Sustainability Assessment of Road Transport Technologies

A number of propulsion technologies are assessed in this report regarding their potential to improve the road transport sustainability. These technologies are distinguished into internal combustion, hybrid, and electric vehicle propulsion systems. Each category is further distinguished into more technologies, which are expected to appear in variable degrees as road transport propulsion systems. All technologies have been evaluated following a structured group of criteria. These criteria are assumed to offer a holistic view of the sustainability of each technology. All technologies have been evaluated in an unbiased manner using information from published studies, and engineering assessments where information has not been available. Key technological characteristics for each propulsion system are described. Also, their applicability to different vehicle types (power-two-wheelers, passenger cars, light commercial vehicles, busses, and heavy duty trucks) is assessed based on the cost, space requirements and performance of each technology. Biofuelling possibilities, using first and second generation biofuels, are considered an asset and the potential of each technology is examined.JRC.F.8-Sustainable Transpor

Publicly funded research, development and demonstration projects on electric and plug-in vehicles in Europe - update

The previous report on the publicly funded research and development and demonstration projects included ongoing and recently concluded projects with the information available in 2011-2012. The aim of the current work was to update the collection of the on-going or recently concluded research, development and demonstration projects on electric and plug-in hybrid vehicles, which received EU and national public funding with the total budget of more than 500000 Euro, in order to update the EV-Radar tool with new projects. Altogether 158 R&D and demonstration projects have been found and analysed in this report from EU member states and EFTA countries.JRC.F.6-Energy Technology Policy Outloo

Electric vehicles in the EU from 2010 to 2014 - is full scale commercialisation near?

As a means of reducing the climate impact of transport as well as local air pollution, electrification of the road vehicle fleet is a much-discussed option. In the past years, many electric vehicle models have been introduced to the EU market. On the basis of the monitoring databases for the implementation of Regulation EC No 443/2009 and Regulation EU No 510/2011 we have analysed EV deployment in the EU in the past five years. We find that since 2010 the deployment of EV in the EU has gained momentum. The number of models offered as well as the size segment coverage of EV passenger cars has increased significantly from 2010 to 2014. The number of registrations and also the EV share, albeit still small compared to the total vehicle market, has increased steadily in the EU. This trend continued in the first half of 2015. The demand for EV has been fostered by various incentive schemes in different EU member states (MS). The numbers of EV registrations and market shares in the MS align well with the level of financial support for EV buyers. This seems to indicate that policies remain to be needed in order to overcome market barriers for the EV deployment at this moment in time. When comparing EV deployment in Europe to other regions of the world, we find that EV market shares in Europe are more or less on par with those in the US and Japan. From an industrial policy perspective, it is encouraging that the share of EV manufactured in the EU has increased from roughly 30% in 2011 to approximately 65% in 2014. As an overall conclusion we can state that indeed the EU seems to currently witness a transition from testing and experimenting with EV towards full scale EV commercialisation. Nevertheless, the beginning market deployment is still dependent on support policies and vulnerable to changes in support. For the coming years it will be important to accompany the EV market deployment with carefully designed policy measures that should gradually be phased out when EV become a mainstream option.JRC.F.8-Sustainable Transpor

Preparation of a Spatialised Emission Inventory as Input for Modelling

A collaborative research project between the European Commission¿s Joint Research Center and the Lombardy Region, both located in Northern Italy, aims to identify the best pollution reduction strategies in this area and to set a framework solving such complex problem for whichever area in Europe. Advanced numerical air quality models (AQMs) have become an essential tool for analyzing the effect of the implementation of pollutant emission abatement strategies and for the integrated assessment modeling. Spatialized emission inventories compatible with the requirement of Eulerian chemical transport model (CTM) represent one of the most crucial issues for performing reliable air quality simulations. Therefore a spatialized atmospheric emission inventory concerning major pollutants (CO, NOx, SO2, CH4, PM10, PM2.5, NH3 and VOC) was elaborated for all regions of Northern Italy putting together information collected from the institutions in charge of emission inventories at regional and national scale. This paper will address the methodology, the steps followed and the difficulties encountered to prepare a high quality spatialized emission inventory as input to AQMs. In the case presented here, the major challenge was to include, as much as possible, bottom-up emissions information elaborated by the regional authorities. All the problems of data collection, homogenization and merge had to be faced, considering that each of the 10 Regions in Northern Italy is in charge of its own air quality plan and emission inventory. For the area of interest (570x390 km2) emission data, coming both from the regional and the Italian national emission inventories, were put together and consolidated. For the countries outside Italy, the European emission inventory (EMEP) was used. In general, two kinds of emissions data sets with different aggregation level were acquired and merged as input to the spatialized emission inventory of Northern Italy: - INEMAR (INventario EMissioni ARia) ¿ a database created for an implementation of high-quality regional emission inventory estimating the emissions of several pollutants at municipal level mainly with a bottom-up approach. INEMAR is currently used by most of the regions in Northern Italy. - Italian national emission inventory ¿ a database that collects and calculates all the emissions at national level and provides an estimation at provincial level applying a top-down disaggregation. Priority was given to the INEMAR emissions data at municipal level where available (i.e. fully completed for three of the Northern Italian regions and partially completed for the other regions). The rest of the data were covered by the use of the national emission inventory at provincial level, which was further disaggregated at municipal level using various proxies. The resulting emission inventory has then been spatialized on a 3x3 km grid.JRC.H.4-Transport and air qualit

