This study quantifies when battery-electric vehicles (BEVs) reach total cost of ownership (TCO) parity with their internal-combustion counterparts and characterises the cradle-to-grave greenhouse-gas (GHG) intensity trajectory to 2035. Our contribution is a transparent, Python-based framework that integrates battery-cost learning, ownership eco-nomics and life-cycle impacts within a harmonised scenario set, and links them to policy timing, ISO 15118-20-ready bidirectional charging and power-system carbon intensity. Drawing on a systematic synthesis of 221 peer-reviewed sources (2013–2025), the model runs annually for a representative C-segment BEV across three scenarios (Reference, Fast-Progress, Slow-Progress; 2024–2035). The results indicate that, under the median battery-pack price learning tra-jectory, BEV TCO falls below the ICE benchmark around 2029 (2028–2032 across scenarios), while life-cycle GHG intensity declines from approximately 73 to 34 g CO2-eq km-1 by 2035, spanning 29–42 g km-1 depending on grid de-carbonisation. Global sensitivity analysis identifies battery price as the principal driver of TCO outcomes and grid carbon intensity as the principal driver of emissions outcomes. Results are reported for three regional aggregates (OECD average, EU-27 and China), and the policy discussion highlights contrasts for the United States to contextual-ise cross-market differences. Policy alignment on three fronts—parity-linked purchase-incentive phase-outs, rapid deployment of ISO 15118-20-ready bidirectional charging, and stronger recycled-content targets—shortens time to cost competitiveness and amplifies the climate benefits of large-scale electrification.

Bu çalışmada tek silindirli, dört zamanlı, HCCI-DI dönüşümü yapılmış bir dizel motorunda, ön karışımlı sıkıştırılmış doğal gaz (CNG) kullanımının motor performansı ve egzoz emisyonlarına etkileri incelenmiştir. Motorun maksimum moment devri olan 2200 d/d’da, tam yük (16 Nm) çalışma koşullarında yapılan deneylerde, ön karışımlı CNG yakıtı basınç düşürücü ve hassas gaz akış ölçeri kullanılarak tasarlanan emme manifoduna verilmiştir. Deneylerde motorun standart dizel çalışma koşullarında verdiği moment % 0 – 90 aralığında % 10 aralıklarla azaltılarak, aynı moment değeri emme manifolduna verilen CNG yakıtı ile tamamlanmıştır. % 0 – 90 tork değişim oranında yapılan deneylerde, özgül yakıt tüketimi, termik verim, karbonmonoksit (CO), hidrokarbon (HC), azotoksit (NOx) ve is emisyonlarının değişimleri incelenmiştir. Saf motorin yakıtı (M100) ile yapılan deneylere kıyasla % 90 tork değişim oranında (M10C90) özgül yakıt tüketimi %17,19, CO %93,67 ve is %97,95 oranında azalmıştır. Bununla birlikte termik verim %10,02, HC %50 ve NOx %186 oranında artış göstermiştir.

This study offers an exhaustive analysis of the emissions and waste produced by vehicle maintenance and repair activities, underscoring their detrimental impacts on the health and ergonomic conditions of service workers. It underscores the critical need for the implementation of straightforward yet effective measures to mitigate these adverse effects. The paper delineates a variety of strategies aimed at enhancing the well-being of maintenance personnel by minimizing their exposure to harmful substances and improving workplace ergonomics. Heightened environmental awareness has positively influenced research on waste disposal methods. Implementing environmentally friendly waste and emission disposal methods in automotive maintenance is projected to reduce costs for mechanics and operators. Furthermore, the study elaborated on the comprehensive processes undertaken in automotive maintenance facilities, detailing the journey of waste from its origin to its final disposal. Effective management of these processes provides significant environmental and economic benefits. Additionally, the study presents a series of evidence-based recommendations designed to cultivate a safer and healthier working environment for automotive service professionals. These recommendations aim to improve overall working conditions in the industry by contributing to the enhancement of occupational health and safety standards. Through these measures, the research advocates for a comprehensive approach to occupational health within the automotive repair industry.

In this study, the effects of the combined use of diesel and compressed natural gas (CNG) fuels on the performance, combustion and emissions were experimentally and statistically investigated in a homogeneous charged compression ignition (HCCI) engine. Diesel and CNG fuels were used at different ratios between 0% and 80% by mass, and tests were conducted at different engine loads. The experimental procedure was designed using the response surface method (RSM) composite central design method. The experimental data were analyzed using MATLAB and entered into the RSM. In order to determine the response parameters predictably, model equations were created, counter graphs were drawn and optimization was carried out. Engine load and CNG ratio, which are the optimum input parameters, were determined as 68.36% and 2.864%, respectively. The response parameter values were obtained as 4.487 bar for IMEP, 39.3% for ITE, 255.5 g/kWh for BSFC, 3.343% for COVimep, 0.247% for CO, 191.566 ppm for HC, 579.538 ppm for NOx and 1.393 m-1 for smoke. This study, in which a combined diesel and CNG fueled engine operating in HCCI combustion mode is examined with experimental and statistical methods, will fill an important gap in the literature and provide researchers with a new perspective.

This research article develops a screening-level national inventory of airborne brake-wear particulate emissions from on-road vehicles in Türkiye for the year 2024. The scope is limited to brake wear only and does not include tyre wear, road wear, resuspension, or concentration and exposure modelling. The inventory combines TurkStat vehicle-kilometre statistics with EMEP/EEA Tier-2 brake-wear emission factors, including passenger-car powertrain differentiation to reflect regenerative-braking effects. Under nominal baseline assumptions, annual emissions are estimated at 5.67 kt·y-1 for PM10 and 2.26 kt·y-1 for PM2.5. Monte Carlo framework that propagates bounded uncertainty in total activity, vehicle-category composition, passenger-car powertrain shares, guidebook-anchored emission factors, and particle-size fractions, the national totals are characterised by a median (95% interval) of 5.67 (4.87–7.19) kt·y-1 for PM10 and 2.26 (1.87–2.90) kt·y-1 for PM2.5 Passenger cars account for approximately 45% of national PM10 emissions, followed by light commercial vehicles and tractor units. Illustrative, assumption-dependent scenario analysis indicates that PM10 could decrease to 4.95 kt·y-1 under partial uptake of low-emission brake technologies, to 5.28 kt·y-1 with greater use of auxiliary braking in heavy-duty vehicles, and to 5.47 kt·y-1 under a passenger-car fleet share of 10% HEV and 10% BEV. These scenario outcomes should be interpreted as indicative screening-level projections rather than empirical or policy-evaluation results. Overall, the study provides a transparent brake-wear-only national baseline and a comparative framework for examining how selected assumptions influence estimated PM emissions in Türkiye.