Emisije CO2 i NOx

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Re: Emisije CO2 i NOx

Post od nidza » 25 Jun 2021, 16:13

https://www.altenergymag.com/article/20 ... ergy/33009

Nisam ulazio u analize, ali vrlo agresivno iskaču članci ove vrste u sredstvima informisanja, sa mnogo povoljnijom kalkulacijom solarnih ćelija u odnosu na termo-elektranu.

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Re: Emisije CO2 i NOx

Post od Geza » 24 Okt 2021, 20:01

CO2 emissions from car production in the EU
https://www.acea.auto/figure/co2-emissi ... ion-in-eu/

European car makers have reduced total CO2 emissions from production by almost 49% since 2005, as this interactive chart shows.

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The CO2 emissions per car produced dropped by 33.1% between 2005 and 2020, while the overall figure went down by 48.5% over the same period, reflecting the industry’s efforts to reduce CO2 emissions from production.

Manufacturers have been able to decouple CO2 emissions from production growth by increasingly sourcing energy from renewable and/or low-carbon sources.

On the other hand, water consumption per passenger car has decreased by 39.9% since 2005. It was the result of increased application of recycling technologies and water reuse. Already, many car paint companies are using recycled water, thus saving many cubic meters of water per day.

The amount of volatile organic compounds (VOCs) in the paint sector emitted per car has been reduced by 43.2% by European carmakers since 2005. With new technologies such as solvent-based paint replacement and replacement-based equivalent water, manufacturers have been able to reduce total emissions by 58.2% in the last 15 years.

Finally, European carmakers have managed to reduce the energy consumption of car production by more than 28% since 2005. All this when cars are equipped with more and more features to make them safer, cleaner and smarter. This increase in complexity has the effect of increasing energy demand. Nevertheless, there was an improvement in energy efficiency during production. As a result, energy consumption per car produced has decreased by 28.1% in the last 15 years.
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Re: Emisije CO2 i NOx

Post od Geza » 05 Nov 2021, 21:44

Mitsotakis: In 2030 the sale of new cars with gasoline and diesel engines will be banned in Greece

From 2025 all new taxis in Athens and Thessaloniki, but also 1/3 of the rental vehicles, should be either electric or zero emission vehicles

Speaking at the cabinet meeting, Prime Minister Kyriakos Mitsotakis announced a series of reforms concerning the country's environment and energy orientation towards renewable energy sources.

As he said, from 2030 the sale of new cars with internal combustion engines will be prohibited, adding that from 2025 all new taxis in Athens and Thessaloniki, but also 1/3 of the rented vehicles, must be either electric or zero vehicles pollutant emissions.

At the same time, he announced that from 2023, in all new houses that will be built, the installation of oil burners will be prohibited where there is an adequate natural gas network.

The green policy that we will discuss today also concerns everyday life. This will get better because under the climate law we are making some very specific commitments.

I know that these goals are ambitious, but they are necessary and with the plan we have at our disposal they can become realistic, stressed the Prime Minister.
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Re: Emisije CO2 i NOx

Post od Geza » 23 Jan 2022, 21:26

Stellantis. A new Euro 7 diesel engine produced in Italy in 2023
https://pro.largus.fr/actualites/stella ... 31403.html

During a factory visit to Italy, Carlos Tavares revealed that Stellantis would produce a new diesel engine meeting Euro 7 standards at the Pratola Serra site, near Naples, from 2023.
From the spring of 2023, the Stellantis group will produce a new diesel engine meeting Euro 7 standards (code name B.B2) at its Italian plant in Pratola Serra, located between Naples and Melfi, where another factory is located. former Fiat Chrysler group.
It was Carlos Tavares himself who announced it during a visit to industrial sites in the Campania region. More precisely, it would probably be a four-cylinder turbo diesel with direct injection for the group's cars and utility vehicles.

At least one electric vehicle in each brand of Stellantis

This announcement comes as Stellantis is engaged in a massive electrification of its ranges, using a budget of 30 billion euros, intended to meet future drastic anti-pollution standards imposed by public authorities, in particular the European Union. .
In addition, while the group's industrial plan will be presented on March 1 , 2022, Carlos Tavares confirmed that each brand of the Stellantis group will benefit from at least one electric vehicle in its range. For this, all the automaker's factories must start producing electric and hybrid models by 2024.
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Re: Emisije CO2 i NOx

Post od Geza » 05 Maj 2022, 22:42

Najgore je svađati se sa budalom. Prvo te spusti na svoj nivo, a onda te dotuče iskustvom...
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Re: Emisije CO2 i NOx

Post od Geza » 06 Jun 2022, 23:39

Car tyres produce vastly more particle pollution than exhausts, tests show
https://www.theguardian.com/environment ... tests-show

Toxic particles from tyre wear almost 2,000 times worse than from exhausts as weight of cars increases

Almost 2,000 times more particle pollution is produced by tyre wear than is pumped out of the exhausts of modern cars, tests have shown.

