Experimental-analytical investigation to estimate an emission inventory from road transport sector

2014 ◽  
pp. 151-160 ◽  
Keyword(s):  
Emission Inventory ◽  
Road Transport ◽  
Analytical Investigation ◽  
Transport Sector

Emission inventory for the road transport sector in Sardinia (Italy)

2007 ◽  
Vol 41 (4) ◽  
pp. 677-691 ◽  
Author(s):  
R. Bellasio ◽  
R. Bianconi ◽  
G. Corda ◽  
P. Cucca
Keyword(s):  
Emission Inventory ◽  
Road Transport ◽  
Transport Sector ◽  
The Road

scholarly journals Composition of gaseous organic carbon during ECOCEM in Beirut, Lebanon: new observational constraints for VOC anthropogenic emission evaluation in the Middle East

2016 ◽  
Author(s):  
Thérèse Salameh ◽  
Agnès Borbon ◽  
Charbel Afif ◽  
Stéphane Sauvage ◽  
Thierry Leonardis ◽  
...  
Keyword(s):  
Emission Inventory ◽  
Eastern Mediterranean ◽  
Near Field ◽  
Middle Eastern ◽  
Field Measurements ◽  
Road Transport ◽  
Transport Sector ◽  
Emission Inventories ◽  
The Road ◽  
Global Emission

Abstract. The relative importance of Eastern Mediterranean emissions is suspected to be largely underestimated compared to other regions worldwide. Here we use detailed speciated measurements of VOCs (volatile organic compounds) to evaluate the spatial heterogeneity of VOC urban emission composition and the consistency of regional and global emission inventories downscaled to Lebanon (EMEP, ACCMIP, and MACCity). The assessment was conducted through the comparison of the emission ratios extracted from the emission inventories to the ones obtained from the hourly observations collected at a sub-urban site in Beirut, Lebanon during summertime and wintertime ECOCEM campaigns. The observed ERs were calculated by two independent methods. ER values from both methods agree very well (difference up to 10 %) and are comparable to the ones of the road transport sector from near-field measurements for more than 80 % of the species. There is no significant seasonality in ER for more than 90 % of the species unlike the seasonality usually observed in other cities worldwide. Regardless of the season, ERs agree within a factor of 2 between Beirut and other representative worldwide cities except for the unburned fuel fraction and ethane. ERs of aromatics (benzene excepted) are higher in Beirut compared to northern post-industrialized countries and even the Middle Eastern city Mecca. The comparison of the observed ER relative to CO and to acetylene as well as the ratios of every NMVOC to each of the other NMVOCs (NMVOCi) to the ones extracted from ACCMIP and MACCity global emission inventories suggests that the overall speciation of anthropogenic sources for major hydrocarbons that act as ozone and SOA precursors in ACCMIP is reasonably represented. The comparison of the specific road transport ER relative to acetylene derived from near-field measurements to ER from ACCMIP and EMEP emission inventories for road transport sector showed that ER from the road transport sector are usually consistent within a factor of 2 with the regional emission inventory EMEP while xylenes and toluene are underestimated over a factor of 2 by ACCMIP. The observed heterogeneity of anthropogenic VOC emission composition between Middle Eastern cities can be significant for reactive VOC but is not depicted by global emission inventories. This suggests that systematic and detailed measurements are needed in the Eastern Mediterranean Basin in order to better constrain emission inventory.

scholarly journals Source apportionment vs. emission inventories of non-methane hydrocarbons (NMHC) in an urban area of the Middle East: local and global perspectives

2015 ◽  
Vol 15 (19) ◽  
pp. 26795-26837 ◽  
Author(s):  
T. Salameh ◽  
S. Sauvage ◽  
C. Afif ◽  
A. Borbon ◽  
N. Locoge
Keyword(s):  
Middle East ◽  
Emission Inventory ◽  
Road Transport ◽  
Global Perspective ◽  
Urban Site ◽  
Transport Sector ◽  
Emission Inventories ◽  
Mobile Source ◽  
Source Profiles ◽  
Gasoline Evaporation

