Reduction Of Tailpipe Emissions Research Articles

Environmental and Economic Assessment of Batteries for Marine Applications: Case Study of All-Electric Fishing Vessels

The increasing global warming problem has pushed the community to implement emission reduction measures in almost every segment of human life. Since the major source of anthropogenic Greenhouse Gases (GHGs) is fossil fuel combustion, in the shipping sector, these measures are oriented toward a reduction in tailpipe emissions, where the replacement of traditional internal combustion marine engines with zero-carbon technologies offers the ultimate emission reduction results. According to the International Maritime Organization (IMO) GHG strategy, vessels involved in international shipping must achieve a minimum 50% reduction in their GHG emissions by 2050. However, this requirement does not extend to fishing vessels, which are significant consumers of fossil fuels. This paper deals with the full electrification of two types of fishing vessels (purse seiners and trawlers), wherein different Lithium-ion Batteries (LiBs) are considered. To investigate their environmental footprint and profitability, Life-Cycle Assessments (LCAs) and Life-Cycle Cost Assessments (LCCAs) are performed. The comparison of all-electric fishing vessels with existing diesel-powered ships highlighted the Lithium Iron Phosphate (LFP) battery as the most suitable alternative powering option regarding environmental and economic criteria.

99 The Relative Toxicity and Bioreactivity of Ambient Microplastic Pollution to Human Alveolar Lung Epithelial Cells with and Without Urban PM2.5

Abstract Plastic has unique properties with multiple applications. Microsized plastic fragments (0.1−1000µm; secondary microplastics) are generated throughout the lifespan of plastic materials; primary microplastics are manufactured. Microplastics are present in PM2.5. With increased use of electric cars and reduction in tail pipe emissions, the amount and proportion of microplastics in airborne PM2.5 could increase. We know little about the effects of microplastic inhalation on human health. Hypothesis: Inhaled plastic microparticles will have adverse effects on the respiratory epithelium, both independently and in combination with PM2.5. Two atmospheric plastics, polypropylene (PP) and polyamide (PA), were generated and characterized prior to study. They had a similar size distribution (1-3µm), polydispersity (PA: 0.9002; PP: 0.9037) and charge (PA: -9.66; PP: -5.79) in culture medium. Human alveolar epithelial type 1-like cells (TT1) were exposed for 24h to 1.25-80µg/ml of PP, PA, and PM2.5; viability fell after PA exposure to 10µg/ml (~10%), reaching ~30% at 80µg/ml (p<0.0001); only 40 and 80µg/ml of PP caused a 15 and 20% drop in viability, respectively (p<0.01). PM2.5 had no effect on viability. Although plastics had no effect on IL-6 or IL-8 release, PM2.5 stimulated release at 20-80µg/ml, reaching 10-fold (p<0.001) and 2.5-fold (p<0.05) for IL6 and IL8 respectively. Exposure to plastic/PM2.5 ratios from 0.0001:1 to 1:1 had no consistent effect. TEM suggests internalization of PA, PP and PM2.5 by TT1 cells. Thus, microplastics exhibit different responses (increased cell death) to PM2.5 (increased mediator production). The inconsistent response to particle mixtures is likely dependent upon the proportion of microplastics.

Heavy Multi-Articulated Vehicles with Electric and Hybrid Power Trains for Road Freight Activity: An Australian Context

The electrification of vehicles from the automotive and public transport industries can reduce harmful emissions if implemented correctly, but there is little evidence of whether the electrification of heavy freight transportation vehicles (HFTVs), such as multi-articulated vehicles, used in the freight industry could see the same benefits. This work studied heavy multi-articulated freight vehicles and developed a comparative analysis between electric and conventional diesel power trains to reduce their total emissions. Real-world drive cycle data were obtained from a heavy multi-articulated freight vehicle operating around Melbourne, Australia, with a gross combination mass (GCM) of up to 66,000 kg. Numerical models of the case study freight vehicle were then simulated with diesel, through-the-road parallel (TTRP) hybrid and electric power trains over the five different drive cycles with fuel and energy consumption results quantified. Battery weights were added on top of the real-world operating GCMs to assure the operational payload did not have to be reduced to accommodate the addition of electric power trains. The fuel and energy consumptions were then used to estimate the real-world emissions and compared. The results showed a positive reduction in tailpipe emissions, but total greenhouse emission was worse for operation in Melbourne if batteries were charged off the grid. However, if Melbourne can move towards more renewable energy and change its emission factor for generating electricity down to 0.49 kg CO2-e/kWh, a strong decarbonization could be possible for the Australian road freight industry and could help meet emission reduction targets set out in the 2015 Paris Agreement.