The tyre particles pollute air, water and soil and contain a wide range of toxic organic compounds, including known carcinogens, the analysts say, suggesting tyre pollution could rapidly become a major issue for regulators.

Air pollution causes millions of early deaths a year globally. The requirement for better filters has meant particle emissions from tailpipes in developed countries are now much lower in new cars, with those in Europe far below the legal limit. However, the increasing weight of cars means more particles are being thrown off by tyres as they wear on the road.

The tests also revealed that tyres produce more than 1tn ultrafine particles for each kilometre driven, meaning particles smaller than 23 nanometres. These are also emitted from exhausts and are of special concern to health, as their size means they can enter organs via the bloodstream. Particles below 23nm are hard to measure and are not currently regulated in either the EU or US.

“Tyres are rapidly eclipsing the tailpipe as a major source of emissions from vehicles,” said Nick Molden, at Emissions Analytics, the leading independent emissions testing company that did the research. “Tailpipes are now so clean for pollutants that, if you were starting out afresh, you wouldn’t even bother regulating them.”


Molden said an initial estimate of tyre particle emissions prompted the new work. “We came to a bewildering amount of material being released into the environment – 300,000 tonnes of tyre rubber in the UK and US, just from cars and vans every year.”

There are currently no regulations on the wear rate of tyres and little regulation on the chemicals they contain. Emissions Analytics has now determined the chemicals present in 250 different types of tyres, which are usually made from synthetic rubber, derived from crude oil. “There are hundreds and hundreds of chemicals, many of which are carcinogenic,” Molden said. “When you multiply it by the total wear rates, you get to some very staggering figures as to what’s being released.”

The wear rate of different tyre brands varied substantially and the toxic chemical content varied even more, he said, showing low-cost changes were feasible to cut their environmental impact.

“You could do a lot by eliminating the most toxic tyres,” he said. “It’s not about stopping people driving, or having to invent completely different new tyres. If you could eliminate the worst half, and maybe bring them in line with the best in class, you can make a massive difference. But at the moment, there’s no regulatory tool, there’s no surveillance.”

The tests of tyre wear were done on 14 different brands using a Mercedes C-Class driven normally on the road, with some tested over their full lifetime. High-precision scales measured the weight lost by the tyres and a sampling system that collects particles behind the tyres while driving assessed the mass, number and size of particles, down to 6nm. The real-world exhaust emissions were measured across four petrol SUVs, the most popular new cars today, using models from 2019 and 2020.

Used tyres produced 36 milligrams of particles each kilometre, 1,850 times higher than the 0.02 mg/km average from the exhausts. A very aggressive – though legal – driving style sent particle emissions soaring, to 5,760 mg/km.

Far more small particles are produced by the tyres than large ones. This means that while the vast majority of the particles by number are small enough to become airborne and contribute to air pollution, these represent only 11% of the particles by weight. Nonetheless, tyres still produce hundreds of times more airborne particles by weight than the exhausts.

The average weight of all cars has been increasing. But there has been particular debate over whether battery electric vehicles (BEVs), which are heavier than conventional cars and can have greater wheel torque, may lead to more tyre particles being produced. Molden said it would depend on driving style, with gentle EV drivers producing fewer particles than fossil-fuelled cars driven badly, though on average he expected slightly higher tyre particles from BEVs.

Dr James Tate, at the University of Leeds’ Institute for Transport Studies in the UK, said the tyre test results were credible. “But it is very important to note that BEVs are becoming lighter very fast,” he said. “By 2024-25 we expect BEVs and [fossil-fuelled] city cars will have comparable weights. Only high-end, large BEVs with high capacity batteries will weigh more.”

Other recent research has suggested tyre particles are a major source of the microplastics polluting the oceans. A specific chemical used in tyres has been linked to salmon deaths in the US and California proposed a ban this month.

“The US is more advanced in their thinking about [the impacts of tyre particles],” said Molden. “The European Union is behind the curve. Overall, it’s early days, but this could be a big issue.”
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Re: Emisije CO2 i NOx

Post od Geza » 08 Jun 2022, 22:22

Official: Ban on sales of cars with gasoline and diesel engines in 2035 in the EU

MEPs voted in favor of the EU plan to ban the sale of new cars with gasoline and diesel engines in the countries of the European Union from 2035.