2D Particle Transport in a Full Dilution Tunnel of Diesel Vehicle Emissions

Current EU legislation establishes particulate-mass emission limits for diesel vehicles, but limits on particle number emissions are also under consideration due to concerns about the adverse health effects of fine particles. We study the turbulent transport of light-duty diesel exhaust particles in a standard emission facility.JRC.H.4-Transport and air qualit

Development and review of Euro 5 passenger car emission factors based on experimental results over various driving cycles

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PMP Inter-laboratory Correlation Exercise: Report on PART3: JRC Tests in July '06

This document reports the results of the third part of the testing performed during the PMP inter-laboratory exercise - 13 July to 18 August 2006 - conducted at the Vehicles Emissions Laboratory (VELA2) in the Transport and Air Quality Unit of the European Commission¿s Joint Research Centre (JRC-Ispra). This report presents the results of the work undertaken on a 2.0 HDi diesel car equipped with a Diesel Particulate Filter (DPF), i.e. the Golden Vehicle. Most of the tests complied with all the requirements of the document UN-GRPE PMP Phase 3. Inter-laboratory Correlation Exercise: Framework and Laboratory Guide. The measurements included both filter based particulate mass measurements and real-time particle number measurements performed under transient conditions on a chassis dynamometer. Extra tests were conducted in order to investigate the effect of the PMP recommendations over the legislated procedures (filter media, temperature, cyclone, no backup filter). Moreover the regeneration emissions were investigated. Finally comparisons with the previous measurements of the same vehicle in JRC were made.JRC.H.4-Transport and air qualit

Sequential Treatment of Metastatic Adenocarcinoma of the Pancreatic Duct with Liver Metastasis Following the NAPOLI-1 Study Protocol with nal-Irinotecan plus 5-FU in the Second Line

Pancreatic ductal adenocarcinoma (PDAC) is typically diagnosed at an advanced or metastatic stage, when curative surgery is not recommended. Therefore, the prognosis is poor for this dismal disease, with only 1-2% of the patients reaching the 5-year survival follow-up. Current advances in systemic treatment with gemcitabine regimens, specifically polychemotherapy with gemcitabine plus nab-paclitaxel or other multidrug regimens such as FOLFIRINOX in the first line, have improved disease control over time. This higher efficacy of systemic treatment enables metastatic PDAC patients to receive second-line treatment more often nowadays. Currently, there is only one regimen for second-line treatment approved by the EMA, FDA, and Swissmedic, based on the phase III NAPOLI-1 study. In this case report, we present an outstanding response to sequential treatment with gemcitabine plus nab-paclitaxel followed by second-line treatment with nal-irinotecan plus 5-fluorouracil

Individual mobility: From conventional to electric cars

The aim of this report is twofold. First, to analyse individual (driver) mobility data to obtain fundamental statistical parameters of driving patterns for both conventional and electric vehicles. In doing so, the information contained in large mobility datasets is condensed into compact and concise descriptions through modelling observed (experimental) distributions of mobility variables by expected theoretical distributions. Specifically, the stretched exponential distribution is shown to model rather accurately the distribution of single-trips and their duration, and the scale-invariant power-law with exponential cut-off the daily mobility length, the distance travelled per day. We argue that the theoretical-distribution parameters depend on the road-network topology, terrain topography, traffic, points of interest, and individual activities. Data from conventional vehicles suggest three approximate daily driving patterns corresponding to weekday, Saturday and Sunday driving, the latter two being rather similar. Work trips were found to be longer than average and of longer duration. The second aim is to ascertain, via the limited electric-vehicle data available from the EU-funded Green eMotion project, whether the behaviour of drivers of conventional vehicles differs from the behaviour of drivers of electric vehicles. The data suggest that electric vehicles are driven for shorter distances and shorter duration. Data from the Green eMotion project showed that the median real-life energy consumption of a typical segment A, small-sized, electric car, for example the Mitsubishi i-MiEV and its variants, is 186 Wh/km with a spread of 55 Wh/km. The real-driving energy consumption (per km) was determined to be approximately 38% higher than the type-approved consumption. Moreover, we found considerable dependence of the energy consumed on the ambient temperature. The median winter energy consumption per kilometre was higher than the median summer consumption by approximately 40%. The data presented in this report can be fundamental for subsequent analyses of infrastructure requirements for electric vehicles and assessments of their potential contribution to energy, transport, and climate policy objectives.JRC.F.8-Sustainable Transpor

The Artemis European Tools for Estimating the Transport Pollutant Emissions

International engagements as well as impact studies require accurate and agreed methods for assessing pollutant emissions from the road transport. This ARTEMIS project - with 40 European research laboratories and a budget of about 9 M¿ was initiated for the setting-up and improvement of the European inventorying tools for application at different spatial and temporal scales and which should enable objectives comparisons and evaluations. These tools rely on experimental works and integrate most of the European related knowledge. They concern all transports modes in Europe, their pollutant emissions and fuel consumption as well as their characteristics of use. The ARTEMIS project resulted in many important scientific results and in a unique state of the art on the topic in Europe. We recapitulate the main lines of the project and its results: emission measurements, principles of the modelling, street-scale approach based on the definition of traffic situations, and the resulting tools. The tools application requires detailed and reliable data describing the traffic (vehicle fleets and activity, driving conditions, etc.). We highlight this aspect through the ARTEMIS application in Sweden, first country to implement the tools for emissions reporting, and through a road network based approach envisaged in Lille for impact studies at a city level.JRC.H.4-Transport and air qualit