilities
R Reference
S 20% Shaded
UV Ultra Violet
UVA Longwave Solar Radiation
UVB Shortwave Solar Radiation
VLT Visible Light Transmission
WHO World Health Organization
wrt with respect to
Chemical Compounds
CFC Chlorofluorocarbons
CH4 Methane
CO Carbon monoxide
CO2 Carbon dioxide
HCFC Hydrochlorofluorocarbons
HCHO Formaldehyde
NMOG
N
on-Methane Organic gases
NO2
N
itrogen dioxide
NOX
N
itrogen Oxides
PM Particulate Matter
SO2 Sulfur dioxide
VOC Volatile Organic Carbon
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
7
Used in Calculations
ρair Air density, kg m-3
Aglazing Glazing area, m2
C Saved cost, $
Gsolar = Gs = Is Total solar irradiation on Earth surface, W m-2
mair Cabin air mass, kg
Qgain-1hr Total heat gained after 1 hr-parking, W
Qsolar, gain Heat gain by the surface, W
q
sola
r
, inciden
t
Solar heat flux incident, W m-2
SC Shading Coefficient
SHGC Solar Heat Gain Coefficient
Tfinal Final car temperature, K
Ts Surface temperature, K
Tsky Effective sky temperature, K
V Volume, lt
z Saved MAC energy percentage (%)
Subscripts
D Diesel
G Gasoline
D+G Diesel and Gasoline
D+G+P-F
Subscription of Filming Cost from Sum of
Diesel, Gasoline and Prevented Pollution
Savings
Greek Letters
α Absorptivity
αs Surface Solar Absorptivity
ε Emissivity
1. Introduction
Increased population, demand and requirement on
mass production and transportation not only make
harder to prevent emissions, but also result
overpowering increase in global emissions. The air
pollution treatment options are ought to consume
additional energy and results more emission production
unless the renewable energies are used and the
sustainable development strategies are applied [1-2].
Against the conflict in its nature, treatment still serves as
a solution while only the exhaust filters are applicable to
vehicles to limit emissions. Moreover, even this narrow
filtering option that leads more fuel consumption, which
is inadequate to treat the exhaust gas that has many
health impacts such as lung cancer [3].
Strategies like vehicle load reduction, improving
energy efficiency, avoiding carbon-intensive fuel and
techniques to reduce non-CO2 GHGs from exhaust and
MAC controls help to reduce GHGs linked to vehicle
emissions [4]. Those strategies help to combat vehicle
emissions as in European future proposed standards
[5-6]. However, they are not enough to prevent or
neutralize GHG emissions while the traffic and car
sizes are increasing sharply.
MAC occupies a great portion in emissions due to
fuel consumption. For USA, annual MAC fuel usage is
40 billion liters [7]. It is found that the windshield
reduces fuel consumption by 3.4% [8], sunshade drops
the soak temperature by 27% [9] and solar reflective
car shells decrease MAC capacity by 13% [10]. Film
application has the potential to decrease MAC energy
loads of electric and other alternative energy using cars.
Currently, nanotechnology product invisible films are
available. Thus, invisibility may give an opportunity
for film application to obey Visible Light Transmission
(VLT) laws. In this study, conducted methodology has
shown that the presented filming approach is a
profitable as a quickly applicable alternative.
1.1 Background
(1) Emissions: Treatment can only separate the
pollutant from the medium, yet cannot vanish the
pollutant. Furthermore, throughout the treatment
process this separation consumes energy and in some
cases may end up producing more pollutant after
separation from the medium. As a result, pollution
reduction at the source has the highest waste hierarchy.
Energy and fuel economy satisfies this criterion and
owns very high importance. Transportation source
owns 23% of world [4], 28% of U.S [11] total
energy-related GHG emissions and 26% of Europe
total energy-related CO2 emissions [12] with 75%
coming from road vehicles [4] and 30 to 50% coming
from passenger cars [12]. Ideal Internal Combustion
Engine (ICE) goal is to achieve complete combustion
so CO2 emission is a must. For USA and EU, the global
fossil fuel CO2 emissions are 4.4% and 2.9%,
respectively. Throughout the vehicle life cycle, fuel
combustion is responsible of 90% of the emitted
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
8
vehicle CO2 emissions. Switching gasoline vehicle to
diesel has potential to reduce CO2 the emission to
24-33% in 2004 and 14-27% by 2050. Besides, vehicle
operation produces CO, NOx, Volatile Organic Carbon
(VOC), Non-Methane Organic Gases (NMOG),
Particulate Matter (PM), formaldehyde (HCHO),
Hydrofluorocarbon (HFC), SOx, small amounts of CH4,
N2O and fluorinated gases from MAC [8, 12]. Emitted
HFC-134a, CH4, and N2O from light duty vehicles
have climate change impacts ~4%, 0.35%, and 2% of
CO2 emissions, correspondingly. Despite the recent
development for filters like Diesel Particulate Filters
(DPFs), they are insufficient. Relatedly, PM emissions
coming from light duty vehicles were 0.9 billion kg in
2004 [12]. Hence, the vehicle emissions still need an
attention. Black and organic carbon emitted from
tail-pipe may affect radiative forcing [4]. Another
emission source is evaporative emissions coming from
evaporated fuel and refrigerant in heated car cabins
[13]. Among them, annual emission range of the
commonly used refrigerant fluid R134a (HFC-134a) is
0.75 to 2.5 million kg in Europe due to refrigerant
leakages. Its peak range has Global Warming Potential
(GWP) of 1300, equivalent to 3 billion kg of CO2. 2011
European Commission (EC) regulation limits the
refrigerant GWP by 150 for MACs [14].
(2) Emission’s Effects on Health: Vehicle
emissions are responsible for the increased health
problems including cancer, cardiovascular, respiratory
diseases and perinatal mortality [15]. World Health
Organization (WHO) stated that diesel engine exhaust
is carcinogenic to humans and its exposure increases
lung cancer risk [3]. Among vehicle emissions PM and
CO cause mortality and heart failure; PM, NOx and SO2
results respiratory illnesses such as asthma and
bronchitis and increase the risk of an early angina.
Examples of the other symptoms are change in immune
system, lung inflammation, and respiratory symptoms
of non-asthmatics [15].
