This page has only limited features, please log in for full access.
Since the beginning of Life Cycle Assessment (LCA), practitioners were discussing the standards and the interoperability of life cycle inventory databases because such databases suffer from different data formats making cross-database applications difficult. This study explores how the choice for a life cycle inventory (LCI) database influences the result of a LCA. To investigate this influence, the study also addresses the question of whether electric cars are advantageous when compared with their combustion-engine siblings. The study builds on a comparative LCA modelling of a combustion engine vs. an electric vehicle that used the ecoinvent database. This life cycle is modelled again, using the GaBi professional database and then compared against the ecoinvent-based LCA. The results provide new insights as they identify limitations due to the LCI databases applied. The advantageousness of an LCA of electric cars may depend on the LCI database used, already considering the effect of energy use in the life cycle’s use phase. This paper contributes to the limited discussion on LCA comparability across LCI databases and their application. This discussion is mainly addressed by the GLAD network so far. LCA practitioners should put additional emphasis on the reflection of LCA results and LCA stakeholders should be encouraged to further analyze and understand their results, for example, by employing alternative LCI databases. Ultimately, the LCA community and LCI data providers should aim to achieve greater interoperability of LCI data.
Matthias Kalverkamp; Eckard Helmers; Alexandra Pehlken. Impacts of life cycle inventory databases on life cycle assessments: A review by means of a drivetrain case study. Journal of Cleaner Production 2020, 269, 121329 .
AMA StyleMatthias Kalverkamp, Eckard Helmers, Alexandra Pehlken. Impacts of life cycle inventory databases on life cycle assessments: A review by means of a drivetrain case study. Journal of Cleaner Production. 2020; 269 ():121329.
Chicago/Turabian StyleMatthias Kalverkamp; Eckard Helmers; Alexandra Pehlken. 2020. "Impacts of life cycle inventory databases on life cycle assessments: A review by means of a drivetrain case study." Journal of Cleaner Production 269, no. : 121329.
This study compares the environmental impacts of petrol, diesel, natural gas, and electric vehicles using a process-based attributional life cycle assessment (LCA) and the ReCiPe characterization method that captures 18 impact categories and the single score endpoints. Unlike common practice, we derive the cradle-to-grave inventories from an originally combustion engine VW Caddy that was disassembled and electrified in our laboratory, and its energy consumption was measured on the road. Ecoivent 2.2 and 3.0 emission inventories were contrasted exhibiting basically insignificant impact deviations. Ecoinvent 3.0 emission inventory for the diesel car was additionally updated with recent real-world close emission values and revealed strong increases over four midpoint impact categories, when matched with the standard Ecoinvent 3.0 emission inventory. Producing batteries with photovoltaic electricity instead of Chinese coal-based electricity decreases climate impacts of battery production by 69%. Break-even mileages for the electric VW Caddy to pass the combustion engine models under various conditions in terms of climate change impact ranged from 17,000 to 310,000 km. Break-even mileages, when contrasting the VW Caddy and a mini car (SMART), which was as well electrified, did not show systematic differences. Also, CO2-eq emissions in terms of passenger kilometers travelled (54–158 g CO2-eq/PKT) are fairly similar based on 1 person travelling in the mini car and 1.57 persons in the mid-sized car (VW Caddy). Additionally, under optimized conditions (battery production and use phase utilizing renewable electricity), the two electric cars can compete well in terms of CO2-eq emissions per passenger kilometer with other traffic modes (diesel bus, coach, trains) over lifetime. Only electric buses were found to have lower life cycle carbon emissions (27–52 g CO2-eq/PKT) than the two electric passenger cars.
Eckard Helmers; Johannes Dietz; Martin Weiss. Sensitivity Analysis in the Life-Cycle Assessment of Electric vs. Combustion Engine Cars under Approximate Real-World Conditions. Sustainability 2020, 12, 1241 .
AMA StyleEckard Helmers, Johannes Dietz, Martin Weiss. Sensitivity Analysis in the Life-Cycle Assessment of Electric vs. Combustion Engine Cars under Approximate Real-World Conditions. Sustainability. 2020; 12 (3):1241.
