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Giorgio Martini

Bio: Giorgio Martini is an academic researcher from Eni. The author has contributed to research in topics: Gasoline & Diesel fuel. The author has an hindex of 6, co-authored 9 publications receiving 93 citations.

Papers
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Journal ArticleDOI
TL;DR: Results indicate that regulation of total hydrocarbons (THC) alone might not be sufficient to regulate PM, especially for direct injection engines.
Abstract: In view of a new amendment to the European legislative regulation on emissions from two-stroke mopeds a study was carried out to comprehensively characterize exhaust gases of mopeds complying current EURO-2 emission standards. Three mopeds with different engine types (carburetor, direct injection, and electronic carburetion system ECS) where investigated by applying two different driving cycles, the legislative cycle ECE47 and the worldwide motorcycle test cycle WMTC. Thereby, particulate matter (PM), regulated compounds, carbonyls, volatile hydrocarbons (VOC), and particle-associated polyaromatic hydrocarbons (PAH) were analyzed and ozone formation potentials (OFP) as well as toxicity equivalents (TEQ) determined. The ECE47 emission factors for almost all species and moped types were much higher in the nonregulated, prior cold phase than in the hot phase, which is considered for legislation. Great differences for the mopeds could be observed for NOx, VOC, and PM, whereas discrepancies between the driving...

22 citations

Proceedings ArticleDOI
23 Jul 2007
TL;DR: In this article, a test program designed to investigate the influence of gasoline vapour pressure and ethanol content on evaporative emissions from modern passenger cars has been carried out by the Joint Research Centre of the European Commission jointly with CONCAWE and EUCAR.
Abstract: A test programme designed to investigate the influence of gasoline vapour pressure and ethanol content on evaporative emissions from modern passenger cars has been carried out by the Joint Research Centre of the European Commission jointly with CONCAWE and EUCAR. Seven gasoline passenger cars representative of current EURO 3/4 emissions technology were tested for evaporative emissions with ten different test fuels. The test fuel matrix comprised 60 and 70 kPa hydrocarbon base fuels with 5 and 10% ethanol splash blends and 5 and 10% ethanol matched volatility blends. The evaporative emission tests were carried out according to a test protocol based on the European homologation test procedure, with no additional vehicle conditioning. Although this test protocol turned out to have a considerable influence on the results, the programme has provided valuable information and several clear conclusions can be drawn. The programme confirmed that vapour pressure (DVPE) is a key fuel variable for evaporative emissions. However the effect of vapour pressure is strongly non-linear; the ethanol blends with final DVPE around 75 kPa gave considerably higher evaporative emissions than the lower volatility fuels in most of the vehicles. Differences between fuels with DVPE in the range 60-70 kPa were small. Additional tests on two vehicles performed after the main programme have raised some questions about possible effects of ethanol on carbon canister working capacity and on the role of permeation in determining evaporative emissions.

21 citations


Cited by
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Journal ArticleDOI
TL;DR: In this article, the influence of different factors that affect fuel consumption and CO2 emissions on the road and in the laboratory is reviewed, including driving behaviour, vehicle configuration and traffic conditions.