(3) Emission Reduction Strategies: In order to
reduce vehicle emissions, the possible options are
listed as eco-driving, weight reduction, power
reduction, energy efficiency improvement [4],
strategies to reduce the MAC energy consumption [8],
and switching the car type to a more efficient diesel
[16], hybrid, electric technology, hydrogen internal
combustion engine (H2ICE) and hydrogen fuel cell
vehicles. Although remaining actions are less effective,
they include using low friction tiers and improved
lubricants, and monitoring tire pressures to achieve
stable and equal pressure as much as possible [12].
(4) MAC: Hot surrounding of a parked car may
lead insufficient removal of the surplus heat via
ventilation even at high flow rates, unless MAC is in
use [17]. In California, more than 90% of the sold cars
and small trucks have MAC [10]. For gasoline cars,
MAC has the potential to increase fuel consumption by
35% and significantly higher for hybrids [18]. Even for
high fuel-economy vehicles, MAC usage is enough to
reduce the fuel-economy by ~50% whereas for
mid-sized vehicles, by more than 20% while emitting
more NOx by 80% and CO by 70% [8, 12].
In order to combat against GHG emissions, EU
designed to assess the low emission levels of car
engines and fuel economy in passenger cars with New
European Drive Cycles (NEDC) [19]. However, even
NEDC does not encounter MAC related emissions [20].
EC regulation limits the maximum GWP of the MAC
refrigerants by 150. Thus, the new technology focuses
on increasing MAC efficiency while preventing any
GHG and elimination of HFC. Possible alternatives of
R134a are CO2 and R152a. While GWP of CO2 is only
1, the high-pressure operation of CO2 requires costly
and developed components and it brings risks at high
ambient temperatures. For the second alternative, GWP
of R152a is below 140, yet R152a is also a HFC and
slightly flammable [14]. In a similar manner to combat
against vehicle emissions, the U.S. Department of
Energy’s National Renewable Energy Laboratory
(NREL) had started Cool Car Project in 2000. This
project aims to reduce MAC fuel usage by 50% in the
short-term and 75% in the long-term while ensuring
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
9
occupant thermal comfort and safety [8]. Rugh
reported that 11.6 K of cabin air temperature drop
increases fuel economy by 9.2% [21].
Energy saving for electric cars is also important for
both energy saving benefits and the prevented air and
heat pollution from power plants unless a renewable
energy source is used. Electric car battery supplies the
energy to an electric motor as well as other on-board
accessories including lighting system, the audio system,
and MAC. Among on-board accessories, the greatest
power consumption belongs to MAC. The overall
electric car engine efficiency shows that the commonly
stated electric cars to be more efficient than gasoline
and diesel cars need to be reviewed. Electric cars have
the engine efficiency range of above 80% and on-board
efficiency of 60% [22] while the maximum efficiency
of ICE and turbines are 40%, and the diesel and
gasoline car on-board efficiencies are around 20% [23].
For electric vehicle overall efficiency, the maximum
electricity production efficiency of 40% in power
plants [24], the additional small energy loss on the way
of delivery and then 60% on-board efficiency of
electric cars need to be considered. Resulted electric
vehicle overall efficiency from source to move the car
or to power accessories is maximum 25% and
minimum 19% when the delivery losses are not taken
into account. Surprisingly, this is very close to diesel
and gasoline efficiencies of 20% [25]. Therefore, even
the renewable energy sources are used to empower
electric vehicles; reduction in MAC energy still plays
another significant role for electric cars [26], as well as
gasoline, diesel and hybrid cars. For passengers, the
more the mileage per charge, the more the satisfaction
and the more demand on electric cars. By considering
2.5 to 7.5% of total vehicle energy consumption
belongs to MAC system [4], it is seen that
minimization of MAC energy consumption is
fundamental [7, 21, 26].
(5) Solar Irradiation and Protection Options: To
begin with, greenhouse effect takes place when the
solar rays are entrapped in vehicle through windows
and heats up the car cabin [20]. In addition to
convective heat transfer, the solar energy heats the
vehicle by radiation especially across opaque
components like the roof. All these heat sources raise
the car cabin temperature, also called “soak”
temperature. As a result of solar exposure and heat
transfer, interior parts degrade, age [27-28] and
ultimately have shorter life span. For the passengers [9]
as well as the drivers, who may have driver fatigue in
the end [26, 29], are subject to skin cancer [30].
The hot soak condition occurs when the parked car
facing the equator is exposed to sun on a summer
afternoon [31]. Ten minute-parking under blazing sun
cause cabin and ambient temperature difference to
reach 11 K [26]. Solar radiation is enough to increase
dashboard temperature to 373 K (100°C) [17].
Experiments proved that when the solar load and the
ambient temperature are 1000 W m-2 and 322 K (49°C),
the direct sun exposure can raise the mid-size cabin and
its surface temperature more than 355 K (82°C) and
more than 394 K (121°C), respectively [8-9]. The
greenhouse effect in car cabin is enough to raise the
interior temperature above 60°C when the outside
temperature is 27°C [20]. Hence MAC usage becomes
obligatory but insufficient to protect the skin and the
interiors from solar irradiation.
During hot soak conditions, the transmitted portion
of the solar rays through the glazing accounts for 70%
of the cabin heat gain [31]. The design of MAC
capacity and size is based on maximum hot soak
condition. This indicates that the reduction in the
maximum hot soak condition via filming/tinting
application will shrink MAC capacity and size,
meaning that car weight and size will be reduced as
well [21]. Tuchinda et al. describes the various glass
types that can serve as a solution like insulating glass
units [32]. Sullivan and Selkowitz, Farrington et al.,
and Hodder and Parsons researched solar reflective
glazing while Al-Kayiem et al. studied the sunshade
installation, and alternatively, Levinson et al.
investigated the solar reflective car shells. All these
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
10
researches have shown listed sunshade cover visors
types are capable of reducing soak temperature and
cooling loads [8-10, 31, 33]. Sullivan and Selkowitz
research goal was to achieve lower the release of ozone
depleting MAC refrigerant of Chlorofluorocarbons
(CFCs), which is phased out via Montreal Protocol like
Hydrochlorofluorocarbons (HCFCs) and are being
replaced with products such as HFCs, hydrocarbons,
and CO2 (EPA, n.d.). By advanced windshield usage,
Farrington et al. achieved compressor reduction of 400
W and its equivalent fuel saving of 3.4% [8].
