Trend of vehicle emission levels until 2020 – Prognosis based on current vehicle measurements and future emission legislation

Rexeis, Martin; Hausberger, Stefan

doi:10.1016/j.atmosenv.2008.09.034

Cited by 122 publications

(49 citation statements)

References 3 publications

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“…Estimates of the contribution of nonexhaust particles to total vehicle-generated particulate matter are in the range of 35-55% (Harrison et al, 2001;Charron and Harrison, 2005;Harrison et al, 2011). Recently, Rexeis and Hausberger (2009) predicted, using a detailed emission model for the Austrian fleet, that the percentage of PM nonexhaust of the total PM emissions will increase from about 50% between 2005 and 2010 up to some 80-90% by 2020. Hence in the European urban environment, where most Europeans live and spend their time, the contribution of nonexhaust in total exposure to urban road transport PM 10 emissions easily reaches 50% and is likely to grow.…”

Section: Emissionsmentioning

confidence: 99%

“…In Scandinavian countries, the contribution may be even up to 90% of PM 10 along roads in early spring (Johansson et al, 2007a). Since the trend is toward cleaner exhaust through the use of catalytic converters, diesel particulate filters (DPF) and improved fuels and engines, in the near future (if not already) nonexhaust particulates may exceed the exhaust PM in terms of emissions and may become dominant by 2020 (Rexeis and Hausberger, 2009).…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

The Policy Relevance of Wear Emissions from Road Transport, Now and in the Future—An International Workshop Report and Consensus Statement

Gon

Gerlofs-Nijland

Gehrig

et al. 2012

Journal of the Air & Waste Management Association

181

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Road transport emissions are a major contributor to ambient particulate matter concentrations and have been associated with adverse health effects. Therefore, these emissions are targeted through increasingly stringent European emission standards. These policies succeed in reducing exhaust emissions, but do not address "nonexhaust" emissions from brake wear, tire wear, road wear, and suspension in air of road dust.Is this a problem? To what extent do nonexhaust emissions contribute to ambient concentrations of PM 10 or PM 2.5 ? In the near future, wear emissions may dominate the remaining traffic-related PM 10 emissions in Europe, mostly due to the steep decrease in PM exhaust emissions. This underlines the need to determine the relevance of the wear emissions as a contribution to the existing ambient PM concentrations, and the need to assess the health risks related to wear particles, which has not yet received much attention. During a workshop in 2011, available knowledge was reported and evaluated so as to draw conclusions on the relevance of traffic-related wear emissions for air quality policy development. On the basis of available evidence, which is briefly presented in this paper, it was concluded that nonexhaust emissions and in particular suspension in air of road dust are major contributors to exceedances at street locations of the PM 10 air quality standards in various European cities. Furthermore, wear-related PM emissions that contain high concentrations of metals may (despite their limited contribution to the mass of nonexhaust emissions) cause significant health risks for the population, especially those living near intensely trafficked locations. To quantify the existing health risks, targeted research is required on wear emissions, their dispersion in urban areas, population exposure, and its effects on health. Such information will be crucial for environmental policymakers as an input for discussions on the need to develop control strategies.Implications: Road transport particulate matter (PM) emissions are associated with adverse health effects. Stringent policies succeed in reducing the exhaust PM emissions, but do not address "nonexhaust" emissions from brake wear, tire wear, road wear, and suspension in air of road dust. In the near future the nonexhaust emissions will dominate the road transport PM emissions. Based on the limited available evidence, it is argued that dedicated research is required on nonexhaust emissions and dispersion to urban areas from both an air quality and a public health perspective. The implicated message to regulators and policy makers is that road transport emissions continue to be an issue for health and air quality, despite the encouraging rapid decrease of tailpipe exhaust emissions.