424 citations

Journal ArticleDOI
TL;DR: In this paper, ground-based and airborne volatile organic compound (VOC) measurements in Los Angeles, California, and Paris, France, during the Research at the Nexus of Air Quality and Climate Change (CalNex) and Megacities: Emissions, Urban, Regional and Global Atmospheric Pollution and Climate Effects, and Integrated Tools for Assessment and Mitigation (MEGAPOLI) campaigns, respectively, are used to examine the spatial variability of the composition of anthropogenic VOC urban emissions and to evaluate regional emission inventories.
Abstract: [1] Ground-based and airborne volatile organic compound (VOC) measurements in Los Angeles, California, and Paris, France, during the Research at the Nexus of Air Quality and Climate Change (CalNex) and Megacities: Emissions, Urban, Regional and Global Atmospheric Pollution and Climate Effects, and Integrated Tools for Assessment and Mitigation (MEGAPOLI) campaigns, respectively, are used to examine the spatial variability of the composition of anthropogenic VOC urban emissions and to evaluate regional emission inventories. Two independent methods that take into account the effect of chemistry were used to determine the emission ratios of anthropogenic VOCs (including anthropogenic isoprene and oxygenated VOCs) over carbon monoxide (CO) and acetylene. Emission ratios from both methods agree within ±20%, showing the reliability of our approach. Emission ratios for alkenes, alkanes, and benzene are fairly similar between Los Angeles and Paris, whereas the emission ratios for C7–C9 aromatics in Paris are higher than in Los Angeles and other French and European Union urban areas by a factor of 2–3. The results suggest that the emissions of gasoline-powered vehicles still dominate the hydrocarbon distribution in northern mid-latitude urban areas, which disagrees with emission inventories. However, regional characteristics like the gasoline composition could affect the composition of hydrocarbon emissions. The observed emission ratios show large discrepancies by a factor of 2–4 (alkanes and oxygenated VOC) with the ones derived from four reference emission databases. A bias in CO emissions was also evident for both megacities. Nevertheless, the difference between measurements and inventory in terms of the overall OH reactivity is, in general, lower than 40%, and the potential to form secondary organic aerosols (SOA) agrees within 30% when considering volatile organic emissions as the main SOA precursors.

210 citations

Journal ArticleDOI
TL;DR: The environmental, economic, and social performance of electric two-wheelers are reviewed, demonstrating that these are generally more energy efficient and less polluting than conventionally-powered motor vehicles.
Abstract: Electrification is widely considered as a viable strategy for reducing the oil dependency and environmental impacts of road transportation. In pursuit of this strategy, most attention has been paid to electric cars. However, substantial, yet untapped, potentials could be realized in urban areas through the large-scale introduction of electric two-wheelers. Here, we review the environmental, economic, and social performance of electric two-wheelers, demonstrating that these are generally more energy efficient and less polluting than conventionally-powered motor vehicles. Electric two-wheelers tend to decrease exposure to pollution as their environmental impacts largely result from vehicle production and electricity generation outside of urban areas. Our analysis suggests that the price of e-bikes has been decreasing at a learning rate of 8%. Despite price differentials of 5000 ± 1800 EUR2012 kW h−1 in Europe, e-bikes are penetrating the market because they appear to offer an apparent additional use value relative to bicycles. Mid-size and large electric two-wheelers do not offer such an additional use value compared to their conventional counterparts and constitute niche products at price differentials of 700 ± 360 EUR2012 kW−1 and 160 ± 90 EUR2012 kW−1, respectively. The large-scale adoption of electric two-wheelers can reduce traffic noise and road congestion but may necessitate adaptations of urban infrastructure and safety regulations. A case-specific assessment as part of an integrated urban mobility planning that accounts, e.g., for the local electricity mix, infrastructure characteristics, and mode-shift behavior, should be conducted before drawing conclusions about the sustainability impacts of electric two-wheelers.

147 citations

Journal ArticleDOI
TL;DR: It is shown that elevated particulate matter levels can be a consequence of 'asymmetric pollution' from two-stroke scooters, vehicles that constitute a small fraction of the fleet, but can dominate urban vehicular pollution through organic aerosol and aromatic emission factors up to thousands of times higher than from other vehicle classes.
Abstract: Primary and secondary organic aerosols emitted by road vehicles are hazardous to health and climate, with diesel trucks and cars considered the main offenders. Platt et al. show that, despite constituting a small fraction of the fleet, two-stroke scooters can dominate vehicular pollution in some cities.

134 citations

Journal ArticleDOI
TL;DR: In this article, the effects of plume processing on particle number near roadways are shown to be much more profound than on particle mass, further indicting that the adverse health effects observed near roadway are at least partially related to particle numbers.

130 citations