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Vehicle populations

A historical sidebar about the California Low Emission Vehicle Program is appropriate here. The program dates back to 1986 when the California Air Resources Board (ARB) staff discussed and debated the fact that we could not achieve the 1987 Federal Clean Air Act public health protection target in spite of doing more than anyone anywhere to achieve clean air. In spite of the auto industry s assertions that they had already been driven to near-zero, more had to be done to reduce vehicle emissions. In fact, the ARB felt that California would never see clean air unless some percent of the vehicle population s emissions were, in effect, zero. But zero had to wait for the unveiling of GM s Impact electric vehicle prototype, the precursor to the EV-1, in 1990. This need, zero, is still true today. [Pg.149]

In 1988, there were about 500 million vehicles on the road, of which about 400 million were in North and Central America and Europe alone. The annual worldwide production of vehicles amounted in 1990 about 50 million, the historical evolution of which is shown in Fig. 3. The extrapolation shown in Fig. 4 predicts a vehicle population of about 800 million by the year 2000 [2], Also, their increasing use, expressed as average distance driven per vehicle and per year, should he noted]. [Pg.3]

As we approach the 21 century, the global vehicle population exceeds 700 million -almost 500 million light duty vehicles, about 150 million commercial trucks and buses and another 100 million motorcycles. Each year, the vehicle population is growing by about 12 million automobiles, 3.7 million commercial vehicles and 2.5 million motorcycles per year. While the growth rate has slowed in the highly industrialized countries, population growth and increased urbanization and industrialization are accelerating the use of motor vehicles elsewhere. [Pg.3]

The contrast between the Commission proposal and US type standards is further illustrated in Figures 5, 6, 7 and 8. The figures show that not only can overall emissions be reduced, even with fairly large vehicle population growth, the pollution from individual categories can also be substantially lowered. [Pg.63]

The relationship between automobile exhaust emission levels and stationary pollutant sources and air quality is not a direct one. Complex mathematical models have been developed for predicting trends in air quality. These models include as input information on vehicle populations, atmospheric chemistry, meteorological variables, and other variables which can impact on the air quality of an urban area. Predicting the level of control needed to meet air quality goals is complicated by the multiple inputs to the atmosphere in urban areas. [Pg.97]

Back where it all began, the increasing vehicle population and the increasing frequency of red-eye days led the California Legislature in 1959 to require the State Department of Public Health to develop and publish standards for the quality of air and for vehicle exhaust emissions before February 1, 1960 (14). These standards, which were adopted on December 4, 1959, were based on the judgement that in order to achieve desirable air quality standards, 80% reduction of hydrocarbon (HC) and 60% reduction of carbon monoxide (CO) emissions were needed. In terms of the test cycle which was also established, the standards were 275 ppm (volume) of hydrocarbons as hexane (or 0.165% as C] ) and 1.5% (volume) of CO. [Pg.418]

The concept starts with a constant number of miles which need to be covered by the vehicle population and investigates how the quantity of crude oil consumed varies when vehicles are optimized to run on a single grade of gasoline but at different octane number levels. For the purpose of the study, this constant mileage is that which correctly matched vehicles would cover using 1,000 tons of gasoline with a specification equal to the current European pool described in 2 above, i.e. 6 RON with 0.4 g Pb/L. [Pg.351]

Fig. 3 shows the effect on energy consumption of reducing the lead content of gasoline whilst maintaining constant gasoline consumption/production (i.e. 1,000 tons). This corresponds to a situation where permissible gasoline lead levels are restricted without any measures to reduce the octane requirements of the vehicle population. The curves for 0.60, 0.40 and 0.15 Pb/L are taken from the original CONCAWE report (2). If the lead is not added to the latter case, than the curve will be displaced to the left by 3 RON. [Pg.356]

Yearly growth rate of motor vehicle population (RMVP)... [Pg.1274]

From these estimated results, I estimated the proportion of the number of vehicles, population and deaths in the region from the total world data. It is found that the region... [Pg.43]

The HDCs have shown low figures in traffic risk despite the fact that they have a large growth in the number of vehicles, population and kilometres travelled by vehicles. For instance, the current traffic risk in Sweden and United Kingdom is less than 2. In countries like the Philippines and Vietnam the comparable rate is something like four to six times higher. [Pg.52]

Wards Auto, no date. Available at http //wardsauto.com/ar/world vehicle population l 10815. Accessed October 8, 2014. [Pg.144]

Minor constituents may also include dust, pollen, bacteria, spores, smoke particles, SO2, H2S, hydrocarbons, and larger amounts of CO2 and ozone, depending on weather, volcanic activity, local industrial activity, and concentration of human, animal, and vehicle population. In certain enclosed spaces the minor constituents will vary considerably with industrial operations and with occupancy by humans, plants, or animals. [Pg.317]

Similarly, although a great many countries now have domestic secondary lead production facilities, these are for the most part small operations. The bulk of secondary lead capacity is located in those regions where most scrap is generated, which is largely related to vehicle populations. As a result of these factors, lead smelter production (both primary and secondary) still remains heavily dominated by a small number of industrialised countries. The extent of this dominance is outlined below. [Pg.92]

The amount of lead used per person in the developing countries is still, on average, very low. Lead consumption per capita ranges from less than 0.1kg in India to more than 3 kg in South Korea. The bulk of developing countries consume between 0.5-1.5 kg of lead per person, their relative position depending largely on the si2e of the vehicle population in each country, and whether or not they are s nificant car manufactiuers or assemblers. [Pg.125]

About three quarters of SLI battery output in the Western World is currently used in the replacement sector, and one quarter as original equipment (batteries supplied with new vehicles). The proportion varies between countries, depending on the volume of vehicles produced relative to domestic vehicle populations (and battery replacement rates). Thus, while in the USA the replacement market accounts for over 80 per cent of total battery shipments, in Europe the proportion may be a little under 70 per cent, and in Japan perhaps 50 per cent, or lower. [Pg.126]

SLl battery demand is intimately related to trends in vehicle production and vehicle usage (including both cars and commercial vehicles). Of these two, however, it is vehicle population that has the greatest bearing on lead consumption, as would be expected given the overwhelming importance of the replacement battery market. [Pg.130]

The influence of growing numbers of vehicles in use on lead consumption is apparent fiom Fig. 12.2. Since the late 1970s, lead consumption in batteries has risen more rapidly than vehicle production, reflecting the increasing replacement battery needs of the expanding vehicle population. As the worldwide vehicle population rises, so the proportion of batteries sold for replacement purposes will also increase. [Pg.132]

The number of incidents is significant, with quiet hybrid and electric vehicles involved in 25% more collisions in 2010-2012 compared with the overall vehicle population. [Pg.92]


See other pages where Vehicle populations is mentioned: [Pg.362]    [Pg.148]    [Pg.268]    [Pg.204]    [Pg.486]    [Pg.82]    [Pg.169]    [Pg.83]    [Pg.713]    [Pg.715]    [Pg.1171]    [Pg.1288]    [Pg.311]    [Pg.323]    [Pg.361]    [Pg.28]    [Pg.130]    [Pg.137]    [Pg.343]    [Pg.57]    [Pg.126]    [Pg.130]    [Pg.130]    [Pg.131]    [Pg.131]    [Pg.142]    [Pg.145]    [Pg.237]    [Pg.102]   
See also in sourсe #XX -- [ Pg.130 , Pg.131 , Pg.236 ]




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