Abstract

The maritime transport sector is currently highly dependent on oil-based fuels. International regulations enforce tight limits regarding NOx emissions from the exhaust gases and maximum sulphur content in the fuel, enhancing the sector interest towards the development of cleaner alternative fuels. A transition to biomass-based liquid fuels is of interest as a common solution for reducing pollutant emissions and for CO2 emissions mitigation. In this paper, a case study on Sweden analyses the potential of methanol production, using gasification of woody residues from sawmills to cover domestic and international maritime energy demand. Methanol seems to be a promising alternative to heavy and light fossil oils as maritime fuel, and sawmills residues are an abundant resource in Sweden. The study considers the entire methanol production chain, starting by assessing the availability of sawmill by-products and ending with the energy demand of final users, identified as the Swedish ports. The analysis considers two scenarios until year 2035, assuming different share of energy demand covered by methanol. When considering the production and use of biofuels, the cost for transportation of the feedstock and the final product have a great impact on the final cost. An optimization model is used to locate the methanol production plants, so to minimize the cost of the production chain. Four possible plant sizes are considered, 100, 200, 300 and 400 MW of biomass fuel thermal input. The production plant is modelled to determine the material and energy streams involved in the process and to obtain the cost and efficiency of producing methanol at the synthesis plant. The results include the final methanol cost and an estimation of the CO2 emissions reduction potential from replacing oil fuels with methanol for the assumed scenarios. "p"QC 20200616

Abstract

The reduction of CO2 emissions and fuel consumption from road transportation constitutes an important pillar of the EU commitment for implementing the Kyoto Protocol. Efforts to monitor and limit CO2 emissions from vehicles can effectively be supported by the use of vehicle modelling tools. This paper presents the application of such a tool for predicting CO2 emissions of vehicles under different operating conditions and shows how the results from simulations can be used for supporting policy analysis and design aiming at further reductions of the CO2 emissions. For this purpose, the case of light duty goods (N1 category) vehicle CO2 emissions control measures adopted by the EU is analysed. In order to understand how certain design and operating aspects affect fuel consumption, a number of N1 vehicles were simulated with ADVISOR for various operating conditions and the numerical results were validated against chassis dynamometer tests. The model was then employed for analysing and evaluating the new EU legislative framework that addresses CO2 emissions from this vehicle class. The results of this analysis have shown the weaknesses of the current regulations and revealed new potential in CO2 emissions control. Finally the TREMOVE model was used for simulating a possible scenario for reducing CO2 emissions at fleet level. © 2006 Elsevier Ltd. All rights reserved. Chemicals / CAS: carbon dioxide, 124-38-9, 58561-67-4

Abstract

Does consideration of average speed distributions on roads-as compared to single mean speed-lead to different results in emission modelling of large road networks? To address this question, a post-processing method is developed to predict mean speed distributions using available traffic data from a dynamic macroscopic traffic model (Indy) that was run for an actual test network (Amsterdam). Two emission models are compared: a continuous (COPERT IV) and a discrete model (VERSIT+macro). Computations show that total network emissions of CO, HC, NOx, PM10 and CO2 are generally (but not always) increased after application of the mean speed distribution method up to +9%, and even up to +24% at sub-network level (urban, rural, motorway). Conventional computation methods thus appear to produce biased results (underestimation). The magnitude and direction of the effect is a function of emission model (type), shape of the composite emission factor curve and change in the joint distribution of (sub)-network VKT (vehicle kilometres travelled) and speed. Differences between the two emission models in predicted total network emissions are generally larger, which indicates that other issues (e.g., emission model validation, model choice) are more relevant. © 2007 Elsevier Ltd. All rights reserved.

Abstract

In this century, global on-road passenger vehicles raised rapidly with concerns regarding of air pollutions, greenhouse, climate change, economical and human life safety. However, what are the new vehicles emission standards implementation regulation involved? How can new emission regulation impact vehicle performance and environment pollution reductions? What is (Worldwide Harmonized Light Vehicle Test Procedure - WLTP)? How can (WLTP) regulation promote improvement to vehicle quality in reduction of emission to lower level possible and add more performance to the vehicles for open market? What is the real-world on-road (Real world Drive Emission- RDE) test new emission regulation and its demand? Why vehicle manufactures should present both emission level of laboratorial engine emission level and vehicle (RDE) emission level in EU? Presenting an accurate vehicle pollutant determination due to new EU regulation procedure of (WLTP) will help the consumer identifying the regulation cost fee and tax in registration the vehicle. Methodology based on comparative EU regulation assessment and (WLTP) regulation vehicle emission control technologies assessment. The paper focus on viewing, the potential of pollution regulation (WLTP) for vehicle emissions reductions. Provide an outline of the status of the EU vehicle pollution emission regulations information and identify priorities options and recommendations to the introduction of the (WLTP). Offering information gridline data for researchers in future study for the strict pollution regulation adopted by European countries and its impact on future academic study of vehicle emission experimental process in non-applicable countries, contribute the procedure process of (RDE) emission implementation test within (WLTP) to be familiar by researchers for future intended joining the regulation. © Published under licence by IOP Publishing Ltd. The author would like to thank University Putra Malaysia and Universiti Malaysia Pahang (www.ump.edu.my) for providing research facilities and grant. The study is supported by GP-IPS research grant from UPM with project code GP-IPS 9525100 and FRGS grant under MOE-UMP RDU160152.