Experimental analysis of emission deterioration factors for light duty catalytic vehicles Case study: Santiago, Chile

Corvalán, Roberto M.; Vargas, David

doi:10.1016/s1361-9209(03)00018-x

Cited by 11 publications

(10 citation statements)

References 5 publications

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“…The emission variation of the other pollutants due to the load is on the same order as their standard deviation. Corvalan and Vargas 44 showed that degradation of pollutant emission is related to vehicle global mileage and speed, which depend on local traffic conditions. THC emission measurements of three-way catalyst equipped vehicles in Santiago (Chile) depict degradation factors 2-2.8 times higher than models such as COPERT III and EPA AP-42.…”

Section: Discussionmentioning

confidence: 99%

On-Board Emission Measurement of High-Loaded Light-Duty Vehicles in Algeria

Boughedaoui

Kerbachi

Joumard

2008

Journal of the Air & Waste Management Association

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A sample of eight private gasoline and diesel conventional light-duty vehicles (LDVs) in use with various ages, carrying a load of 460 kg, were tested on a representative trip in the traffic flow of the city of Blida to obtain emission factors representing the actual use conditions of Algerian LDVs. The gas sampling system (mini-constant volume sampling) as well as the analyzers are carried on-board the vehicle. Around 55 tests were conducted during 3 months covering more than 480 km under various real driving conditions. The mean speed downtown is about 16

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Section: Discussionmentioning

confidence: 99%

On-Board Emission Measurement of High-Loaded Light-Duty Vehicles in Algeria

Boughedaoui

Kerbachi

Joumard

2008

Journal of the Air & Waste Management Association

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“…A reduction in PM2.5 and BC emissions appears by 2015. Whereas the introduction of new technologies (particle filters, electric vehicles) leads to emissions reductions, deterioration after 5-10 years (Corvalán and Vargas, 2003), and activity growth in terms of vehicle kilometers travelled, can cause emissions to rebound. National and Santiago trends show a similar pattern, considering that the adoption of new vehicle technologies will take place throughout Chile's 15 regions over the course of one year.…”

Section: Emission Changesmentioning

confidence: 99%

Evolution of air quality in Santiago: The role of mobility and lessons from the science-policy interface

Gallardo

Barraza

Ceballos

et al. 2018

Elementa: Science of the Anthropocene

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Worldwide, urbanization constitutes a major and growing driver of global change and a distinctive feature of the Anthropocene. Thus, urban development paths present opportunities for technological and societal transformations towards energy efficiency and decarbonization, with benefits for both greenhouse gas (GHG) and air pollution mitigation. This requires a better understanding of the intertwined dynamics of urban energy and land use, emissions, demographics, governance, and societal and biophysical processes. In this study, we address several characteristics of urbanization in Santiago (33.5°S, 70.5°W, 500 m a.s.l.), the capital city of Chile. Specifically, we focus on the multiple links between mobility and air quality, describe the evolution of these two aspects over the past 30 years, and review the role scientific knowledge has played in policy-making. We show evidence of how technological measures (e.g., fuel quality, three-way catalytic converters, diesel particle filters) have been successful in decreasing coarse mode aerosol (PM10) concentrations in Santiago despite increasing urbanization (e.g., population, motorization, urban sprawl). However, we also show that such measures will likely be insufficient if behavioral changes do not achieve an increase in the use of public transportation. Our investigation seeks to inform urban development in the Anthropocene, and our results may be useful for other developing countries, particularly in Latin America and the Caribbean where more than 80% of the population is urban.

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“…Therefore, a more accurate estimation of vehicular emissions requires consideration of the deterioration rates of emission factors of vehicles due to AM (Corvalan and Vargas, 2003). In this study, the deterioration rates of CO, VOC, and NO x emission factors were calculated by linking to the AM, the I/M level, and DC, as shown by eq 3:…”

Section: Improvement and Implementation Of Exhaust Emission Standardsmentioning

confidence: 99%

Temporal and spatial variation in recent vehicular emission inventories in China based on dynamic emission factors

Cai

Xie

2013

Journal of the Air & Waste Management Association

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The vehicular emission trend in China was tracked for the recent period 2006-2009 based on a database of dynamic emission factors of CO, nonmethane volatile organic compounds (NMVOC), NO x , PM 10 , CO 2 , CH 4 , and N 2 O for all categories of on-road motor vehicles in China, which was developed at the provincial level using the COPERT 4 model, to account for the effects of rapid advances in engine technologies, implementation of improved emission standards, emission deterioration due to mileage, and fuel quality improvement. Results show that growth rates of CO and NMVOC emissions slowed down, but NO x and PM 10 emissions continued rising rapidly for the period 2006-2009. Moreover, CO 2 , CH 4 , and N 2 O emissions in 2009 almost doubled compared to those in 2005. Characteristics of recent spatial distribution of emissions and emission contributions by vehicle category revealed that priority of vehicular emission control should be put on the eastern and southeastern coastal provinces and northern regions, and passenger cars and motorcycles require stricter control for the reduction of CO and NMVOC emissions, while effective reduction of NO x and PM 10 emissions can be achieved by better control of heavy-duty vehicles, buses and coaches, and passenger cars. Explicit provincial-level Monte Carlo uncertainty analysis, which quantified for the first time the Chinese vehicular emission uncertainties associated with both COPERT-derived and domestically measured emission factors by vehicle technology, showed that CO, NMVOC, and NO x emissions for the period 2006-2009 were calculated with the least uncertainty, followed by PM 10 and CO 2 , despite relatively larger uncertainties in N 2 O and CH 4 emissions. The quantified low uncertainties of emissions revealed a necessity of applying vehicle technology-and vehicle age-specific dynamic emission factors for vehicular emission estimation, and these improved methodologies are applicable for routine update and forecast of China's on-road motor vehicle emissions.Implications: This paper tracks the temporal and spatial variation characteristics in recent vehicular emission inventories in China based on dynamic emission factors. The fact that CO and NMVOC emissions kept growing at reduced rates and the NO x , PM 10 , and GHG emissions continued rising rapidly reveals that it was insufficient to bring down the rapid growth of NO x , PM 10 , and CO 2 emissions by merely tightening emission standards and improving fuel quality of motor vehicles. The results will assist decision makers to formulate effective control policies for China's vehicular emissions. The improved methodologies are applicable for routine update of China's vehicular emission inventories.

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Experimental analysis of emission deterioration factors for light duty catalytic vehicles Case study: Santiago, Chile

Cited by 11 publications

References 5 publications

On-Board Emission Measurement of High-Loaded Light-Duty Vehicles in Algeria

On-Board Emission Measurement of High-Loaded Light-Duty Vehicles in Algeria

Evolution of air quality in Santiago: The role of mobility and lessons from the science-policy interface

Temporal and spatial variation in recent vehicular emission inventories in China based on dynamic emission factors

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