Abstract. We applied the Positive Matrix Factorization model to two large datasets collected during two intensive measurement campaigns (summer 2011 and winter 2012) at a sub-urban site in Beirut, Lebanon, in order to identify NMHC sources and quantify their contribution to ambient levels. Six factors were identified in winter and five factors in summer. PMF-resolved source profiles were consistent with source profiles established by near-field measurements. The major sources were traffic-related emissions (combustion and gasoline evaporation) in winter and in summer accounting for 51 and 74 wt % respectively in agreement with the national emission inventory. The gasoline evaporation related to traffic source had a significant contribution regardless of the season (22 wt % in winter and 30 wt % in summer). The NMHC emissions from road transport are estimated from observations and PMF results, and compared to local and global emission inventories. The national road transport inventory shows lowest emissions than the ones from PMF but with a reasonable difference lower than 50 %. Global inventories show higher discrepancies with lower emissions up to a factor of 10 for the transportation sector. When combining emission inventory to our results, there is a strong evidence that control measures in Lebanon should be targeted on mitigating the NMHC emissions from the traffic-related sources. From a global perspective, an assessment of VOC anthropogenic emission inventories for the Middle East region as a whole seems necessary as these emissions could be much higher than expected at least from the road transport sector. Highlights: – PMF model was applied to identify major NMHC sources and their seasonal variation. – Gasoline evaporation accounts for more than 40 % both in winter and in summer. – NMHC urban emissions are dominated by traffic related sources in both seasons. – Agreement with the emission inventory regarding the relative contribution of the on-road mobile source but disagreement in terms of emission quantities suggesting an underestimation of the inventories.

scholarly journals Source apportionment vs. emission inventories of non-methane hydrocarbons (NMHC) in an urban area of the Middle East: local and global perspectives

2016 ◽  
Vol 16 (5) ◽  
pp. 3595-3607 ◽  
Author(s):  
Thérèse Salameh ◽  
Stéphane Sauvage ◽  
Charbel Afif ◽  
Agnès Borbon ◽  
Nadine Locoge
Keyword(s):  
Middle East ◽  
Emission Inventory ◽  
Road Transport ◽  
Control Measures ◽  
Global Perspective ◽  
Urban Site ◽  
Transport Sector ◽  
Emission Inventories ◽  
Source Profiles ◽  
Gasoline Evaporation

Abstract. We applied the positive matrix factorization model to two large data sets collected during two intensive measurement campaigns (summer 2011 and winter 2012) at a sub-urban site in Beirut, Lebanon, in order to identify NMHC (non-methane hydrocarbons) sources and quantify their contribution to ambient levels. Six factors were identified in winter and five factors in summer. PMF-resolved source profiles were consistent with source profiles established by near-field measurements. The major sources were traffic-related emissions (combustion and gasoline evaporation) in winter and in summer accounting for 51 and 74 wt %, respectively, in agreement with the national emission inventory. The gasoline evaporation related to traffic source had a significant contribution regardless of the season (22 wt % in winter and 30 wt % in summer). The NMHC emissions from road transport are estimated from observations and PMF results, and compared to local and global emission inventories. The PMF analysis finds reasonable differences on emission rates, of 20–39 % higher than the national road transport inventory. However, global inventories (ACCMIP, EDGAR, MACCity) underestimate the emissions up to a factor of 10 for the transportation sector. When combining emission inventory to our results, there is strong evidence that control measures in Lebanon should be targeted on mitigating the NMHC emissions from the traffic-related sources. From a global perspective, an assessment of VOC (volatile organic compounds) anthropogenic emission inventories for the Middle East region as a whole seems necessary as these emissions could be much higher than expected at least from the road transport sector.

Autonomous vehicles and freight traffic: towards better efficiency of road, rail or urban logistics?

2018 ◽  
Vol 58 (1) ◽  
pp. 41-52 ◽  
Author(s):  
Péter Bucsky
Keyword(s):  
Autonomous Vehicles ◽  
Road Transport ◽  
Transport Sector ◽  
Future Directions ◽  
Car Industry ◽  
Level Of Automation ◽  
Current State ◽  
Freight Traffic ◽  
Levels Of Automation ◽  
Private Car