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Section: Emissionsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

The Policy Relevance of Wear Emissions from Road Transport, Now and in the Future—An International Workshop Report and Consensus Statement

Gon

Gerlofs-Nijland

Gehrig

et al. 2012

Journal of the Air & Waste Management Association

181

View full text Add to dashboard Cite

show abstract

“…Assuming that by the year 2020 the PM10 emission from the internal combustion engines will decrease by 30-45 % but the other emission will remain the same, it should be expected that the resuspended dust emissions share will increase to about 80-90 % (with the current number of road vehicles assumed). In the case of an increase in the number of cars, the share of re-entrained road dust emissions will be even higher [22]. Thus, the actions aiming at the reduction of PM10 emissions into the air cannot be limited merely to the establishment of more restrictive PM10 emission standards from internal combustion engines, but should also involve decision making that would lead to radical decrease in the re-entrained road dust emissions by introducing more efficient and intensified road-cleaning techniques [23][24][25].…”

Section: Introductionmentioning

confidence: 99%

Re-entrained road dust PM10 emission from selected streets of Krakow and its impact on air quality

Bogacki

Mazur

Oleniacz

et al. 2018

E3S Web of Conferences

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Abstract. Scientific research studies conducted in various parts of the world confirm that PM10 concentrations in urban air depend to a great extent on the resuspension processes of the dust deposited on the road surface. The paper presents the results of the study related to the determination of the re-entrained PM10 emissions from four selected streets of Krakow (Southern Poland) together with the assessment of its impact on air quality. Examined streets are characterised by different traffic intensity (from 500 to over 20 000 vehicles per day) and individual vehicle structure. Dust material sampling and estimation of the PM10 emission were conducted according to the U.S. EPA methodology (AP 42 Fifth Edition). Two variants of sample collection were applied: from the road surface including the area at the curb (4 streets) and from the road surface alone (1 street). The estimates of resuspended road dust emission as well as the reference values derived from the U.S. EPA guidelines were used to assess the impact of this emission on the PM10 levels in the air at the location of one of the analysed streets. This assessment was conducted using the CALINE4 mathematical model. The study showed that the PM10 emissions from the re-entrained road dust can be responsible for up to 25 % in the winter and 50 % in the summer of the total PM10 concentrations in the air near the roads.

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“…The former includes carbon monoxide (CO), and the latter includes volatile organic compounds (VOCs) and nitrogen oxides (NO x ) which are precursors to the photochemical formation of ozone and PM [18]. Diesel vehicles have different emission characteristics than gasoline vehicles, e.g., NO x emission levels are higher for diesel vehicles [19].…”

Section: Ev Benefits Compared To CVmentioning

confidence: 99%

Migrating towards Using Electric Vehicles in Campus-Proposed Methods for Fleet Optimization

Yoon

Cherry

2018

Sustainability

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Managing a fleet efficiently to address demand within cost constraints is a challenge. Mismatched fleet size and demand can create suboptimal budget allocations and inconvenience users. To address this problem, many studies have been conducted around heterogeneous fleet optimization. That research has not included an examination of different vehicle types with travel distance constraints. This study focuses on optimizing the University of Tennessee (UT) motor pool which has a heterogeneous fleet that includes electric vehicles (EVs) with a travel distance and recharge time constraint. After assessing UT motor pool trip patterns as a case study, a queuing model was used to estimate the maximum number of each vehicle type needed to minimize the expected customer wait time to near zero. The break-even point is used for the optimization model to constrain the minimum number of years that electric vehicles should be operated under the no-subsidy assumption. The results show that the fleet has surplus vehicles. In addition to reducing the number of vehicles, total fleet costs could be minimized by using electric vehicles for all trips less than 100 miles. The models are flexible and can be applied and help fleet managers make decisions about fleet size and EV adoption.

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Trend of vehicle emission levels until 2020 – Prognosis based on current vehicle measurements and future emission legislation

Cited by 122 publications

References 3 publications

The Policy Relevance of Wear Emissions from Road Transport, Now and in the Future—An International Workshop Report and Consensus Statement

The Policy Relevance of Wear Emissions from Road Transport, Now and in the Future—An International Workshop Report and Consensus Statement

Re-entrained road dust PM10 emission from selected streets of Krakow and its impact on air quality

Migrating towards Using Electric Vehicles in Campus-Proposed Methods for Fleet Optimization

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