Chicago/Turabian StyleEckard Helmers; Johannes Dietz; Martin Weiss. 2020. "Sensitivity Analysis in the Life-Cycle Assessment of Electric vs. Combustion Engine Cars under Approximate Real-World Conditions." Sustainability 12, no. 3: 1241.
Passenger cars in Europe have become both heavier and more powerful over the past decades. This trend has increased vehicle utility but it might have also offset technical improvements in powertrain efficiency. Here, we analyze efficiency trade-offs and CO2 emissions for three popular compact cars in Germany. We find that mass, power, and front area of model variants has increased by 66%, 147%, and 22%, respectively between 1980 and 2018. In the same period, fuel consumption decreased 14% for gasoline models but it increased 9% for diesel models. However, if vehicle mass, power, and front area had remained at 1980 levels, technical efficiency improvements would have decreased the fuel consumption of gasoline and diesel models by 23% and 24%, respectively. The related efficiency trade-offs amount to 24 g CO2/km or 13% of the current fuel consumption for gasoline models and 40 g CO2/km or 25% of the current fuel consumption for diesel models. These findings suggest that about half of the technical efficiency improvements in gasoline models and all of the technical efficiency improvements in diesel models are offset through other vehicle attributes. By accounting for the observed efficiency trade-offs, climate policy could become more effective.
Martin Weiss; Lukas Irrgang; Andreas T. Kiefer; Josefine R. Roth; Eckard Helmers. Mass- and power-related efficiency trade-offs and CO2 emissions of compact passenger cars. Journal of Cleaner Production 2019, 243, 118326 .
AMA StyleMartin Weiss, Lukas Irrgang, Andreas T. Kiefer, Josefine R. Roth, Eckard Helmers. Mass- and power-related efficiency trade-offs and CO2 emissions of compact passenger cars. Journal of Cleaner Production. 2019; 243 ():118326.
Chicago/Turabian StyleMartin Weiss; Lukas Irrgang; Andreas T. Kiefer; Josefine R. Roth; Eckard Helmers. 2019. "Mass- and power-related efficiency trade-offs and CO2 emissions of compact passenger cars." Journal of Cleaner Production 243, no. : 118326.
A new comprehensive evaluation system presented here allows to compare and to quantify education for a sustainable development (ESD) in degree programs. The evaluation is based on a criteria system working with three hierarchic levels. The highest level considers a list of 35 indicator terms. Primarily, the two most popular undergraduate (bachelor’s) degree programs in Germany (mechanical engineering, ME, and business administration, BA) have been reviewed for ESD contents based on the new evaluation scheme. Additionally we reviewed and quantified ESD subjects and their temporal changes in the entire bandwidth of degree programs of a university (Umwelt-Campus Birkenfeld, University of Applied Sciences Trier), back to 1999. Moreover, a spot check on international ME and BA bachelor’s degree programs was performed. Through our reviews, we found a high number of elective classes dedicated to ESD particularly in BA bachelor programs. However, the percentage of compulsory classes related to ESD is relatively low with 5-6 % in both ME and BA programs, respectively. The spot check on degree programs outside Germany revealed similar results. Analysing the time trend at Umwelt-Campus Birkenfeld, a considerable share of ESD that was part of the original diploma degrees was moved to what are now master’s degrees.
Eckard Helmers; Fabienne Ilchmann. Sustainability Subjects in University Education - Development of a Comprehensive Indicator System and Quantitative Analysis of Degree Programs at German Universities. European Journal of Sustainable Development Research 2019, 3, em0092 .
AMA StyleEckard Helmers, Fabienne Ilchmann. Sustainability Subjects in University Education - Development of a Comprehensive Indicator System and Quantitative Analysis of Degree Programs at German Universities. European Journal of Sustainable Development Research. 2019; 3 (4):em0092.
Chicago/Turabian StyleEckard Helmers; Fabienne Ilchmann. 2019. "Sustainability Subjects in University Education - Development of a Comprehensive Indicator System and Quantitative Analysis of Degree Programs at German Universities." European Journal of Sustainable Development Research 3, no. 4: em0092.
