Technical and policy options for reducing emissions from 2-stroke engine vehicles in Asia

Faiz, Asif; Gautam, Surhid

doi:10.1504/ijvd.2004.003891

Cited by 4 publications

(6 citation statements)

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“…About 80% of the particles exiting the tailpipe are black carbon internally mixed with other components (Kittlelson, 1998). Twostroke engine vehicles constitute a major share of the motor vehicle fleet in Asian countries and contribute substantially to ambient aerosol (Faiz et al, 2004). Particulate emissions consist mainly of unburned or partially oxidized heavy hydrocarbons and sulfates, either originating from the lubricating oil or from the fuel Rijkeboer et al, 2005).…”

Section: Primary and Secondary Combustion Aerosolmentioning

confidence: 99%

Aerosol direct radiative effects over the northwest Atlantic, northwest Pacific, and North Indian Oceans: estimates based on in-situ chemical and optical measurements and chemical transport modeling

et al. 2006

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Abstract. The largest uncertainty in the radiative forcing of climate change over the industrial era is that due to aerosols, a substantial fraction of which is the uncertainty associated with scattering and absorption of shortwave (solar) radiation by anthropogenic aerosols in cloud-free conditions (IPCC, 2001). Quantifying and reducing the uncertainty in aerosol influences on climate is critical to understanding climate change over the industrial period and to improving predictions of future climate change for assumed emission scenarios. Measurements of aerosol properties during major field campaigns in several regions of the globe during the past decade are contributing to an enhanced understanding of atmospheric aerosols and their effects on light scattering and climate. The present study, which focuses on three regionsCorrespondence to: T. S. Bates (tim.bates@noaa.gov) downwind of major urban/population centers (North Indian Ocean (NIO) during INDOEX, the Northwest Pacific Ocean (NWP) during ACE-Asia, and the Northwest Atlantic Ocean (NWA) during ICARTT), incorporates understanding gained from field observations of aerosol distributions and properties into calculations of perturbations in radiative fluxes due to these aerosols. This study evaluates the current state of observations and of two chemical transport models (STEM and MOZART). Measurements of burdens, extinction optical depth (AOD), and direct radiative effect of aerosols (DRE -change in radiative flux due to total aerosols) are used as measurement-model check points to assess uncertainties. In-situ measured and remotely sensed aerosol properties for each region (mixing state, mass scattering efficiency, single scattering albedo, and angular scattering properties and their dependences on relative humidity) are used as input parameters to two radiative transfer models (GFDL and UniversityPublished by Copernicus GmbH on behalf of the European Geosciences Union. T. S. Bates et al.:Constraining aerosol climate models with observations of Michigan) to constrain estimates of aerosol radiative effects, with uncertainties in each step propagated through the analysis. Constraining the radiative transfer calculations by observational inputs increases the clear-sky, 24-h averaged AOD (34±8%), top of atmosphere (TOA) DRE (32±12%), and TOA direct climate forcing of aerosols (DCF -change in radiative flux due to anthropogenic aerosols) (37±7%) relative to values obtained with "a priori" parameterizations of aerosol loadings and properties (GFDL RTM). The resulting constrained clear-sky TOA DCF is −3.3±0.47, −14±2.6, −6.4±2.1 Wm −2 for the NIO, NWP, and NWA, respectively. With the use of constrained quantities (extensive and intensive parameters) the calculated uncertainty in DCF was 25% less than the "structural uncertainties" used in the IPCC-2001 global estimates of direct aerosol climate forcing. Such comparisons with observations and resultant reductions in uncertainties are essential for improving and developing confidence in climate model calculations in...

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Section: Primary and Secondary Combustion Aerosolmentioning

confidence: 99%

Aerosol direct radiative effects over the northwest Atlantic, northwest Pacific, and North Indian Oceans: estimates based on in-situ chemical and optical measurements and chemical transport modeling

et al. 2006

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“…Two-stroke engines’ NO X emissions were an order of magnitude lower than NO X from four-stroke engines (Figure D). Fuel consumption for CNG-2S vehicles (2.5 kg 100km −1 (95% CI: 2.4−2.7)) was about 20% higher than for the CNG-4S group; this is expected for two-stroke engines due to scavenging losses. , With respect to gaseous emissions, both engine types present trade-offs.…”

Section: Resultsmentioning

confidence: 90%

“…OC/EC analysis revealed that the OC fraction of PM is about 0.75 for the two-stroke vehicles, with no detectable EC content (Figure B and C). Most of the PM 2.5 from CNG-2S vehicles is likely aerosolized lubrication oil, which in CNG vehicles is injected directly into the air intake and much of which may be emitted unburned. , High PM 2.5 emissions are thus a fundamental problem with many simple two-stroke engine designs, and cannot be dramatically reduced by switching to a clean fuel.…”

Section: Resultsmentioning

confidence: 99%

Climate and Health Relevant Emissions from in-Use Indian Three-Wheelers Fueled by Natural Gas and Gasoline

Reynolds

Grieshop

Kandlikar

2011

Environ. Sci. Technol.