The vote supports a key pillar of the European Union's plans to reduce net emissions by 55% by 2030 from 1990 levels - a goal that calls for faster emissions reductions from industry, energy and transport.


MEPs supported the proposal made by the European Commission last year , which effectively makes it impossible to sell fossil fuel vehicles (petrol and diesel) to the EU from 2035 onwards.

In the vote, MEPs adopted their positions on the proposed rules for the revision of carbon emission performance standards for new cars and vans by 339 votes to 249, with 24 abstentions.

With the adopted text, which sets out Parliament's positions on the negotiations with the EU Member States, MEPs support the Commission's proposal to achieve zero emissions in road transport by 2035.

The target is for the entire EU vehicle fleet to reduce emissions from new passenger cars and light commercial vehicles by 100% compared to 2021.

The intermediate emission reduction targets for 2030 will be set at 55% for cars and 50% for vans.

It is noted, however, that the law is not yet final. Today's vote confirms Parliament's position on the forthcoming negotiations with the EU countries on the final law.


The EU's goal is to accelerate Europe's shift to electric vehicles and encourage carmakers to invest heavily in electric vehicles, with the help of another EU law requiring countries to install millions of car chargers.

The rapporteur, Jan Huitema (Renew, The Netherlands), stated:

An ambitious review of CO2 emission standards is crucial to achieving our climate goals. With these standards we create a clear framework for the automotive industry and encourage innovation and investment for automakers. In addition, buying and driving zero-emission cars will be cheaper for consumers.

I am pleased that the European Parliament has supported an ambitious revision of the 2030 targets and the 100% target for 2035, which is vital for achieving climate neutrality by 2050.

According to an EU survey, cars are responsible for about 12% of greenhouse gas emissions in Europe.
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Re: Emisije CO2 i NOx

Post od Geza » 02 Dec 2022, 14:59

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Re: Emisije CO2 i NOx

Post od YUgisa » 05 Dec 2022, 09:42

Znaci ako nisi u EU i nemas ogranicenje na auto putu imas najmanje zagadjenje uzimajuci esktreme samo u obzir :kezo:
Being second is to be the first of the ones who loose...

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Re: Emisije CO2 i NOx

Post od Geza » 10 Feb 2023, 21:45

Plug-ins pollute more than their manufacturers claim

Plug-in hybrid vehicles (PHEVs) are still touted as the cars that ideally unite the worlds of electric mobility and the world of internal combustion engines, but tests of three modern PHEVs have shown that they pollute far more than their manufacturers claim.

Two years ago, Transport and Environment (T&E) wanted to see what the actual emissions of plug-in hybrid models (PHEVs) are, so they carried out a survey where they found that on average, plug-in hybrid cars emit 2, 65 times more than those announced by the manufacturers . In his new research, he has shown that they still produce far more pollutants than they report, and suggests that lawmakers tax PHEVs based on their actual pollution, while calling for them to stop subsidizing their purchase.

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T&E's test showed that three recent PHEV models, a BMW 3 Series, the Peugeot 308 and the Renault Megane, emit more CO2 than the factories declare when tested in real-world conditions, even when started with a full battery. In particular, in a typical test on a suburban road, a distance of 55 km, the BMW 3 Series produced three times more CO2 - 112 g/km - than the factory value of 36 g/km, with the Renault Megane emitting 50 g/km (30g/km factory price) and the Peugeot 308 33g/km (27g/km factory price).

In the city, the Peugeot 308 had just 53% of the factory range, while the BMW 3-Series 74%. The Megane had the same electric range that Renault announces. When tested with an empty battery, city emissions were 5 to 7 times higher than the companies' claims, with the BMW 3-Series producing 204g/km, the Peugeot 308 197g/km and the Renault Megane 138g/km. km

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Anna Krajinska, head of automotive emissions at T&E, said:

Plug-in hybrids are marketed as the perfect combination, with their battery covering all needs within the city and the internal combustion engine being used for long-distance journeys. But real-world testing shows that this is a myth. In city tests, only one of the three PHEVs we tested had the advertised electric range, and all three emit more pollutants than the companies claim. Lawmakers should treat PHEVs based on their actual emissions.

BMW introduced new geo-fencing technology that automatically switches engine mode to zero-emission electric driving in cities. However, when tested in the city of Graz, the BMW 3-Series put the internal combustion engine in front twice. T&E even points out that geo-fencing technology does not guarantee zero-emissions driving within cities and potentially risks increasing CO2 emissions outside these zones.