A comprehensive overview is provided evaluating direct real-world CO2 emissions of both diesel and petrol cars newly registered in Europe between 1995 and 2015. Before 2011, European diesel cars emitted less CO2 per kilometre than petrol cars, but since then there is no appreciable difference in per-km CO2 emissions between diesel and petrol cars. Real-world CO2 emissions of diesel cars have not declined appreciably since 2001, while the CO2 emissions of petrol cars have been stagnant since 2012. When adding black carbon related CO2-equivalents, such as from diesel cars without particulate filters, diesel cars were discovered to have had much higher climate relevant emissions until the year 2001 when compared to petrol cars. From 2001 to 2015 CO2-equivalent emissions from new diesel cars and petrol cars were hardly distinguishable. Lifetime use phase CO2-equivalent emissions of all European passenger vehicles were modelled for 1995–2015 based on three scenarios: the historic case, another scenario freezing percentages of diesel cars at the low levels from the early 1990s (thus avoiding the observed “boom” in new diesel registrations), and an advanced mitigation scenario based on high proportions of petrol hybrid cars and cars burning gaseous fuels. The difference in CO2-equivalent emissions between the historical case and the scenario avoiding the diesel car boom is only 0.4%. The advanced mitigation scenario would have been able to achieve a 3.4% reduction in total CO2-equivalent emissions over the same time frame. The European diesel car boom appears to have been ineffective at reducing climate-warming emissions from the European transport sector.
Eckard Helmers; Joana Leitao; Uwe Tietge; Tim Butler. CO2-equivalent emissions from European passenger vehicles in the years 1995–2015 based on real-world use: Assessing the climate benefit of the European “diesel boom”. Atmospheric Environment 2018, 198, 122 -132.
AMA StyleEckard Helmers, Joana Leitao, Uwe Tietge, Tim Butler. CO2-equivalent emissions from European passenger vehicles in the years 1995–2015 based on real-world use: Assessing the climate benefit of the European “diesel boom”. Atmospheric Environment. 2018; 198 ():122-132.
Chicago/Turabian StyleEckard Helmers; Joana Leitao; Uwe Tietge; Tim Butler. 2018. "CO2-equivalent emissions from European passenger vehicles in the years 1995–2015 based on real-world use: Assessing the climate benefit of the European “diesel boom”." Atmospheric Environment 198, no. : 122-132.
Advances and critical aspects in the life-cycle assessment of battery electric cars Eckard Helmers,1 Martin Weiss2 1Department of Environmental Planning and Technology, Environment Campus Birkenfeld, University of Applied Sciences Trier, Birkenfeld, Germany; 2Sustainable Transport Unit, Directorate C – Energy, Transport and Climate, European Commission – DG Joint Research Centre, Ispra, Italy Concerns over climate change, air pollution, and oil supply have stimulated the market for battery electric vehicles (BEVs). The environmental impacts of BEVs are typically evaluated through a standardized life-cycle assessment (LCA) methodology. Here, the LCA literature was surveyed with the objective to sketch the major trends and challenges in the impact assessment of BEVs. It was found that BEVs tend to be more energy efficient and less polluting than conventional cars. BEVs decrease exposure to air pollution as their impacts largely result from vehicle production and electricity generation outside of urban areas. The carbon footprint of BEVs, being highly sensitive to the carbon intensity of the electricity mix, may decrease in the nearby future through a shift to renewable energies and technology improvements in general. A minority of LCAs covers impact categories other than carbon footprint, revealing a mixed picture. Up to date little attention is paid so far in LCA to the efficiency advantage of BEVs in urban traffic, the gap between on-road and certified energy consumption, the local exposure to air pollutants and noise and the aging of emissions control technologies in conventional cars. Improvements of BEV components, directed charging, second-life reuse of vehicle batteries, as well as vehicle-to-home and vehicle-to-grid applications will significantly reduce the environmental impacts of BEVs in the future. Keywords: toxic emissions, China, energy use, carbon footprint, impact categories, environmental impact, health impact
Eckard Helmers; Martin Weiss. Advances and critical aspects in the life-cycle assessment of battery electric cars. Energy and Emission Control Technologies 2017, ume 5, 1 -18.