Impact of the COVID-19 lockdown on the chemical composition and sources of urban PM2.5

The lockdown measures caused by the COVID-19 pandemic substantially affected air quality in many cities through reduced emissions from a variety of sources, including traffic. The change in PM2.5 and its chemical composition in downtown Toronto, Canada, including organic/inorganic composition and trace metals, were examined by comparing with a pre-lockdown period and respective periods in the three previous years. During the COVID-19 lockdown, the average traffic volume reduced by 58%, whereas PM2.5 only decreased by 4% relative to the baselines. Major chemical components of PM2.5, such as organic aerosol and ammonium nitrate, showed significant seasonal changes between pre- and lockdown periods. The changes in local and regional PM2.5 sources were assessed using hourly chemical composition measurements of PM2.5. Major regional and secondary PM2.5 sources exhibited no clear reductions during the lockdown period compared to pre-lockdown and the previous years. However, cooking emissions substantially dropped by approximately 61% due to the restrictions imposed on local businesses (i.e., restaurants) during the lockdown, and then gradually increased throughout the recovery periods. The reduction in non-tailpipe emissions, characterized by road dust and brake/tire dust, ranged from 37% to 61%, consistent with the changes in traffic volume and meteorology across seasons in 2020. Tailpipe emissions dropped by approximately 54% and exhibited even larger reductions during morning rush hours. The reduction of tailpipe emissions was statistically associated with the reduced number of trucks, highlighting that a small fraction of trucks contributes disproportionally to tailpipe emissions. This study provides insight into the potential for local benefits to arise from traffic intervention in traffic-dominated urban areas and supports the development of targeted strategies and regulations to effectively reduce local air pollution.

Systematic Review on the Health Effects of Long-term Exposure to Nontailpipe Traffic Emissions

With reductions in tailpipe emissions of particulate matter, there is an increasing interest in public health impacts of non-tailpipe emissions, specifically tire and brake wear and road dust. Following its well-cited 2010 critical review, a new Health Effects Institute (HEI) expert panel is conducting a systematic review of the epidemiological literature on the health effects of long-term exposure to TRAP, including non-tailpipe emissions. The Panel is using a systematic approach to search the literature, assess study quality, summarize results, and reach conclusions about the body of evidence. They developed a review protocol and registered it in Prospero. An extensive search was conducted of literature published between January 1980 and July 2019. Selected health outcomes include all-cause and cause-specific mortality, respiratory effects, cardiovascular effects, diabetes, and birth outcomes. In addition, the Panel has developed an exposure framework to guide the selection and evaluation of epidemiological studies on TRAP. The review is now well underway, and preliminary results will be presented. After a broad search identifying 1100 studies potentially relevant to the broader review, the panel included 14 studies reporting both relevant health outcomes and epidemiological results for non-tailpipe pollutants. Effect estimates were reported for all-cause mortality (3 papers), circulatory mortality (1 paper), cardiovascular effects (2 papers), respiratory effects (3 papers), and neurodevelopment in children (2 papers). Ten of the papers evaluated effects of copper (Cu) and iron (Fe); others evaluated only Cu (2 papers) or non-exhaust PM2.5 mass (2 papers). Further evaluation of these papers will inform future research questions related to health effects of non-tailpipe emissions from motor vehicles.