Company cars make up 71% of new PHEV sales and research shows that they cover the vast majority of their kilometers on internal combustion engine only and are rarely charged .

Anna Krajinska added:

PHEVs should not be treated as zero emission vehicles even if they are geo-fencing capable. Private and company car taxes on PHEVs should be based on the actual CO2 reduction they provide. Governments should end all purchase subsidies for PHEVs in fleets and instead encourage companies to use truly zero-emission battery electric cars.
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Re: Emisije CO2 i NOx

Post od Geza » 14 Mar 2023, 21:19

The EU allows the use of synthetic fuels, paving the way for maintaining new car sales domestically. combustion and after 2035

On March 7, the European Council was scheduled to vote on the decision to ban the sale of new cars with internal combustion engines from 2035 onwards in the EU.

The completion of the vote and the upvoting of the proposal was considered a formal procedure until Germany, decided to express objections , essentially turning the tables, since a potential negative vote would throw into the basket of useless the progress that had been made in regarding the promotion of the ban and the 2035 goal. This led to the indefinite postponement of the relevant vote .

It should be noted that in addition to Germany, Italy has also expressed objections, while on the initiative of the Czech Republic, a meeting of EU transport ministers from 12 countries (Finland, France, Germany, Hungary, Italy, Poland, Portugal, Romania, Slovenia) was convened today , Slovakia, Spain and the Czech Republic) with the subject of discussion and consultation both the Euro 7 specifications and the decisions for 2035.

German Transport Minister Volker Wissing said today:

The proposal urgently needs changes.

Wissing said skepticism about phasing out internal combustion vehicles was shared by Italy, Poland and the Czech Republic, among others. He added that the group of countries wants a separate category of cars with internal combustion engines that can run on carbon-neutral synthetic fuels after 2035.

Banning the internal combustion engine, when it can operate in a climate-neutral way, seems the wrong approach to us,
he said.


With the above data, in a move aimed at reducing Germany's objections, the E.U. it will reportedly offer commitments to the German side and its automotive industry which is the most important revenue sector of the German economy (€411 billion) for the inclusion of synthetic fuels (e-fuels).

This means that sales of cars with internal combustion engines may still be allowed after 2035 provided they run on synthetic fuel . However, the new plans of the E.U. in relation to the specific proposal, they will not be finalized soon as, given the relatively close European elections to be held in 2024, there is no longer time to rewrite the bills and repeat the procedures. By extension, the issue of the 2035 ban and any amendments are expected to be postponed until after the European elections.

Sources close to the German side, however, do not discount Germany's consent even with the specific modification and life extension for internal combustion engines that the inclusion of synthetic fuels in the EU's plans will mean.

It is worth noting that many companies are already active in the development and production of e-fuels, which are an ever-expanding field of research and development. One of the most recent ventures in the field is that of Porsche which has built a factory in Chile to produce this particular type of fuel.


Proponents of synthetic fuels argue that they are essentially electricity that has been converted into a flammable, liquid fuel. To make them, scientists combine captured carbon dioxide with hydrogen split from water, combining hydrogen with carbon captured from the air to produce methanol, which is then converted into a gasoline substitute that can be used by cars.

Their production process is powered by renewable energy sources, creating a synthetic hydrocarbon fuel. Synthetic fuels produce fewer particulates and less nitrogen oxides (NOx). When burned in an internal combustion engine, synthetic fuels create carbon dioxide, but because they were made from previously captured CO2, they claim to be climate neutral.

E-fuels also have great prospects in the world of aviation and navigation while, regardless of their complex chemical types and production methods, the basic idea behind them is the production of fuel without the involvement of petroleum products and fossil fuels, while the energy for the production process them to come from renewable sources. In this way, although the specific fuels emit emissions during their combustion, these are essentially compensated by the way they are produced.

Of course, their critics claim that on the one hand their production process is particularly expensive and on the other hand that it requires huge amounts of energy which, although renewable, could be channeled differently.
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Re: Emisije CO2 i NOx

Post od Heinz » 22 Mar 2023, 08:09

https://www.rts.rs/lat/vesti/drustvo/51 ... acaja.html
Nije problem što grejemo, već šta ložimo – individualna ložišta veći izvor zagađenja od toplana i saobraćaja

Vazduh je u Beogradu i ovih dana bio veoma zagađen. Kvalitetom vazduha, merenjem i uzrocima zagađenja bavi se i Mašinski fakultet. Prema rezultatima iz njihove laboratorije, individualna ložišta su veći izvor zagađenja od toplana na gas i manje štetna goriva, ali i od saobraćaja.

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