AMA StyleEckard Helmers, Martin Weiss. Advances and critical aspects in the life-cycle assessment of battery electric cars. Energy and Emission Control Technologies. 2017; ume 5 ():1-18.
Chicago/Turabian StyleEckard Helmers; Martin Weiss. 2017. "Advances and critical aspects in the life-cycle assessment of battery electric cars." Energy and Emission Control Technologies ume 5, no. : 1-18.
While almost all life cycle assessment (LCA) studies published so far are based on generic vehicles, type approval energy consumption as well as emission data, and application scenarios related to standardized laboratory-based driving cycles, this projects aims at quantifying the LCA based on a real-world vehicle composition and energy consumption data measured before and after the electric conversion of a mini class car. Furthermore, consequences of a second life of a vehicle’s glider on the environmental impact were investigated. After having driven 100,000 km, a Smart was converted from combustion to electric in a laboratory project. The inventory was developed grounded upon materials data from laboratory measurements during the conversion process as well as on real-world energy consumption data prior and after the conversion. Three base models are compared in this life cycle impact assessment: a conventional new Smart (combustion engine), a new electric Smart, and a Smart converted from combustion engine to electric. Together with two sensitivity analyses (four different electricity mixes as well as urban vs. mixed driving conditions) and two EOL treatments, 36 scenarios have been quantified. The inventory is based on Ecoinvent database v 2.2 as a background system and includes raw material extraction. In urban use, the modeled battery electric vehicle has a favorable environmental impact compared to the ICEV even when charged with the German electricity mix of the year 2013. The advantage in summed up endpoints of the converted Smart is 23 % vs. the new electric Smart on average for the mixed driving conditions and 26 % for the urban driving conditions, respectively. Over a variety of impact categories, electricity consumption during battery cell production in China as well as impacts due to microelectronic components dominated the life cycle. Results for 18 midpoint categories, endpoints for damages to human health, to resource quality and to ecosystem quality as well as the Single score endpoints are reported. This investigation points out that real-world treatments in inventory development can more specifically outline the environmental advantages of the electric car. The electric conversion of a used combustion engine vehicle can save an additional 16 % (CO2-eq) and 19 % (single score endpoints) of the environmental impact over a lifetime, respectively, when compared with the new BEV.
Eckard Helmers; Johannes Dietz; Susanne Hartard. Electric car life cycle assessment based on real-world mileage and the electric conversion scenario. The International Journal of Life Cycle Assessment 2015, 22, 15 -30.
AMA StyleEckard Helmers, Johannes Dietz, Susanne Hartard. Electric car life cycle assessment based on real-world mileage and the electric conversion scenario. The International Journal of Life Cycle Assessment. 2015; 22 (1):15-30.
Chicago/Turabian StyleEckard Helmers; Johannes Dietz; Susanne Hartard. 2015. "Electric car life cycle assessment based on real-world mileage and the electric conversion scenario." The International Journal of Life Cycle Assessment 22, no. 1: 15-30.
This contribution reveals that the supply of critical raw materials is not primarily a problem of future electric car manufacturing, rather a general strategic problem for the (high) technology sector in some industrialized countries. Although a temporary supply bottleneck for raw materials cannot be excluded when the mass production of electric cars starts within the next decade, in the long-term fundamental supply risks are unlikely.
Eckard Helmers. Possible Resource Restrictions for the Future Large-Scale Production of Electric Cars. Competition and Conflicts on Resource Use 2014, 121 -131.
AMA StyleEckard Helmers. Possible Resource Restrictions for the Future Large-Scale Production of Electric Cars. Competition and Conflicts on Resource Use. 2014; ():121-131.
Chicago/Turabian StyleEckard Helmers. 2014. "Possible Resource Restrictions for the Future Large-Scale Production of Electric Cars." Competition and Conflicts on Resource Use , no. : 121-131.
On the way to a more sustainable society, transport needs to be urgently optimized regarding energy consumption and pollution control. While in earlier decades, Europe followed automobile technology leaps initiated in the USA, it has decoupled itself for 20 years by focusing research capacity towards the diesel powertrain. The resulting technology shift has led to some 45 million extra diesel cars in Europe. Its outcome in terms of health and environmental effects will be investigated below.
