PM10 and PM2.5 emission factors for non-exhaust particles from road vehicles: Dependence upon vehicle mass and implications for battery electric vehicles

Beddows, David C.S.; Harrison, Roy M. · 2021 · Crossref

DOI: 10.1016/j.atmosenv.2020.117886

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Summary

This study investigates whether the electrification of passenger vehicles reduces total particulate matter (PM) emissions, specifically addressing the concern that battery electric vehicles (BEVs) may emit more non-exhaust particles than internal combustion engine vehicles (ICEVs) due to their increased weight. As governments mandate the phase-out of conventional fuel vehicles, understanding the trade-off between the elimination of tailpipe emissions and the potential rise in non-exhaust emissions—derived from brake wear, tyre wear, road surface abrasion, and dust resuspension—is critical. The research focuses on light-duty passenger cars, deriving emission factors for PM10 and PM2.5 to compare BEVs against gasoline and diesel ICEVs. The methodology involved establishing relationships between emission factors and vehicle mass using data from the EMEP/EEA Guidebook and the USEPA AP-42 algorithm for resuspension. The authors determined the average mass increase of BEVs compared to ICEVs by matching vehicle pairs based on engine power output, finding that BEVs are approximately 21% heavier (an average increase of 300 kg). Regression analysis was used to model how this mass increase affects non-exhaust emission factors for urban, rural, and motorway roads. The study also incorporated Euro 6 tailpipe emission standards for ICEVs and modeled BEV brake emissions under varying levels of regenerative braking efficiency, ranging from 0% to 100% friction brake usage. The results indicate that BEVs generally have higher total PM10 emission factors than Euro 6 ICEVs, particularly on motorways where increased weight drives higher tyre and road wear emissions that cannot be offset by regenerative braking. On urban and rural roads, total PM10 emissions from BEVs are 7–12% higher than ICEVs if friction brakes are used exclusively. However, the implementation of regenerative braking significantly mitigates this increase. The study finds that to achieve a net reduction in PM10 emissions on urban roads, BEVs must reduce brake dust emissions by at least 20–57% through regenerative braking. For PM2.5, the impact of vehicle weight is less pronounced, and reductions of up to 27% are achievable on all road types with high regenerative braking efficiency. The significance of these findings lies in the conclusion that vehicle electrification does not automatically guarantee lower local PM emissions. The net benefit depends critically on the extent of regenerative braking and potential weight-saving measures. Without effective regenerative braking or weight reduction, the elimination of tailpipe emissions may be offset by increased non-exhaust particles, particularly on high-speed roads. The study highlights the need for integrated strategies involving braking technology and vehicle design to ensure that the transition to electric vehicles delivers the expected air quality improvements.

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