Al-Kayiem et al. suggested the installation of a
sunshade that is capable to reduce the soak temperature
by 27% [9]. Levinson et al. studied solar reflective car
shells and simulated the decrease in soak temperature,
reduction in MAC capacity, fuel savings and emission
reductions. It is found that at occupant breath-level, air
temperature dropped by 6 K and to cool the cabin down
to 298 K (25°C) within 30 min, silver car has 13% less
MAC capacity than the black car [10].
(6) Car Cabin Simulations: Currle simulates
passenger car cabin temperature and airflow field [34],
and Lin simulated them for the solar load [35]. Rugh
performed CAD model of the passenger car, used
DaimlerChrysler for meshing and Fluent as a solver,
showed user-friendly vehicle solar load estimator
written in MATLAB and capable of calculating the
transmitted, absorbed, and reflective power of vehicle
glazing, researched MAC load impact on the engine by
using ADVISOR that can simulate ICE, series and
parallel hybrid, electric vehicles, and compared the
findings with the measurements [21]. Levinson et al.
examined solar reflective car shells, calculated and
simulated the decrease in soak temperature, reduction in
MAC capacity, fuel savings, emission and MAC size
reductions [10]. Jonsson studied the car compartment
simulations by considering surface air speed [36]. Leong
et al. conducted thermal simulations of an electric car
cabin under static and ventilated conditions at different
times of the day. The results are similar with Rugh,
Al-Kayiem et al. and Quadri and Jose [9, 21, 26, 37].
(7) Passenger Comfort: Hot soak conditions or
greenhouse effect in car cabin together with solar
exposure affects many interiors including the vinyl
materials of the dashboard, the leather covers and the
electronic components. These conditions cause
uncomfortable operating period for the passengers. In
literature, this topic is identified as “vehicle cabin
comfort” [9]. Hodder and Parsons found that the
increase in the total solar radiation intensity plays more
important role to affect thermal comfort than the
specific radiation wavelength [33].
Currle studied passenger comfort based on passenger
thermal model, the natural convection, the convective
heat transfer and the radiation [34, 38]. Farrington et al.
modeled thermal comfort for core and skin temperature,
blood flow, sweating, and shivering as a function of
time and correlated the findings with thermal sensation
value and predicted percent satisfaction. Modeled
parameters during time dependent heat balance are
initial body temperature, body mass, clothing type and
metabolic heat generation [8]. Taniguchi simulated the
thermal comfort in car cabin and the passenger
temperature sensation according to ASHRAE 2-node
human skin model in different thermal conditions [39].
Rugh analyzed thermal comfort model on legs for hot
and cold thermal receptors [21]. Chen et al. researched
the same subject regarding occupant blood flow and
human metabolism [18]. Rameshkumar et al. studied air
temperature and velocity modeling surrounding
passengers while running MAC [40]. In addition to
occupant’s discomfort and skin burns in case of a
contact with heated cabin interiors [37], interior
material ages as the cabin heats up. Muller and
Vatahska’s work focus on calculation and simulation of
the aging of cabin interior components [28].
(8) Cabin Interior Damage: Sun exposure
damages and ages cabin internal materials [28] like
trims, plastic moldings, upholstery and seat covers.
Especially, leather interiors are more prone to cracking
and fading of surfaces. Al-Kayiem et al.’s suggestion
of sunshade on windshield is found to reduce the
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
11
dashboard surface temperature by 26% [9].
(9) Heath Effects: The studies related with the
deaths caused by the incidents in or around motor
vehicles have shown that 34% of the fatality was
caused due to leaving children alone and unattended in
car cabins. Only for U.S., resulted hyperthermia ends
up with annual child deaths of more than 30 [26]. It
needs to be kept in mind that old and unconscious ill
people are carries the same risk.
Driver fatigue is another important factor and defined
as the decrease in concentration on the road and reflects
that are responsible for fast and safe response to a
potential danger while driving. Driver fatigue increases
the risk of a crash since it is the reason for 30% of the
road crashes [41]. Tsutsumi et al. have found that the
car cabin environment affects driver’s comfort,
performance and fatigue [29]. Best and Shield stated
that sun light causes more than 90% of skin cancers and
the visible signs of skin aging [42]. Journal of the
American Academy of Dermatology announced that
53% of skin cancers in the US occur on the left side
while in Australia, drivers have skin cancer on the right
[42], which may not be a coincidence with driver side.
Furthermore, the skin cancer on the driver side can be
caused by the UV (ultraviolet) exposure [30]. On a
summer day, UV spectrum on earth’s surface consists
3.5% of shortwave -UVB and 96.5% of longwave
-UVA, which has adverse effects including
immunosuppression, photo-aging, ocular damage, and
skin cancer [32]. The window glass is capable of
blocking UVB only while windshield partially filters
UVA, and rear and side windows penetrate 63% of
UVA [30]. Even if the rear window is made of dark
glass, it can never provide enough UVA protection for
the occupants sits at the back particularly babies and
young children for having less protective skin pigment.
It is reported that drivers in U.S. have more skin cancers
on the left side of their faces, while drivers in Australia
have on the right [42]. Primarily, driver head and neck
and secondly, driver arm are mostly exposed to highest
UV radiation. Moreover, 82% of the skin cancers on
head and neck are on same sides [32]. The rougher,
slacker and more wrinkled skin conditions occur on the
window side of the long-term driver’s body. Chronic
UVA exposure may accelerate skin aging by 5 to 7
years [42]. Lastly, UV is potentially hazardous to eyes,
intensely the cornea, lens and retina [32].
(10) Focused Solutions: When the car cabin is
exposed to solar radiation, greenhouse effect takes
place since the penetrated longwave radiation
transforms into shortwave form that cannot pass
through the glass and cannot leave the cabin. Sunshade
cover visors protection mechanism starts after the solar
radiation is entered through car windows. Therefore,
sunshade cover visors can never achieve the same
performance of the tinted glass and window films.