Michel Cames; Eckard Helmers. Critical evaluation of the European diesel car boom - global comparison, environmental effects and various national strategies. Environmental Sciences Europe 2013, 25, 15 .
AMA StyleMichel Cames, Eckard Helmers. Critical evaluation of the European diesel car boom - global comparison, environmental effects and various national strategies. Environmental Sciences Europe. 2013; 25 (1):15.
Chicago/Turabian StyleMichel Cames; Eckard Helmers. 2013. "Critical evaluation of the European diesel car boom - global comparison, environmental effects and various national strategies." Environmental Sciences Europe 25, no. 1: 15.
Eckard Helmers; Patrick Marx. Electric cars: technical characteristics and environmental impacts. Environmental Sciences Europe 2012, 24, 14 .
AMA StyleEckard Helmers, Patrick Marx. Electric cars: technical characteristics and environmental impacts. Environmental Sciences Europe. 2012; 24 (1):14.
Chicago/Turabian StyleEckard Helmers; Patrick Marx. 2012. "Electric cars: technical characteristics and environmental impacts." Environmental Sciences Europe 24, no. 1: 14.
E. Helmers. Forschung begleitet das Elektroauto auf dem Weg in den Markt. Umweltwissenschaften und Schadstoff-Forschung 2010, 22, 736 -737.
AMA StyleE. Helmers. Forschung begleitet das Elektroauto auf dem Weg in den Markt. Umweltwissenschaften und Schadstoff-Forschung. 2010; 22 (6):736-737.
Chicago/Turabian StyleE. Helmers. 2010. "Forschung begleitet das Elektroauto auf dem Weg in den Markt." Umweltwissenschaften und Schadstoff-Forschung 22, no. 6: 736-737.
Der motorisierte Verkehr ist eine der größten Quellen von CO2-Emissionen sowie dominierender NOx-Emittent. Gegenwärtig stehen technische Weichenstellungen bevor. Die in Deutschland und Europa entwickelten Technologien wie auch Emissionsgrenzwerte werden zudem in globalem Rahmen exportiert. Der seit Mitte der 1990er-Jahre von EU-Kommission und europäischer Autoindustrie betriebene Diesel-Pkw-Boom wird deshalb auf seine Umweltwirkungen hin untersucht und Kriterien hierzu werden entwickelt. Die behauptete CO2-Reduktion bei den deutschen Verkehrsemissionen der vergangenen Jahre wird kritisch hinterfragt. Der rußbedingte Strahlungsantrieb wird der Klimawirkung von Diesel-Pkw-Emissionen hinzugerechnet. Die mit dem Diesel-Pkw-Boom seit 1997 zusätzlich auf die Straßen gebrachten Diesel-Pkw ohne Partikelfilter bewirken eine Erwärmung der Atmosphäre. Eine Diskrepanz zwischen Modell- und Messdaten wird bei den Stickstoffoxiden festgestellt. Trotz ehrgeiziger nationaler Reduktionsziele für Stickstoffoxide werden diese durch den Diesel-Pkw-Boom zusätzlich freigesetzt. Vor diesem Hintergrund wird die Umwelteffizienz von Elektroautos betrachtet. Direkte und indirekte Emissionen (CO2, NOx, PM10, SO2) von Pkw mit Verbrennungsmotor einerseits und von Elektro-Pkw andererseits werden berechnet und verglichen. Die CO2-Ökobilanzierung ergibt Vorteile für den Betrieb von Elektroautos im Vergleich zu Fahrzeugen mit Benzinmotor bereits mit heutigem Strommix. Motorized traffic is among the biggest CO2-emitting sources and is additionally dominating NOx emission. Engine technology shifts are approaching, while automobiles developed in Germany and Europe are exported worldwide together with the European emission thresholds for cars. The Diesel car boom induced by EU commission, national EU governments and car industry is accordingly analyzed for sustainability and its effects on environment. German CO2 emission reduction numbers by motorized traffic, as claimed by the government, are questioned. Radiative forcing by soot (black carbon) Diesel car emissions is added on the CO2 emissions by fuel combustion. Diesel cars without particle filters are found to cause an atmospheric warming. Modelled and measured NOx emission data are assessed to mismatch considerably. In spite of an ambitious national NOx reduction plan there is excess NOx emission by the German and European Diesel car boom. In this context environmental sustainability of battery electric vehicles (BEV) is investigated. Direct (by car) und indirect (by power plant) emissions (CO2, NOx, PM10, SO2) of cars with internal combustion engines (ICE) and BEVs, respectively, are calculated and compared. CO2-ecoanalysis revealed advantages for BEVs even operated with current German electricity mix based on around 15 % renewable sources.