Abstract The freight transport sector is a low profit and high competition business and therefore has less ability to invest in research and development in the field of autonomous vehicles (AV) than the private car industry. There are already different levels of automation technologies in the transport industry, but most of these are serving niche demands and answers have yet to be found about whether it would be worthwhile to industrialise these technologies. New innovations from different fields are constantly changing the freight traffic industry but these are less disruptive than on other markets. The aim of this article is to show the current state of development of freight traffic with regards to AVs and analyse which future directions of development might be viable. The level of automation is very different in the case of different transport modes and most probably the technology will favour road transport over other, less environmentally harmful traffic modes.

scholarly journals Future Power Train Solutions for Long-Haul Trucks

2021 ◽  
Vol 13 (4) ◽  
pp. 2225
Author(s):  
Ralf Peters ◽  
Janos Lucian Breuer ◽  
Maximilian Decker ◽  
Thomas Grube ◽  
Martin Robinius ◽  
...  
Keyword(s):  
Fuel Cells ◽  
Co2 Emissions ◽  
Value Chain ◽  
Large Scale ◽  
New Technology ◽  
Co2 Reduction ◽  
Road Transport ◽  
Transport Sector ◽  
Long Distance ◽  
Production Of Hydrogen

Achieving the CO2 reduction targets for 2050 requires extensive measures being undertaken in all sectors. In contrast to energy generation, the transport sector has not yet been able to achieve a substantive reduction in CO2 emissions. Measures for the ever more pressing reduction in CO2 emissions from transportation include the increased use of electric vehicles powered by batteries or fuel cells. The use of fuel cells requires the production of hydrogen and the establishment of a corresponding hydrogen production system and associated infrastructure. Synthetic fuels made using carbon dioxide and sustainably-produced hydrogen can be used in the existing infrastructure and will reach the extant vehicle fleet in the medium term. All three options require a major expansion of the generation capacities for renewable electricity. Moreover, various options for road freight transport with light duty vehicles (LDVs) and heavy duty vehicles (HDVs) are analyzed and compared. In addition to efficiency throughout the entire value chain, well-to-wheel efficiency and also other aspects play an important role in this comparison. These include: (a) the possibility of large-scale energy storage in the sense of so-called ‘sector coupling’, which is offered only by hydrogen and synthetic energy sources; (b) the use of the existing fueling station infrastructure and the applicability of the new technology on the existing fleet; (c) fulfilling the power and range requirements of the long-distance road transport.

scholarly journals A Comparative Study of Biofuels and Fischer–Tropsch Diesel Blends on the Engine Combustion Performance for Reducing Exhaust Gaseous and Particulate Emissions

Energies ◽  
2021 ◽  
Vol 14 (6) ◽  
pp. 1538
Author(s):  
Felipe Andrade Torres ◽  
Omid Doustdar ◽  
Jose Martin Herreros ◽  
Runzhao Li ◽  
Robert Poku ◽  
...  
Keyword(s):  
Diesel Fuel ◽  
Alternative Fuels ◽  
Internal Combustion Engines ◽  
Road Transport ◽  
Oxidation Catalyst ◽  
Transport Sector ◽  
Particulate Emissions ◽  
Gaseous Emissions ◽  
Fischer Tropsch ◽  
Engine Combustion

The worldwide consumption of fossil hydrocarbons in the road transport sector in 2020 corresponded to roughly half of the overall consumption. However, biofuels have been discreetly contributing to mitigate gaseous emissions and participating in sustainable development, and thus leading to the extending of the commercial utilization of internal combustion engines. In this scenario, the present work aims at exploring the effects of alternative fuels containing a blend of 15% ethanol and 35% biodiesel with a 50% fossil diesel (E15D50B35) or 50% Fischer–Tropsch (F-T) diesel (E15FTD50B35) on the engine combustion, exhaust emissions (CO, HC, and NOx), particulate emissions characteristics as well as the performance of an aftertreatment system of a common rail diesel engine. It was found that one of the blends (E15FTD50B35) showed more than 30% reduction in PM concentration number, more than 25% reduction in mean particle size, and more than 85% reduction in total PM mass with respect to conventional diesel fuel. Additionally, it was found that the E15FTD50B35 blend reduces gaseous emissions of total hydrocarbons (THC) by more than 25% and NO by 3.8%. The oxidation catalyst was effective in carbonaceous emissions reduction, despite the catalyst light-off being slightly delayed in comparison to diesel fuel blends.

Sign in / Sign up

Export Citation Format

Share Document