These applications especially filming avoid a huge
portion of the solar radiation to penetrate through
windows, being trapped and accumulate in the car
cabin [20]. As a result, the transparent window films
that screens out almost 100% of UVB and UVA while
providing clear visibility [30], and nanotechnology
product invisible films, which are even invisible to an
ordinary microscope [43] stand as a quickly applicable,
cheap and effective solution.
According to Quadri and Jose, tinted glasses can also
be used to protect skin, contribute to drive safer by
preventing the driver from any glow of the roadside
objects, preserve better comfort levels for providing
cool car cabin, avoid constant use of MAC while
driving, and contribute fuel economy and emission
reduction [10, 37].
Presented research emphasizes the passenger car
window filming effects around Washington (WA),
New York (NY), North Carolina (NC) (to represent
some of the significant states of US), U.S.A. and
Istanbul, Turkey over the reduction of MAC fuel
consumption, which prevents excessive vehicle
emissions to be spread into atmosphere and eventually
increase the economy by fuel savings, emission
sourced cost savings [15], prolonging lifetime of the
cabin interiors, and decreasing potential dangers on
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
12
human health and environment.
2. Materials and Methods
The methodology begins with assuming 1-hour of
parking at noon in summer. The reference passenger
car having only clear windows that is not tinted/filming
or shaded, forms the first possibility of car scenarios.
The focused passenger car scenarios are in two main
groups with clear windshield and with 20% shaded
windshield. Both groups analyzed for the possibilities
having tinted rear and side windows only, and for three
different types of film application either on clear or
tinted rear and side windows. Explained car scenarios
form 7 different possibilities including reference.
Gained heat (Qgain) of the reference car and 6
possibilities for clear and 20% shaded windshield
separately calculated. Then, saved MAC energies are
found from each application’s Qgain difference
compared to the reference. After that, saved fuel,
equivalent saved cost and prevented emissions are
found for WA, NY, NC, USA and Istanbul, Turkey.
Decreasing air pollution also has additional economic
contribution [15]. It is assumed that films has 5-year
guarantee and it is only paid once at the beginning of
5-year. Finally, net economic contribution is evaluated
annually (1 summer) and at the end of 5-yr.
The minimum allowed shading only on windshield is
taken as 20% as in USA VLT regulation [44] and as in
previous studies [25, 45]. The total solar irradiations on
the surface of Earth (Gs = IS) are taken as 597 W m-2 for
US, and 603 W m-2 for Istanbul. The reason for this
assumption is that the average of hourly north-east/west
and south-east/west orientations of total IS at noon
varies according to latitudes of 20° to 60°N closely from
615 to 562 W m-2 [46], their average value is considered
for all states in USA. Since Istanbul is close to 41°N, IS
value at 40°N [46] is used.
2.1 Description
First of all, film application energy, fuel, emission
reductions and cost savings are estimated per diesel and
gasoline car for U.S. and per gasoline car for Istanbul.
The geographical impact is calculated from total
number of passenger cars in traffic. The populations of
WA, NY, NC and USA are gathered on Sep. 25, 2013
as 6,984,900; 19,570,261; 9,752,073; and 316,743,785,
respectively. It is assumed that 80% [7] of the total 423
passenger cars (per 1000 people) in U.S. [47] are in
traffic every day in summer. Its corresponding value
for WA, NY, NC and USA is 2,363,690; 6,622,576;
3,300,101; and 107,186,097 [48]. On the other hand,
for Istanbul, the total number of cars in traffic is
published as 1.7-1.8 million and their average of 1.75
million is used [49].
Again from World Bank statistics, although the
types of consumed fuel vary, the mainly used ones are
diesel and gasoline in U.S. Hence, under the
consideration of only diesel and gasoline is consumed
in U.S. and by taking the ratio of diesel and gasoline,
26.3% and 73.7% [48] are used for diesel and gasoline,
respectfully. However, since the diesel consumption in
Istanbul is not as wide as US, calculations are
conducted only over gasoline for Istanbul. The fuel
prices per liter are taken as 1.04 $ for diesel and 0.96
$ for gasoline around U.S. [50] and 2.54 $ for gasoline
for Istanbul [48].
It is considered as if all the cars possess MAC and use
MAC to cool the car cabin every day in summer.
Relatedly, overall energy efficiency through engine to
MAC is conservatively chosen as 40% for diesel and 30%
for gasoline. It is assumed that 80% of the passenger cars
[7] are on-road everyday, park for 1-hr at noon in
summer and then, use MAC to cool the soak temperature
down to 298.15 K (25°C) [10, 51]. This quasi-steady
comfort temperature of 298.15 K (25°C) is chosen for
both initial and desired car cabin temperatures.
The average passenger car speed and performance are
taken as 60 km h-1 [52] and 0.01 km m-3 [53],
respectively. MAC system can draw 5-6 kW of peak
power [54-55]. In general, its range is 0.4-3.7 kW due to
temperature, oxygen concentration and engine speed
[56], and it is used as 3 kW in calculations. The net
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
13
Coefficient of Performance (COP) of MAC is taken as 2
[7]. Medium sized car average interior volume index is
used as 3.3 m3 [25, 45, 57]. The car window dimensions
of the windshield/rear windows and side windows are
assumed as 1.4 × 0.5 m2 and 0.55 × 0.4 m2, respectively.
Unlike the previous study for Europe and EU [25], in
this work, diesel and gasoline emissions are assumed
the same throughout saved fuel emission analysis.
Associated with emissions, smoke emission standard is
considered the same with NMOG emission of 0.5 kg
kWh-1 [25, 58]. Linked with complete combustion,
CO2 emission rate of ~0.58 kg km-1 is used
[15].Gasoline engine passenger car emissions in kg
pollutant per km of CO, NOx, NMOG, PM, HCHO and
VOC are used as 0.012 × 10-3, 1.4 × 10-3, 4.5 × 10-4, 1.9
× 10-4 and 5.1 × 10-5 [59] and 4.9 × 10-4, respectively.
Finally, the cost of pollutants per kg of pollutant for
CO2, NOx, VOC and PM2.5+10 are 0.31 $ [15] , 8.1
$ [60], 2.4 $ [61] and 238 $ [60, 62], respectively. As a
remark, emissions due to film production are not
considered and film cost is taken as 40 $ per m2 [63]
and total cost is calculated over the total of all
passenger cars in related geographic region, not 80%.