E. Helmers. Bewertung der Umwelteffizienz moderner Autoantriebe – auf dem Weg vom Diesel-Pkw-Boom zu Elektroautos. Umweltwissenschaften und Schadstoff-Forschung 2010, 22, 564 -578.
AMA StyleE. Helmers. Bewertung der Umwelteffizienz moderner Autoantriebe – auf dem Weg vom Diesel-Pkw-Boom zu Elektroautos. Umweltwissenschaften und Schadstoff-Forschung. 2010; 22 (5):564-578.
Chicago/Turabian StyleE. Helmers. 2010. "Bewertung der Umwelteffizienz moderner Autoantriebe – auf dem Weg vom Diesel-Pkw-Boom zu Elektroautos." Umweltwissenschaften und Schadstoff-Forschung 22, no. 5: 564-578.
Die internationale Konferenz befasst sich schwerpunktmäßig mit Partikelemissionen von Verbrennungskraftmaschinen, darüber hinaus aber mit dem Gesamtkomplex der Emissionen, ihrer gesundheitlichen Wirkung, möglichen Gegenmaßnahmen und dem legislativen Umfeld. Im Folgenden werden die in Zürich präsentierten Ergebnisse im Hinblick auf Ihre Umwelt- und Gesundheitsrelevanz aufbereitet, in Zusammenhänge eingeordnet und zum Teil kommentiert.
E. Helmers. Partikelmessungen, Abgasgrenzwerte, Stickoxide, Toxikologie und Umweltzonen. Umweltwissenschaften und Schadstoff-Forschung 2008, 21, 118 -123.
AMA StyleE. Helmers. Partikelmessungen, Abgasgrenzwerte, Stickoxide, Toxikologie und Umweltzonen. Umweltwissenschaften und Schadstoff-Forschung. 2008; 21 (1):118-123.
Chicago/Turabian StyleE. Helmers. 2008. "Partikelmessungen, Abgasgrenzwerte, Stickoxide, Toxikologie und Umweltzonen." Umweltwissenschaften und Schadstoff-Forschung 21, no. 1: 118-123.
Darf man die Aussagen eines Fachwissenschaftlers kritisieren, auf dessen Gebiet man sich nicht so gut auskennt wie dieser selbst? Detlev Möller hat in seinem Beitrag „Wie gefährlich ist Feinstaub“ solche Kritik selbst gefordert, ja sogar auf Bürgerkritik gesetzt, die wie seinerzeit Kant die „höheren Fakultäten“ entlarven solle. Und tatsächlich – seit zum Beispiel vor einigen Jahren ein Ordinarius der Tiermedizinischen Hochschule Hannover im deutschen Fernsehen behauptete, es gäbe keinen wissenschaftlichen Beweis für die Existenz von Hunderassen, habe ich persönlich einen Teil der Scheu vor solcher Kritik verloren.
E. Helmers. Wie gefährlich ist Feinstaub? Environmental Sciences Europe 2008, 20, 159 -160.
AMA StyleE. Helmers. Wie gefährlich ist Feinstaub? Environmental Sciences Europe. 2008; 20 (3):159-160.
Chicago/Turabian StyleE. Helmers. 2008. "Wie gefährlich ist Feinstaub?" Environmental Sciences Europe 20, no. 3: 159-160.
Eckard Helmers. The Society for Environmental Geochemistry and Health (SEGH). Umweltwissenschaften und Schadstoff-Forschung 2006, 18, 279 -279.
AMA StyleEckard Helmers. The Society for Environmental Geochemistry and Health (SEGH). Umweltwissenschaften und Schadstoff-Forschung. 2006; 18 (4):279-279.
