The Fugitive and Unburned Methane Emissions from Ships (FUMES) project, a collaboration between the International Council on Clean Transportation (ICCT), Explicit ApS, and the Netherlands Organization for Applied Scientific Research (TNO), collected the most comprehensive dataset of real-world methane emissions from LNG-fueled ships to date, including methane slip from marine engines and fugitive methane emissions from LNG cargo unloading operations. Measurements were performed onboard in the exhaust stack and using drones and helicopters.

The project finds that real-world methane slip measured in the plumes of 18 ships using the most common type of LNG marine engine (LPDF 4-stroke) averaged 6.4%, whereas EU regulations assume 3.1% methane slip and the United Nations International Maritime Organization (IMO) assumes 3.5%.The report recommends that E.U. and IMO policymakers consider increasing the assumed methane slip for LPDF 4-stroke engines to at least 6%.

Caption: Explicit ApS uses a drone to measure methane emissions in the exhaust plume of a ship while TNO measures in the exhaust stack from the engine room. (Photo credit: Explicit ApS)

Onboard measurements found that methane slip and work-specific NOx emissions were highest at the lowest engine loads. To address this, policymakers should consider adding a 10% engine load test point to engine certification test cycles. Other findings and recommendations are provided in the full report.

Supplemental materials:

• Fugitive reports
• FUMES measurements by loads
• FUMES plume measurements

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• The introduction of the Euro 4 emission standard in the United Arab Emirates (UAE) in 2018 significantly reduced NO_x and PM emissions from light-duty vehicles in Abu Dhabi, especially diesel-powered ones. Even so, these vehicles emit 10 to 15 times higher NO_x and PM emissions than average vehicles of the same model year in Europe. Adoption of the Euro 6 “d” stage or higher emission standard in the UAE would support significantly lower real-world NO_x emission levels.
• The Euro VI buses that Abu Dhabi introduced in 2019 and 2020 showed NO_x emissions 94% lower and PM emissions 86% lower than other buses in the emirate certified to the Euro IV minimum. We suggest that the Abu Dhabi government continue to acquire buses with minimum Euro VI standards, and preferably of the “D” stage or higher, as data from Europe shows those buses offer the best emissions performance.
• Taxis more than 5 years old were responsible for at least 55% of total NO_x emissions from taxis despite comprising only around 17% of the taxi fleet in Abu Dhabi. These vehicles were driving under a derogation of their franchise awaiting renewal and were estimated to emit up to 15 times their type-approval limit.
• Electrification is the fastest way to reduce harmful tailpipe emissions from motor vehicles and we suggest that Abu Dhabi accelerate the electrification of its public transport, government, and taxi fleet by setting zero-emission vehicle targets. At the federal level, policies such as a zero-emission vehicle mandate or CO₂ standard for new vehicles would foster the uptake of electric vehicles and help individual emirates align with federal air quality and climate targets.

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• An LEZ targeting older diesel vehicles certified to Euro 4 or below (registered before 2011) in the early phase of implementation could reduce air pollutant emissions in Warsaw significantly. Implementation Option 1 could achieve a 50% reduction in fleet-average NO_x emissions by 2027 and fleet-average PM emissions by 2025, compared to 2023 levels. LEZ Option 2 could reduce both NO_x and PM emissions by 50% one year earlier.
• By 2035, both LEZ implementation options could reduce fleet-average NO_x emissions by 95%, which is around 13 years earlier than without an LEZ. Likewise, all LEZ scenarios could reduce fleet-average PM emissions by 88% by 2035, or around 7 years earlier than without an LEZ.
• LEZ Option 1 could reduce fleet-average well-to-wheel GHG emissions by 50% compared to 2023 levels, around 6–9 years earlier than with no LEZ. LEZ Option 2 could accelerate the 50% reduction of well-to-wheel GHG emissions compared to 2023 levels by 1–4 years earlier than LEZ Option 1. Furthermore, the effectiveness of an LEZ to reduce GHG emissions depends on the actions of affected drivers. If drivers impacted by the LEZ Option 1 choose to replace their non-compliant cars with 100% used vehicles, fleet-average well-to-wheel GHG emissions could be reduced by 50% by 2036. If drivers shift to alternative zero-emission mobility options like cycling, walking, and public transport, the same 50% reduction could be achieved by 2033.
• The greatest cumulative savings for well-to-wheel GHG emissions could be achieved when affected vehicle owners switch to zero-emission mobility options. Under this scenario, LEZ Option 1 could avoid 31% of the cumulative well-to-wheel GHG emissions that would be emitted until 2038 in the absence of an LEZ. Likewise, LEZ Option 2 could avoid 45% of the same emissions.

Attachments
TRUE, Executive Summary [Polish]
TRUE, Fact sheet
TRUE, Fact sheet [Polish]

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Findings suggest that, at the fleet level, the trend of decreasing average PM emissions from gasoline vehicles has not been sustained over time and that progress has been nearly erased with newer model year vehicles. UV smoke levels, used as a proxy for PM emissions in this study, begin to increase starting at model year 2015 and continue to rise through model year 2020. Comparatively, the average CO, HC, and NO emissions in each model year show clear and consistent downward trends.

These emissions, which pose a significant environmental health hazard, contribute to increased rates of respiratory and cardiovascular disease. The impacts are most pronounced for communities near high-traffic areas and contribute to inequitable health outcomes. Adoption of gasoline particulate filters (GPF), which could reduce PM emissions by 97%–100% compared to non-GPF equipped vehicles, would help to counteract the observed increase in PM emissions from gasoline vehicles across the U.S. fleet.

The post Particulate matter emissions from U.S. gasoline light-duty vehicles and trucks appeared first on International Council on Clean Transportation.

Key findings from the study include:

• Passenger cars were the most predominant vehicle type and Euro 6 vehicles accounted for over 30% of all measurements.
• NOx emissions of diesel vehicles significantly improved after the introduction of the Real Driving Emission (RDE) Euro 6d-TEMP standard, showing an average 60% reduction from the preceding Euro 6 standards.
• Despite those improvements, post-RDE Euro 6 cars showed variable NOx emissions performance across vehicle families, as only a minority had mean real-world emissions below the RDE type-approval limit.
• The data provided further evidence of increased NOX and CO emissions from petrol vehicles with higher age and mileage. The results additionally showed that there may be a positive correlation between the ages and NOx emission performance of diesel vehicles, especially for those certified to below Euro 6.

The report provides evidence-based recommendations for further action beyond the policies already in place. These include expanding vehicle restrictions within the LEZs, implementing an age limit on taxis and private hire vehicles, and mandating garage inspections for certain classes of high-emitting vehicles.

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*All times in Central European Summer Time (CEST)

About the CARES project

CARES is a research project funded under the European Union Horizon 2020 Research and Innovation programme. The project brings together Europe’s experts in non-intrusive vehicle emissions measurement to investigate the use of different remote sensing techniques for monitoring real-world vehicle emissions performance and enforcing compliance with exhaust pollutant standards. Its goal is to lower barriers to the widespread use of these technologies through a combination of technology development, new analysis techniques, proof-of-concept demonstrations, and extensive dissemination of results, findings, and guidance. The project is coordinated by the IVL Swedish Environmental Research Institute and runs from May 2019 until April 2023.

For more information, please visit: https://cares-project.eu

This project is receiving funding from the European Union’s Horizon 2020 research and innovation programme under Grant Agreement No. 814966

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