2.2 Selected Film Types, Tinted and Clear Windows
Developed film technology reflects the sunlight in
summer and absorbs it during winter. To represent
three unique groups, different film types are selected
according to the best performance among their
category. Film A blocks 97% of infrared heat and 99.9%
of UV radiation; it is not metalized; and provides
advanced clarity. Nano-tech Film B is selected for
being invisible to naked eye and even to an ordinary
microscope so that it would not violate VLT laws. Film
B has low reflectivity, high clarity, heat reduction,
tough properties and it is resistive to corroding. Finally,
Film C is selected to symbolize old-fashion dark classic
filming. Reference and filmed window possibilities
and related properties are shown in Table 1 [43], where
SC, SHGC, P, and R stand for shading and solar heat
gain coefficient, possibilities, and reference, respectively.
Table 1 Properties of glass and film types.
P: R 1 2 3 4 5 6 7
Glass: Clear Tinted Clear Tinted
Film - - A B C A B C
SC 0.94 0.69 0.47 0.47 0.24 0.43 0.43 0.31
SHGC 0.82 0.60 0.41 0.41 0.21 0.37 0.38 0.27
α 0.88 0.5 0.39 0.36 0.09 0.23 0.21 0.05
2.3 Theoretic Calculations
Generally in literature, the mean radiant temperature
approach is used to find Qgain by car cabin as performed
by Johnson and Rugh et al. [54-55]. Following previous
works [25, 45], Cengel and Ghajar, and Cengel and
Boles’s procedures and the previously explained
assumptions are applied to Stefan-Boltzmann law and
Kirchhoff’s law of radiation, where emissivity (ε) is
confirmed to be equal to absorptivity (α) and taken as
total transmitted percent. Procedure based on
Kirchhoff’s law of radiation (including Stefan-Boltzmann
law) [51, 63] is:
Q
sola
r
, gain=SHGC×Aglazing×qsola
r
, incident (1)
qnet solar, incident=Eabsorbed -Eemitted (2)
=αsGsolar+εσTsky
4-Ts
4
Q
g
ain, 1h
r
-park=Q
g
ain, 1h
r
-park×3600sec (3)
Qgain, 1hr=Qin car cabin =ρairVaircpTfinal-298.15(4)
=maircpTfinal-298.15
In Eq. (1), Aglazing is the glazing area. 1.58 m2 for rear
and side windows and 0.7 m2 for windshield are used
separately for clear and for 20% shaded windshield.
qsolar, incident is solar heat flux incident (W m-2).
In Eq. (2), positive qnet solar, incident indicates heat
gain by the surface and giving Q
solar, gain (W), which
is the case. αs is surface solar absorptivity, Gsolar (Gs,
Is) is the total solar energy incident on surface, σ is the
Stefan-Boltzmann constant of 5.67 × 10-8 W m-2 K-4,
Tsky and Ts are the effective sky temperature of 285 K
for warm conditions and the surface temperature of
298.15 K at the beginning of the iteration,
respectively [63]. In Eq. (3), Qgain-1hr is the total heat
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
14
gained after 1 hr of parking, mair is the air mass in
cabin (kg), obtained from air density ρair of 1.184 kg
m-3 at 298.15 K [63] and Vair is the interior volume
index of 3.3 m3. It is further assumed that final car
temperature Tfinal in car cabin will be equal to Ts. Tfinal
is found after iterating the Eqs. (1)-(4) and the resulted
peak error for clear car is ~10-6. For the iterations,
MATLAB loop is run for each possibility together
with clear and 20% shaded windshield separately for
USA and Istanbul.
3. Results and Discussion
Evaluated results are listed in Table 2. The potential
prevented vehicle emissions are shown in Tables 3-4 in
detail. The annual and 5-year net savings for all
possibilities are demonstrated in Table 5. In Tables 3-5,
Table 2 Energy and fuel savings, prevented total emissions, annual fuel and net savings, and 5-year savings for WA, NY, NC,
USA and Istanbul, Turkey.
QD+G VD+G CD+G ETota l CV+P-F 5CV+P-F
FF S FF S FF S FF S FF S FF S
P 1011 kW 108 lt 108 $ 109 kg 108 $ 108 $
WA
1 0.1 0.2 0.1 0.1 0.06 0.09 0.0 0.1 -1.7 -1.6 -0.9 -0.4
2 0.2 0.3 0.1 0.1 0.11 0.14 0.1 0.1 -1.5 -1.4 0.0 0.5
3 0.2 0.3 0.1 0.2 0.12 0.15 0.1 0.1 -1.5 -1.4 0.1 0.7
4 0.6 0.7 0.3 0.4 0.34 0.37 0.2 0.2 -0.7 -0.6 3.8 4.3
5 0.3 0.4 0.2 0.2 0.18 0.21 0.1 0.1 -1.3 -1.2 1.1 1.7
6 0.3 0.4 0.2 0.2 0.19 0.22 0.1 0.1 -1.2 -1.1 1.3 1.8
7 0.6 0.7 0.4 0.4 0.36 0.39 0.2 0.2 -0.7 -0.6 4.1 4.7
NY
1 0.3 0.3 0.2 0.2 0.16 0.16 0.1 0.1 -4.7 -4.4 -2.6 -1.0
2 0.6 0.6 0.3 0.3 0.31 0.31 0.2 0.2 -4.2 -3.9 -0.1 1.5
3 0.6 0.6 0.3 0.3 0.33 0.33 0.2 0.3 -4.1 -3.8 0.3 1.9
4 1.7 1.7 0.9 0.9 0.94 0.94 0.6 0.6 -2.1 -1.8 10.6 12.1
5 0.9 0.9 0.5 0.5 0.50 0.50 0.3 0.4 -3.5 -3.2 3.2 4.8
6 0.9 0.9 0.5 0.5 0.52 0.52 0.3 0.4 -3.5 -3.2 3.6 5.2
7 1.8 1.8 1.0 1.0 1.00 1.00 0.6 0.6 -1.9 -1.6 11.6 13.2
