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System Adjustment 2.3
Depending on the time and place, the environmental conditions
(including the concentration of the exhaust in the air, wind speed,
and wind direction) will change. The remote sensing system has to be
adjusted every two hours before the start of the test to correct for the
inevitable ground vibrations and in order to obtain a better test result.
The CO and CO2 data will be adjusted within the system.
Detection of the Conditions of the Road
Remote sensing monitoring of road traffic was done in five places
in Guiyang. The monitoring sites were located in different parts of
the city to cover as many road types (such as urban viaducts, main
roads, secondary roads and urban tunnels) and ages of vehicles as
possible. However, keeping the regulations in mind, the test could be
performed only on single lanes, instead of the busy ones. Moreover,
to ensure smooth traffic around the city, only those areas had to be
selected which had more land, a moderate traffic volume, and smooth
traffic. All testing sites were located in the middle of the road, in order
to avoid the possible impact of cold starts of vehicles.
3.5.2 Data Analysis
In an ideal situation, the minimum value of motor vehicle exhaust
emissions should be zero. However, due to the error of the
measurement instrument itself, the measured values may be negative.
For the study discussed in this chapter, the approach recommended
by Burgard et al. (2003) was adopted to deal with negative values—the
average emissions of a vehicle with minimum emissions in the year
with the smallest amount of emissions as an adjusted value was used
to offset the negative number from the measurement.
3.5.3 Results and Discussion
Based on the data from the five monitoring sites in Guiyang, there
were 59,185 motor vehicles on the road; 46,753 of them produced
valid CO and CO2 emissions data. Around 69 per cent of the tested
vehicles (32,260) can be matched with the data from the Inspection and
Maintenance (I/M) database. The rest either did not have an easy-to-
read licence plate or were non-local vehicles. Besides, there were also
the ones that had been tested twice.
Figure 3.4 depicts the CO2 emission factors for running freight
vehicles. The CO2 emission factor of running diesel vehicles was
greater than that of gasoline vehicles. The CO2 emission factor
Chapter 3 Informing Sub-national Actions 147
Depending on the time and place, the environmental conditions
(including the concentration of the exhaust in the air, wind speed,
and wind direction) will change. The remote sensing system has to be
adjusted every two hours before the start of the test to correct for the
inevitable ground vibrations and in order to obtain a better test result.
The CO and CO2 data will be adjusted within the system.
Detection of the Conditions of the Road
Remote sensing monitoring of road traffic was done in five places
in Guiyang. The monitoring sites were located in different parts of
the city to cover as many road types (such as urban viaducts, main
roads, secondary roads and urban tunnels) and ages of vehicles as
possible. However, keeping the regulations in mind, the test could be
performed only on single lanes, instead of the busy ones. Moreover,
to ensure smooth traffic around the city, only those areas had to be
selected which had more land, a moderate traffic volume, and smooth
traffic. All testing sites were located in the middle of the road, in order
to avoid the possible impact of cold starts of vehicles.
3.5.2 Data Analysis
In an ideal situation, the minimum value of motor vehicle exhaust
emissions should be zero. However, due to the error of the
measurement instrument itself, the measured values may be negative.
For the study discussed in this chapter, the approach recommended
by Burgard et al. (2003) was adopted to deal with negative values—the
average emissions of a vehicle with minimum emissions in the year
with the smallest amount of emissions as an adjusted value was used
to offset the negative number from the measurement.
3.5.3 Results and Discussion
Based on the data from the five monitoring sites in Guiyang, there
were 59,185 motor vehicles on the road; 46,753 of them produced
valid CO and CO2 emissions data. Around 69 per cent of the tested
vehicles (32,260) can be matched with the data from the Inspection and
Maintenance (I/M) database. The rest either did not have an easy-to-
read licence plate or were non-local vehicles. Besides, there were also
the ones that had been tested twice.
Figure 3.4 depicts the CO2 emission factors for running freight
vehicles. The CO2 emission factor of running diesel vehicles was
greater than that of gasoline vehicles. The CO2 emission factor
Chapter 3 Informing Sub-national Actions 147