Implication viability assessment of shift to electric vehicles for present power generation scenario of India

The rapid increase in population and urbanization has led to an enormous increase in the overall vehicular demand. In India, most vehicles run on conventional fuels producing harmful gases and particulate matter, causing an adverse effect on the human health & environment. Most urban cities in India are witnessing a rapid increase in the level of urban air pollution, which can be largely attributed to the continuous surge in the number of on-road vehicles. According to a KPMG report, it is estimated that by 2030 there will be a 100% incremental adoption of electric vehicles which will lead to the minimization of the pollution level generated from the conventional cars. However, in India, 57.3% of electricity is produced through coal thermal power plant. It cannot be denied that coal leaves behind harmful by-products upon combustion. The emissions from the coal power plants in India increased from 901.7 g CO2/kWh in 2005 to 926 g CO2/kWh in 2012. This is much higher than global averages in the same period, which were 542 g and 533 g CO2/kWh, respectively. The increase in the number of electric vehicles is likely to increase the demand for electricity, which may result in a rise in emissions from thermal power plants, thus offsetting the reductions in tailpipe emissions. This study deals with assessing the impact of shifting the fleet from internal combustion engine vehicles (ICEVs) to electric vehicles (EV) on power generation sources, i.e., coal power plants, and its impact on the environment in India. The implication viability of electric vehicle over internal combustion engine vehicle has been assessed with exergy analysis, taking into account the total emissions involved from well to wheel. In the current power generation scenario of India, a comparative analysis of direct and indirect emissions from internal combustion engine vehicles and electric vehicles (powered with coal power generation) shows that electric vehicles emit less CO2 and CO, whereas SO2 and Oxides of nitrogen (NOx) emisions (indirectly from the thermal power plant), are higher.

Emissions from Combustion of Second-Generation Biodiesel Produced from Seeds of Date Palm Fruit (Phoenix dactylifera L.)

Transportation is a vital necessity without which the entire world would come to a standstill. The fossil fuels used to power transportation are consumed at rates of approximately 100,000 times their rate of natural formation, and their consumption subjects the human environment and ecosystem to significant damage. As substitutes for fossil-based diesel, second-generation biodiesels can eliminate many of the challenges concerning first-generation biodiesels in terms of their high cost and the food versus fuel debate. The seeds of the date palm tree have significant oil content and are a promising prospective energy source. This study investigated the potential environmental benefits of this biofuel in terms of diesel tailpipe emission reduction. The various blends of palm date biodiesel were produced and matched to fuel standard requirements, resulting in four standard-compatible blends that were tested in a diesel engine at varying operating conditions for speed and load. Although the biodiesel emissions had lower concentrations of CO2, CO, and HC relative to fossil diesel, higher concentrations of NOx were detected. The results suggest that date-seed biodiesel could become a sustainable energy source for the transport sector, although further technical and economic investigations will be required before its wide deployment.

Comprehensive evaluation of the life cycle of liquid and solid fuels derived from recycled coffee waste

In this study, the potential advantages of fuels derived from coffee waste were evaluated and quantified over the entire life cycle. Life cycle evaluation is important for achieving robust understanding because it covers the entire sequence of stages of fuel production and utilization. Coffee waste collection and transport, oil extraction, and biodiesel production and transport are the stages covered under the first life phase, called “well-to-pump.” Extensive engine tests were also conducted to assess the second life phase, “pump-to-wheel.” Environmental, economic, energetic, and technical criteria were encapsulated within the frame of each phase, and various evaluation tools that fit each life stage were adopted. The results showed that coffee biodiesel contributes to an 80.5% reduction in CO2 emissions compared with the hydrocarbon diesel during its life cycle. Moreover, the conversion efficiency of the raw material energy to fuel energy in the case of coffee biodiesel was 10% higher than that of the petro-diesel. An energy amount of 3.45 MJ is associated with coffee biodiesel for each 1 MJ consumed in its life cycle. The economic viability of coffee biodiesel was found to be very sensitive to the price of the coffee solid fuel (biomass pellets). The entire project is feasible only when the price of pellets is 40% of that of wood pellets or higher. Substantial reduction of tailpipe emissions was attained for CO, CO2, and HC, with 45.3%, 5.7%, and 23.6% reductions, respectively, for B20. Reductions of 10.3% and 7.5% were observed in the brake thermal efficiency and brake power, respectively. Thus, coffee biodiesel has significant advantages and potential, and its technological development merits further research.