NC
1 0.1 0.2 0.1 0.1 0.08 0.12 0.0 0.1 -2.3 -2.2 -1.3 -0.5
2 0.3 0.4 0.2 0.2 0.15 0.20 0.1 0.1 -2.1 -1.9 0.0 0.7
3 0.3 0.4 0.2 0.2 0.16 0.21 0.1 0.1 -2.1 -1.9 0.1 0.9
4 0.8 0.9 0.5 0.5 0.47 0.51 0.3 0.3 -1.0 -0.9 5.3 6.0
5 0.5 0.5 0.3 0.3 0.25 0.30 0.1 0.2 -1.8 -1.6 1.6 2.4
6 0.5 0.6 0.3 0.3 0.26 0.31 0.2 0.2 -1.7 -1.6 1.8 2.6
7 0.9 1.0 0.5 0.5 0.50 0.55 0.3 0.3 -0.9 -0.8 5.8 6.6
USA
1 4.5 7.3 2.5 4.0 2.52 4.03 1.5 2.4 -76.2 -71.1 -42.4 -16.9
2 8.9 11.6 4.9 6.5 4.95 6.46 2.9 3.8 -68.0 -62.9 -1.5 24.0
3 9.6 12.3 5.3 6.8 5.32 6.83 3.2 4.1 -66.8 -61.7 4.7 30.2
4 27.4 30.1 15.2 16.7 15.20 16.72 9.0 9.9 -33.6 -28.5 170.9 196.3
5 14.6 17.4 8.1 9.6 8.13 9.65 4.8 5.7 -57.3 -52.2 52.0 77.5
6 15.3 18.0 8.5 10.0 8.48 10.00 5.0 5.9 -56.2 -51.1 57.9 83.4
7 29.1 31.9 16.2 17.7 16.19 17.71 9.6 10.5 -30.3 -25.2 187.4 212.9
Ist,
TR
1 0.2 0.3 0.1 0.1 0.09 0.14 0.1 0.1 -0.9 -0.7 0.8 2.1
2 0.3 0.4 0.2 0.2 0.17 0.23 0.1 0.1 -0.5 -0.3 2.9 4.2
3 0.3 0.4 0.2 0.2 0.19 0.24 0.1 0.1 -0.5 -0.2 3.2 4.6
4 1.0 1.1 0.5 0.6 0.54 0.59 0.3 0.4 1.3 1.5 11.8 13.2
5 0.5 0.6 0.3 0.3 0.29 0.34 0.2 0.2 0.0 0.3 5.7 7.0
6 0.5 0.6 0.3 0.4 0.30 0.35 0.2 0.2 0.1 0.4 6.0 7.3
7 1.0 1.1 0.6 0.6 0.57 0.63 0.3 0.4 1.4 1.7 12.7 14.0
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
15
Table 3 Potential emission reduction of CO2, CO, NOx, NMOG, HCHO, PM, VOC for clear windshield. Films applied on
clear windows (a) and on tinted windows (b).
Graph matrix CO2 CO NOx NMOG HCHO PM VOC
Graph (a) Graph (b)
Tinted only
Film A Tinted + Film A
Film B Tinted + Film A
Film C Tinted + Film A
(a) (b)
Table 4 Potential emission reduction of CO2, CO, NOx, NMOG, HCHO, PM, VOC for 20% shaded windshield. Films applied
on clear windows (a) and on tinted windows (b).
Graph matrix CO2 CO NOx NMOG HCHO PM VOC
Graph (a) Graph (b)
Tinted only
Film A Tinted + Film A
Film B Tinted + Film A
Film C Tinted + Film A
(a) (b)
for graphs (a); Film A, B and C are always represented
by following the first, second and third column
sequence, respectively, and for graphs (b) only Tinted
rear and side windows, Film A, B and C on tinted rear
and side windows are always represented by following
the first, second, third and fourth column sequence,
respectively among each emission, annual and 5-year
savings categories.
In Table 2, total saved MAC cooling energy belongs
to diesel and gasoline engines (kW) is denoted by QD+G,
saved diesel and gasoline fuel (lt) is VD+G, total saved
diesel and gasoline fuel cost in summer ($) CD+G, the
summation of all prevented emissions of CO2, CO,
NOx, VOC, NMOG, PM and HCHO is ETotal. CV+P-F
and 5CV+P-F are annual and 5-year net fuel and
prevented emission cost savings remained after filming
costs ($), respectively. P, FF and S (italic) stand for
possibility, film free (clear) windshield and 20%
shaded windshield, respectively.
In WA, NY, NC, U.S.A. and Istanbul, the total filming
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
16
Table 5 Potential emission reduction of CO2, CO, NOx, NMOG, HCHO, PM, VOC for 20% shaded windshield. Films applied
on clear windows (a) and on tinted windows (b).
Graph matrix Films applied on clear windows (a) Films applied on tinted windows (b)
Windshield Savings Film A Film B Film C Tinted Tinted +
Film A
Tinted+
Film B
Tinted +
Film C
Clear Annual
5-year
20% Shaded
Windshield
Annual
5-year
(a) (b)
cost is 0.19, 0.52, 0.26, 8.5 and 0.14 Billion $ over,
respectively. The minus sign in front of CD+G+P-F,
indicates implementation cost overwhelms savings.
While in USA every option seems unprofitable
annually, In Istanbul, this is not the case. The reason
behind it is that the gasoline price is 2.6 times of USA
and the fuel calculations conducted only for gasoline
since the diesel car usage is very low in Turkey. Hence,
each saving results higher fuel economy. By
considering the possibility of cost specific costumers,
the ones in Turkey may have more tendencies to use
filming or tinting when compared to USA. Still, the
5-year net savings may convince them.
The potential prevented vehicle emission graphs on
logarithmic scale for a clear windshield are on Table 3
and for 20% shaded windshield are on Table 4. Table 3
shows the filming results applied on clear rear and side
windows, while Table 4 shows tinted rear and side
windows and filming on top of tinted rear and side
windows. Film and tinting possibilities’ annual and
5-year net savings in logarithmic scale for a clear and
20% shaded windshield are on both graphs on Table 5.