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Auto-rickshaws in India use different fuels and engine technologies, with varying emissions and implications for air quality and climate change. Chassis dynamometer emission testing was conducted on 30 in-use auto-rickshaws to quantify the impact of switching from gasoline to compressed natural gas (CNG) in spark-ignition engines. Thirteen test vehicles had two-stroke CNG engines (CNG-2S) and 17 had four-stroke CNG engines (CNG-4S), of which 11 were dual-fuel and operable on a back-up gasoline (petrol) system (PET-4S). Fuel-based emission factors were determined for gaseous pollutants (CO(2), CH(4), NO(X), THC, and CO) and fine particulate matter (PM(2.5)). Intervehicle variability was high, and for most pollutants there was no significant difference (95% confidence level) between "old" (1998-2001) and "new" (2007-2009) age-groups within a given fuel-technology class. Mean fuel-based PM(2.5) emission factor (mean (95% confidence interval)) for CNG-2S (14.2 g kg(-1) (6.2-26.7)) was almost 30 times higher than for CNG-4S (0.5 g kg(-1) (0.3-0.9)) and 12 times higher than for PET-4S (1.2 g kg(-1) (0.8-1.7)). Global warming commitment associated with emissions from CNG-2S was more than twice that from CNG-4S or PET-4S, due mostly to CH(4) emissions. Comprehensive measurements and data should drive policy interventions rather than assumptions about the impacts of clean fuels.

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“…Therefore, it is possible to conclude that most of the high PM 2.5 mass values measured in Lahore were likely due to emissions from diesel trucks, two-stroke vehicles, and possibly from vehicle-emitted primary sulfate that has been included in the "secondary aerosol" factor. Faiz and Gautam (2004) have reported that poor vehicle maintenance, misuse of lubricant, and adulteration of gasoline and diesel fuels is a persistent problem in vehicles that are in use in south Asia and may have possibly exacerbated emission levels. Motor vehicles are the largest source of PM 10 emissions in most Asian cities and exceed contributions from resuspended road dust, heavy fuel oil and coal combustion, and refuse burning (Faiz and Sturm 2000).…”

Section: Source Apportionmentmentioning

confidence: 99%

Source Apportionment of the Atmospheric Aerosol in Lahore, Pakistan

Raja

Biswas

Husain

et al. 2009

Water Air Soil Pollut

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Samples of airborne particulate matter (PM 2.5 ) were collected at a site in Lahore, Pakistan from November 2005 to January 2006. A total of 129 samples were collected using an Andersen Reference Ambient Air Sampler 2.5-400 sampler and analyzed for major ions, trace metals, and organic and elemental carbon concentrations. The data set was then analyzed by positive matrix factorization (PMF) to identify the possible sources of the atmospheric PM collected in this urban area. Six factors reproduced the PM 2.5 sample compositions with meaningful physical interpretation of the resolved factors. The sources included secondary PM, diesel emissions, biomass burning, coal combustion, two-stroke vehicle exhaust, and industrial sources. Diesel and two-stroke vehicles contributed about 36%, biomass burning about 15%, and coal combustion sources around 13% of the PM 2.5 mass. Nearly two thirds of the PM 2.5 mass is carbonaceous material. Secondary particles contributed about 30% of PM 2.5 mass. The conditional probability function (CPF) was then used to help identify likely locations of the sources present in this area. CPF analysis point to the east and northeast, which are directions of urban and industrial areas located across the border near Amritsar, India as the most probable source for high PM 2.5 concentration from diesel and two-stroke vehicles exhaust in Lahore. Analysis of those days within three different ranges of PM 2.5 concentration shows that most of the measured high PM 2.5 mass concentrations were driven by diesel and two-stroke vehicle emissions including the associated primary sulfate. The use of the potential source contribution function (PSCF) to find the source locations of regionally transported particles is inapplicable in situations when high PM 2.5 concentrations are dominated by local sources and local meteorology.

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Technical and policy options for reducing emissions from 2-stroke engine vehicles in Asia

Cited by 4 publications

References 1 publication

Aerosol direct radiative effects over the northwest Atlantic, northwest Pacific, and North Indian Oceans: estimates based on in-situ chemical and optical measurements and chemical transport modeling

Aerosol direct radiative effects over the northwest Atlantic, northwest Pacific, and North Indian Oceans: estimates based on in-situ chemical and optical measurements and chemical transport modeling

Climate and Health Relevant Emissions from in-Use Indian Three-Wheelers Fueled by Natural Gas and Gasoline

Source Apportionment of the Atmospheric Aerosol in Lahore, Pakistan

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