Assessing the Contribution of Noise to the Association between Traffic-Related Air Pollution and Children's Respiratory Health

Traffic emissions are comprised of a complex mixture of components including tailpipe emissions, non-tailpipe emissions, and noise. While regulations have resulted in drastic reductions in tailpipe emissions, growing vehicle fleets and miles traveled have contributed to increased noise and non-tailpipe emissions such as brake wear, tire wear, and associated resuspended road dust. It is critical to assess effects of these lesser-studied non-tailpipe exposures particularly of noise, which can amplify the detrimental health effects associated with near-roadway exposure.Exposures to traffic noise, estimated from the Federal Highway Administration Traffic Noise Model (TNM), and NOx, estimated from a line-dispersion model, were spatially linked to the residential locations of children in the Southern California Children’s Health Study. Lung function and asthma status were assessed for 1,397 children, and additional personal characteristics were recorded. Generalized additive mixed effects models were fit to assess the marginal and joint associations between NOx, noise and respiratory outcomes.In an adjusted model we found a 14.5 mL (95 % CI: -40.0, 11.0 mL) decrease in forced vital capacity (FVC) per interquartile range (13.6 ppb) increase in NOx that was strengthened to a statistically significant 34.6 mL decrease (95% CI: -66.3, -2.78 mL) after adjusting for a non-linear function of noise. The associations with FEV showed a similar result.Without taking noise into account we would have drastically underestimated the detrimental effects of exposure to traffic-related pollution, indicating the importance of jointly assessing multiple traffic-related pollutants. Further contributions of noise measured at intersections, as well as other important factors including particulate matter metals and neighborhood greenspace, enhanced our assessment of the full effects this multipollutant mixture on respiratory outcomes in a children.

Experimental exploration on NO x diminution by the combined effect of antioxidant additives with SCR in a diesel engine powered by neem biodiesel

ABSTRACT The use of biodiesel in diesel engines leads to the reduction of tail pipe emissions; But, several researchers portray that the use of biodiesel produces more NOx pollution than diesel-fuelled engines, which is an hindrance for the scope of biodiesel usage. In this work, an experimental investigation of the combined effect of antioxidant additive added in the fuel as a fuel modification technique and SCR (selective catalytic reduction) as after a treatment technique on NO x reduction in a neem biodiesel-powered compression ignition engine has been conducted. Results show that the antioxidant additive combined with the SCR technique reduces the NO x emission significantly by 82% and there was a slight increase in UBHC and CO emission due to the addition of oxidation-suppressing additives with neem biodiesel and aqueous urea solution injection at the exhaust without a major drop in BTE and fuel consumption.

Highly integrated exhaust aftertreatment systems in heavy-duty applications

The application of highly integrated exhaust aftertreatment systems like SCR-coated Diesel Particulate Filters (SDPF) allows both a reduction of required package space and functional advantages [1] like a further reduction of tailpipe emissions compared to conventional systems. In particular for engine cold start, earlier AdBlue/DEF dosing and thus reduced tailpipe emissions can be achieved by improving system heat-up through bringing SCR functionality further upstream within the exhaust aftertreatment system [2].

Energy Consumption and Tailpipe Emission Reductions by Personalized Control of Connected Vehicles

This article demonstrates several approaches to the vehicle energy consumption and tailpipe emission reduction opportunities. The article leverages the vehicle storage dynamics through smart and personalized optimization and control approaches in the context of connected vehicles. Recent advances in vehicle connectivity and automation have brought unprecedented information richness and new degrees of freedom that can be synergized with insightful understanding of vehicle powertrain and aftertreatment physical systems. Vehicle automation also provides new degrees of freedom that can be further leveraged by the vehicle control systems to improve vehicle energy efficiency and reduce tailpipe emissions. While vehicle automation levels probably will keep increasing, humans will still be involved in vehicle operations at various levels for the foreseeable future. The prediction of future vehicle’s power demand based on vehicle connectivity can significantly benefit tailpipe emission reductions and fuel economy.

From emission to immission: the way to pertinent evaluation of transport-related health and environmental impacts

This contribution focusses on emission/immission contribution assessment of road transport to global pollution source apportionment. The recent evolution in this domain show the impressive reduction of tailpipe emissions when brake and tyre wear PM emissions become the major source of recent powertrains. Inside vehicle immissions have been assessed using a vehicle inserted in the traffic as a ‘mobile laboratory’. These immissions may represent the major part of the daily personal space-time exposure budget to air pollution. As an example, each hour spent in a car cabin may represent to a 1 hour exposure above the WHO recommendation limits for both PM and NO2. Time course evolution of car cabin immissions shows an important reduction of PM exposure thanks to the Euro5 regulation which made mandatory the use of particulate filters on light duty diesel-powered vehicles. In the meantime, recent toxicological studies demonstrate the impressive reduction of genotoxity, carcinogenicity, and pro-inflammatory potentials of post Euro5 diesel-vehicle emissions. As a conclusion, the impressive reduction of post Euro5 diesel-vehicle tailpipe emissions leads to a reduction of traffic-related pollutant immissions which will further improve with the expected growing of Euro6 complying vehicles in the forthcoming years.