Chicago/Turabian StyleEckard Helmers. 2006. "The Society for Environmental Geochemistry and Health (SEGH)." Umweltwissenschaften und Schadstoff-Forschung 18, no. 4: 279-279.
Eckard Helmers. 10th ETH conference on combustion generated nanoparticles. Umweltwissenschaften und Schadstoff-Forschung 2006, 18, 280 -282.
AMA StyleEckard Helmers. 10th ETH conference on combustion generated nanoparticles. Umweltwissenschaften und Schadstoff-Forschung. 2006; 18 (4):280-282.
Chicago/Turabian StyleEckard Helmers. 2006. "10th ETH conference on combustion generated nanoparticles." Umweltwissenschaften und Schadstoff-Forschung 18, no. 4: 280-282.
Eckard Helmers. Palladium emissions in the environment analytical methods, environmental assessment and health effects. Umweltwissenschaften und Schadstoff-Forschung 2006, 18, 278 -278.
AMA StyleEckard Helmers. Palladium emissions in the environment analytical methods, environmental assessment and health effects. Umweltwissenschaften und Schadstoff-Forschung. 2006; 18 (4):278-278.
Chicago/Turabian StyleEckard Helmers. 2006. "Palladium emissions in the environment analytical methods, environmental assessment and health effects." Umweltwissenschaften und Schadstoff-Forschung 18, no. 4: 278-278.
Zusammenfassung Hintergrund In vielen Ländern Europas hat sich seit fast zehn Jahren die Anzahl der Dieselfahrzeuge stark erhöht. Am Beispiel Deutschlands wird diese Situation mit Zahlen belegt. Ursache ist eine staatliche Förderung von Diesel-PKW auf mehreren Ebenen in Zusammenarbeit mit der Industrie. Politisches Ziel war hierbei die Absenkung der CO2-Emissionen des Verkehrs. Ergebnisse Einerseits bleibt die erreichte Absenkung der CO2-Emissionen des Verkehrs durch die Dieseltechnologie gering. Andererseits bedingt diese Technik deutlich erhöhte Emissionen von NOx und Feinstaub, die hier quantifiziert werden. Schäden in Land- und Forstwirtschaft sowie Gesundheitsschäden durch NOx und Feinstaub werden aufgeführt und von der Größenordnung her abgeschätzt. Allein die Partikelemissionen durch zusätzliche Diesei-PKW verursachen derzeit volkswirtschaftliche Kosten in Höhe von 200 Mio Euro/Jahr. Wissenslücken im Hinblick auf die Wirkungen von Ultrafeinstäuben sowie von Partikelfiltern werden aufgezeigt. Schlussfolgerungen und Empfehlungen Die Vereinfachung der öffentlichen Diskussion auf Partikelfrachten (g km−1) anstatt von Partikelzahlen ist im Hinblick auf die Wirkungen unangemessen. Für den toxikologisch relevanten Größenbereich von 2-Einsparung durch Einsatz von Diesel-PKW wird grundsätzlich bezweifelt.
Eckard Helmers. Die Kosten des Dieselbooms. Umweltwissenschaften und Schadstoff-Forschung 2006, 18, 30 -36.
AMA StyleEckard Helmers. Die Kosten des Dieselbooms. Umweltwissenschaften und Schadstoff-Forschung. 2006; 18 (1):30-36.
Chicago/Turabian StyleEckard Helmers. 2006. "Die Kosten des Dieselbooms." Umweltwissenschaften und Schadstoff-Forschung 18, no. 1: 30-36.
Eckard Helmers. Edelmetallforum am 13. und 14.12. 2004 in München. Umweltwissenschaften und Schadstoff-Forschung 2005, 17, 58 -58.
AMA StyleEckard Helmers. Edelmetallforum am 13. und 14.12. 2004 in München. Umweltwissenschaften und Schadstoff-Forschung. 2005; 17 (1):58-58.
Chicago/Turabian StyleEckard Helmers. 2005. "Edelmetallforum am 13. und 14.12. 2004 in München." Umweltwissenschaften und Schadstoff-Forschung 17, no. 1: 58-58.