As seen in Table 2 and 5, except tinting only, each
film application is profitable. In 5 years, even tinting
becomes profitable in Turkey. On the other hand, film
Table 6 Qsaved/Qclear percentages and duration of film cost
to be neutralized.
Q
saved/Qclear
Film implementation cost recovery
duration
Yr (summer) Days (d)
P FF S FF S FF S
1 7% 11% 10.01 6.25 901 562
2 14% 18% 5.09 3.90 458 351
3 15% 19% 4.74 3.69 426 332
4 42% 46% 1.66 1.51 149 136
5 22% 27% 3.10 2.61 279 235
6 23% 28% 2.97 2.52 267 227
7 45% 49% 1.56 1.42 140 128
implementation is shows important trend for fuel
economy, decreased emissions and health benefits.
Tables 2-5 show that the Film C on tinted windows
with 20% shaded windshield enhances the best
performance. Performance can also be followed from
percent MAC savings for film and window types in
Table 6. Tables 2-6 clearly indicate that Film C owns the
highest performance. Similarly, the lowest performance
belongs to only tinted windows (7%) and among film
types, it belongs to Film A and then, Film B on clear
windows. However, for being invisible even to a
microscope, due to VLT regulations, Film B can be
preferred and still serves advantages especially in
5-year duration.
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
17
In order to see the impact, best performance
outcomes in USA can be visualized as such: The total
reduced CO2, CO, NOx, HCHO, PM and VOC
emissions are 0.03% [64], 0.13%, 0.03%, 0.003%,
0.38% [12] and 0.016% [65] of respective global
emissions. Specifically, the total reduced CO2, HCHO
and sum of all the GHGs emissions are 0.27%, 0.001%,
and 0.13% of respectful emissions of EU. Moreover,
total prevented CO2 is 1% of EU CO2 emissions coming
from road [66]. The total saved power of the energy
savings in 90 days of summer and 1-hr of each day is
equal to 3 times of the average energy produced by
nuclear power plant [67]. Nonetheless, the saved fuel
road equivalent 17.7 billion km and one can travel 442
thousand rounds around equator of Earth [68]. This
same MAC fuel savings is 17% of EU, 4% of U.S.A.,
and 0.55% of the world total annual fuel consumption by
MAC [7, 55, 69]. Last but not least, the 5-year net saving
can cover 0.047% of the current USA active passive
budget difference of ~17.7 trillion $ [70].
Another important factor to follow filming, tinting
and shading windshield is each possibility’s saved
MAC energy percentage to reference’s consumed
MAC energy (Qsaved/Qclear).
= -40.0715x4+48.048x3-15.699x2+0.81445x
-31.8345y4+424535y3-18.7695y2+3.48775y+0.0318×100 (5)
Qsaved
Qclean
×100=z ⇒ Qsaved for Film N=zfor Film N×Qclean
100 (6)
Together with previous work [25], the new findings
are evaluated and it is found that these percentages do
not change among latitudes (Table 3). Hence, Gs does
not affect Qsaved/Qclear. However, to find the saved
energy amounts, Gs must be used. So far, sensitivity
analysis indicated that only two parameters affecting
Qsaved/Qclear. For a medium sized car with the given
properties MAC energy saving percentage formula is
driven via MATLAB and polynomial surface fitting in
OriginPro software with R2 of 0.985 and presented in
Eq. (5). In Eq. (5), α, SHGC and saved MAC energy
percentage (Qsaved/Qclear, %) are denoted by x, y and z,
respectively. Those two parameters affecting
Qsaved/Qclear are SHGC and α constants. In other words,
not the saved energy amount, but the percentage
depends only on film properties. As a result, customer
can easily choose the film type by simply using Eq. (5).
It is also easy to see that once the reference car cooling
load is known, saved energy amount can be calculated.
As seen in Eq. (6), instead of multiple iterations over
Kirchhoff law of radiation, by just one iterative
calculation for the reference car (Qclear) and finding z in
Eq. (5) would be enough to calculate any desired film
application’s MAC savings. Despite these benefits, it
must be kept in mind that Eq. (5) thus, Eq. (6) would
not give any idea about windshield shading effect.
All in all, each possibility has great potential to
prevent significant amount of vehicle source emissions.
As last a point, it is important to keep in mind that since
CO, NMOG, and HCHO pollution cost data is missing,
they are not considered in net savings.
3.1 Reference Car Modeling
Similar to Leong et al., simplified cabin geometry is
used for the reference car [26]. The simple
representative geometry is meshed with GAMBIT.
Then, it is simulated in Fluent for the static radiation
and convection heat transfer via 2nd order implicit
unsteady transient solution from noon till 13:00 on 15th
of July at 313.13 K (40°C) ambient temperature with
solar tracking for 40°N, 30°E coordinates, when Gs is
603 W m-2 and cabin shell is aluminum. Fig. 1 shows
static temperature distribution (K) in car cabin and Fig. 2
displays plotted temperature along the car width. The
maximum and minimum temperatures are read from
Fig. 2 as 345.5 K and 372 K and the average cabin
temperature estimated as 358.75 K (85.60°C). It is seen
that the simulation result is highly supported by the
iteration result of 358.73 K (85.58°C). As a final check,
Mezrhab and Bouzidi’s thermo-electric model gives
the similar results with final temperature of modeled
cabin interior and the border [17].
18
Fig. 1 Cabin
s
Fig. 2 Static
width.
3.2 Research
e
During 12
t
h
and Dr. Geo
r
suggestions.
S
scenario und
e
importance
o
Al-Kayiem
e
un-shaded p
a
Dr. Bhave al
s
and leaked re
b
illion kg o
f
Europe [14]
.
technologies
Car Windo
w
s
tatic temperat
u
temperature
d
e
rs Suggestio
n
h
CMAS Con
f
r
ge E. Bowk
e
S
ince this res
e
e
r blazing su
n
o
f the cove
r
a
e
t al.’s stud
y
a
rking areas s
u
s
o suggested
frigerant emi
s
f
CO
2
equiv
a
.
Dr. Bowk
e
to perform a
s
w
Filming, Tin
t
A
nalysis a
u
re distributio
n
d
istribution pl
o
n
s
ference, Dr.