Plug-In Electric Vehicles in California

California's emissions reduction goals for criteria air pollutants (CAPs) and greenhouse gases (GHGs) have encouraged policies that support plug-in electric vehicles (PEVs). This paper explores current and planned policies that promote PEVs, potential emissions benefits from PEV adoption in California by 2020, and future policy directions. The reviewed policies include the zero-emission vehicle regulations, the low-carbon fuel standard, and the clean car standards, which all require GHG reductions. Policies prompted by the California Public Utilities Commission Alternative-Fueled Vehicle Rulemaking decision and existing and planned PEV incentive programs are among the forthcoming and expected policies that are discussed. An analysis was conducted to estimate and to value GHG and CAP emissions reductions from PEVs in California by 2020. Results of this analysis show that the reduction in tailpipe emissions dominate any added power plant emissions and value the benefits at $750 to $1,500 per vehicle in an expected PEV penetration scenario (where PEVs are predominantly plug-in hybrid vehicles) and $1,000 to $2,500 per vehicle in an aggressive penetration scenario (in which battery electric vehicles comprise one-third of all PEVs). The assignment of monetary value to benefits provided a basis for justifying future PEV subsidy programs. The policy review and emissions analysis set the stage for a discussion of California's PEV-related policy outlook, including possible policy directions that would coordinate PEV-related programs, distinguish electric fuel from electricity used for other purposes, and provide stable, long-term incentives for PEV deployment.

Effect of Engine Operating Conditions and Lubricant Rheology on the Distribution of Losses in an Internal Combustion Engine

With new legislation coming into place for the reduction in tail-pipe emissions, the OEMs are in constant pressure to meet these demands and have invested heavily in the development of new technologies. OEMs have asked lubricant and additive companies to contribute in meeting these new challenges by developing new products to improve fuel economy and reduce emissions. Modern low viscosity lubricants with new chemistries have been developed to improve fuel consumption. However, more work is needed to formulate compatible lubricants for new materials and engine technologies. In the field of internal combustion engines, researchers and scientists are working constantly on new technologies such as downsized engines, homogeneous charge compression ignition, the use of biofuel, new engine component materials, etc., to improve vehicle performance and emissions. Mathematical models are widely used in the automotive and lubricants industry to understand and study the effect of different lubricants and engine component materials on engine performance. Engine tests are carried out to evaluate lubricants under realistic conditions but they are expensive and time consuming. Therefore, bench tests are used to screen potential lubricant formulations so that only the most promising formulations go forward for engine testing. This reduces the expense dramatically. Engine tests do give a better picture of the lubricants performance but it does lack detailed tribological understanding as crankcase oil has to lubricant all parts of the engines, which do operate under different tribological conditions. Oil in an engine experiences all modes of lubrication regimes from boundary to hydrodynamic. The three main tribological components responsible for the frictional losses in an engine are the piston assembly, valve train, and bearings. There are two main types of frictional losses associated with these parts: shear loss and metal to metal friction. Thick oil in an engine will reduce the boundary friction but will increase shear losses whereas thin oil will reduce shear friction but will increase boundary friction and wear. This paper describes how engine operating conditions affect the distribution of power loss at component level. This study was carried out under realistic fired conditions using a single cylinder Ricardo Hydra gasoline engine. Piston assembly friction was measured using indicated mean effective pressure method and the valve train friction was measured using specially designed camshaft pulleys. Total engine friction was measured using pressure-volume diagram and brake torque measurements, whereas engine bearing friction was measured indirectly by subtracting the components from total engine friction. The tests were carried out under fired conditions and have shown changes in the distribution of component frictional losses at various engine speeds, lubricant temperatures, and type of lubricants. It was revealed that under certain engine operating conditions the difference in total engine friction loss was found to be small but major changes in the contribution at component level were observed.

Characterization of Real-World Activity, Fuel Use, and Emissions for Selected Motor Graders Fueled with Petroleum Diesel and B20 Biodiesel

Motor graders are a common type of nonroad vehicle used in many road construction and maintenance applications. In-use activity, fuel use, and emissions were measured for six selected motor graders using a portable emission measurement system. Each motor grader was tested with petroleum diesel and B20 biodiesel. Duty cycles were quantified in terms of the empirical cumulative distribution function of manifold absolute pressure (MAP), which is an indicator of engine load. The motor graders were operated under normal duty cycles for road maintenance and repair at various locations in Wake and Nash Counties in North Carolina. Approximately 3 hr of quality-assured, second-by-second data were obtained during each test. An empirical modal-based model of vehicle fuel use and emissions was developed, based on stratifying the data with respect to ranges of normalized MAP, to enable comparisons between duty cycles, motor graders, and fuels. Time-based emission factors were found to increase monotonically with MAP. Fuel-based emission factors were mainly sensitive to differences between idle and non-idle engine operation. Cycle average emission factors were estimated for road “resurfacing”, “roading,” and “shouldering” activities. On average, the use of B20 instead of petroleum diesel leads to a negligible decrease of 1.6% in nitric oxide emission rate, and decreases of 19– 22% in emission rates of carbon monoxide, hydrocarbons, and particulate matter. Emission rates decrease significantly when comparing newer engine tier vehicles to older ones. Significant reductions in tailpipe emissions accrue especially from the use of B20 and adoption of newer vehicles.

Biodiesel fuel processor for APU applications

Abstract Tail pipe emission reduction, increased use of renewable fuels and efficient supply of auxiliary power for road vehicles using fuel cells have been the main drivers of the European project BIOFEAT (biodiesel fuel processor for a fuel cell auxiliary power unit for a vehicle). Within the project a biodiesel fuelled heat integrated fuel processor for 10 kW e capacity has been designed and constructed. Demonstration tests showed a high quality reformate with less than 10 ppm of CO and a gross efficiency of 87%.

Technical paths to emission regulation compliance of commercial vehicles in the next decade based upon solutions for EPA 2007 and EU V

During the past years significant regulatory reductions of allowable diesel particulate (“PM”) and Nitrogen oxides (“NOx”) emissions have been enacted worldwide. The regionally diverse regulatory requirements have led to different emissions control solutions in Europe (predominantly SCR systems), Japan and USA (predominantly DPF systems). Within Europe, different manufacturers are also using systems with diesel oxidation catalyst (DOC) or open or so-called partial flow filters tailpipe emission reduction. An overview by Corning Incorporated.

Control, Computing and Communications: Technologies for the Twenty-First Century Model T

In the early twentieth century, the Model T Ford defined the desirable, affordable automobile, enabled by new technologies in mechanics, materials, and manufacturing. Control, computing, communications, and the underlying software are the technologies that will shape the personal mobility experience of the twenty-first century. While the Model T was self-contained, the external reach of wireless communication technologies will define the boundaries of the twenty-first century automobile, which will be only one component in a large intelligent transportation infrastructure. This paper reviews advances in control for safety, fuel economy and reduction of tailpipe emissions, and new directions in computing, communication and software, including the interaction of the automobile with consumer electronic devices and the intelligent transportation infrastructure

Automotive Emissions in Developing Countries: Traffic Management and Technological Control Measures

Urbanization in developing countries is causing an increase in roadside air pollution, which is associated with adverse environmental impacts. Such impacts are most prevalent in densely overpopulated urban centers, creating the need for mitigation strategies. In developed countries, traffic and environmental policy planners are relying on stringent regulations, advanced tailpipe emission-reduction technologies, and complex traffic control measures (such as high-occupancy vehicles restricted lanes, bus-dedicated lanes, park-and-ride facilities, dynamic traffic light signalization, and hot-spot management) to mitigate excess automotive emissions. In contrast, developing countries may require only conventional or traditional traffic control measures (such as truck rerouting, car pooling, and promoting mass transit) along with affordable simple technological solutions to reduce automotive emissions to acceptable levels, at least in the short term, because of differences in traffic fleet characteristics and tr...