P
e
r have shar
e
e
arch focuses
n
, Dr. Bhave
e
a
ge in open
y
on heating
u
pports this
i
to model glo
b
s
sions, which
a
lent in term
s
e
r recommen
s
the photoch
r
t
ing and Sha
d
round WA, N
Y
n
.
o
t along the c
a
P
arakash Bha
v
e
d their relat
e
on the parki
n
e
mphasized t
h
parking are
a
load effect
o
i
mportance [
9
b
al evaporati
v
reaches up to
s
of GWP f
o
ded new fil
m
r
omic lenses
i
d
ing’s Fuel, E
m
Y
, NC, USA a
n
a
r
v
e
e
d
n
g
h
e
a
s.
o
f
9
].
v
e
3
o
r
m
i
n
eyegla
light a
n
source
techno
Electr
o
voltag
e
Additi
o
under
d
4. Co
n
In t
h
and ti
n
shade
d
fuel
e
contri
b
NC,
U
during
calcul
a
valida
t
for fil
m
It i
s
(Q
saved
/
irradia
t
quick
a
(5) is
a
two fi
l
film’s
for th
e
will b
e
car int
e
In c
o
and si
d
the b
e
emissi
o
USA
a
the p
o
gasoli
n
liters,
emissi
o
the ec
o
b
illion
m
ission Red
u
n
d Istanbul, T
sses so that i
t
n
d it will gra
d
disappears.
logy is kn
o
o
chromic gl
a
e
to turn bac
k
o
nally, other
d
evelopment
a
n
clusions
h
is research,
t
n
ted rear and
d
windshield
e
conomy, e
m
b
ution are se
p
U
SA and Ista
n
1 hour o
a
tion result
t
ed with simu
l
m
ing, tinting
a
s
seen that
/
Q
clear
) do
n
t
ion values a
n
a
pproach wit
h
a
lso ease the
s
l
m parameter
s
saved MAC
e
reference cl
e
e
researched
m
e
rior volume
s
o
nclusion, th
e
d
e windows
w
e
st performa
n
o
n reduction
a
nd Istanbul,
o
tential decr
e
n
e fuel cons
u
reduce the p
a
o
ns by 10.5
a
o
nomy by 5
-
$, respectiv
e
u
ction and Ec
o
urkey
t
will darken
d
ually becam
e
Up until
r
o
wn as ele
c
a
zing needs
k
to clear fr
o
dynamic gla
z
a
nd will soon
t
hree differe
n
side window
s
effects on
M
m
ission redu
c
p
arately anal
y
n
bul, TURKE
Y
f parking.
T
for referenc
l
ation. It will
a
nd windshiel
d
saved MAC
n
ot change
n
d thus, Eq. (
5
h
out the nee
d
s
election of fi
l
s
only. Eq. (
6
energy amo
u
e
ar car. On
fu
m
ore to inclu
d
s
and the win
d
e
scenario for
w
ith 20% sha
n
ce in term
s
and econo
m
TURKEY, t
h
e
ase in the
u
mption by
a
ssenger car
a
nd 0.4 billio
n
-
year net sav
i
e
ly. Even for
c
o
nomic
when expose
d
e
invisible as
t
r
ecently, the
c
trochromic
low direc
t
o
m tinted app
z
ing technol
o
be revealed
[
n
t film types
o
s
with clear
a
M
AC energy
c
tion and e
c
y
zed over
W
Y
at noon in
T
heoretical
e passenger
be further re
s
d
shading.
energy per
c
for six tot
a
5
) is driven t
o
d
of any itera
t
l
m types for r
e
6
) enables to
f
u
nt just iterati
fu
ture studies,
d
e different s
h
d
ow size sele
c
Film C on ti
n
ded windshi
e
s
of fuel e
c
m
ic contribut
i
h
e best optio
n
sum of die
1.7 and 0.0
6
sourced total
n
kg and cont
r
i
ngs of 21.3
c
ostly o
r
unp
r
d
to UV
t
he light
closest
glazing.
t
-current
earance.
o
gies are
[
27].
o
n clear
a
nd 20%
savings,
c
onomic
W
A, NY,
summer
iterative
car is
s
earched
c
entages
a
l solar
o
offer a
t
ion. Eq.
e
quiring
f
ind any
ng once
Eq. (5)
h
adings,
c
tion.
n
ted rear
e
ld gives
c
onomy,
i
on. For
n
serves
sel and
6
billion
vehicle
r
ibute to
and 1.4
r
ofitable
Car Window Filming, Tinting and Shading’s Fuel, Emission Reduction and Economic
Analysis around WA, NY, NC, USA and Istanbul, Turkey
19
periods, film application would still protect passengers,
block massive amounts of vehicle emissions and
decrease the need for the imported fuel.
Additionally, for more accurate conclusion, energy
consumption and emitted pollutants due to film
production needs to be considered as well. The net
cost savings are better to be calculated by considering
the remaining air pollutants of CO, NMOG, and
HCHO. It should also be noted that during driving,
presented scenarios would bring further but less
significant benefits including energy, cost, emission
reduction, protection of health and increasing lifespan
of the interior parts for preventing material aging,
degradation.
Acknowledgment
Dr. Abdulkerim KAR, Dr. Erturul TACGIN, Dr.
Ahmet Mete SAATCI, Dr. Ebru MANCUHAN, Dr.
Ugur TUMERDEM, Dr. Alper SISMAN, Dr Murat
DOGRUEL, Marmara University Rector’s Office,
Institute of Applied Sciences, Engineering Faculty
Deanery, UNC, CMAS and ICCE conference
organizers, attended researchers, Dr. Mehmet Talat
ODMAN, Dr. Mathur ROHIT and Dr. George E.
Bowker, are widely acknowledged for their support to
enlarge the scientific research vision of the
environmental engineering with the mechanical
engineering and for their contributions to our
researches. Murat Umut YAZGAN is acknowledged
for the assistance with the simulations. This paper is
partially supported by the Scientific Research Project
Commission of Marmara University in Istanbul,
Turkey.
References
[1] I. Dincer, M.A. Rosen, Energy, environment and
sustainable development, Appl. Energy 64 (14) (1999)
427-440.
[2] I. Dincer, Renewable energy and sustainable development:
A crucial review, Renew. Sustain. Energy Rev. 4 (2)
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