{"id":17725,"date":"2026-04-13T12:51:39","date_gmt":"2026-04-13T10:51:39","guid":{"rendered":"https:\/\/ultimabozza.it\/hot-engines-and-hot-cities-this-is-how-traffic-raises-the-temperature\/"},"modified":"2026-04-13T12:53:41","modified_gmt":"2026-04-13T10:53:41","slug":"hot-engines-and-hot-cities-this-is-how-traffic-raises-the-temperature","status":"publish","type":"post","link":"https:\/\/ultimabozza.it\/en\/hot-engines-and-hot-cities-this-is-how-traffic-raises-the-temperature\/","title":{"rendered":"Hot engines and hot cities: this is how traffic raises the temperature"},"content":{"rendered":"\n

The urban thermometer also rises because of traffic<\/strong>: there is a physical heat that engines, car bodies and hot asphalt exchange every day that climate models have long ignored. A contribution that now emerges as a measurable and far from negligible component of urban warming. <\/p>\n\n

The contribution that was missing<\/strong><\/h3>\n\n

A recent study<\/a> by the University of Manchester, published in the Journal of Advances in Modeling Earth Systems,<\/em> introduced for the first time into the Community Earth System Model (CESM)-one of the leading global climate models-a module capable of interactively simulating heat produced by urban traffic. The researchers adopted an approach that takes into account hourly traffic flows, vehicle speeds, weather conditions and car fleet composition – gasoline, diesel, hybrid and electric – to estimate the heat released into the urban environment. The model integrates this energy flux directly into the city’s surface heat budget, in relation to solar radiation, heat exchange and building energy consumption. <\/p>\n\n

The results are significant: up to +0.4 \u00b0C on an annual basis in urban settings<\/strong> such as Toulouse, and about +0.25 \u00b0C in cities such as Manchester. In some metropolises, traffic accounts for up to 30 percent of total anthropogenic heat – and in extreme cases, such as S\u00e3o Paulo, it goes as far as being the main source. An increase that, during heat waves, can push temperatures past critical thresholds for human health: in the study, the heat produced by traffic during the summer of 2022 in Manchester increased the perceived heat index-which combines air temperature and humidity to estimate how hot the human body actually feels-by nearly 5 \u00b0C at nighttime, near the busiest areas, when evening commuter engines continued to cede energy to the already hot air. In addition, heat generated at street level is progressively transferred to the walls and roofs of surrounding buildings<\/strong>, increasing summer cooling requirements and feeding an energy vicious cycle that is difficult to break. <\/p>\n\n

The role of stationary vehicles<\/strong><\/h3>\n\n

Traffic also affects the urban microclimate even when it is stationary. A second study<\/a>, conducted in Lisbon and published in City and Environment Interactions<\/em>, shows that parked cars change the thermal properties of road surfaces in a systematic and localized manner.<\/strong> Metal car bodies, which are characterized by low thermal inertia, heat up rapidly in the sun and release the accumulated heat to the surrounding air almost instantaneously, unlike asphalt, which instead accumulates it more slowly over hours. Measurements conducted on two parked cars – one black and one white – found air temperature differences of up to 3.8 \u00b0C<\/strong> compared to the adjacent asphalt surface under the hottest conditions, with the peak recorded just above the dark bodywork. <\/p>\n\n

Dark surfaces absorb a much larger proportion of solar radiation than light surfaces, which reflect a significant portion of it instead. In high-density urban areas, where parked cars come to occupy up to 10 percent or more of the road surface, this effect can significantly alter the overall albedo of the neighborhood and the amount of heat that accumulates over the course of the day. The researchers estimate that, in the densest areas of Lisbon, a hypothetical replacement of all parked cars with white cars could increase the street’s reflectivity from an albedo value of 0.20 to values between 0.28 and 0.39-a significant difference in the surface energy balance. <\/p>\n\n

A node for urban policies<\/strong><\/h3>\n\n

Taken together, the two studies draw a more complete picture than urban climate models have portrayed to date. Integrating traffic into climate simulators changes urban policy priorities because it highlights a direct source of heat that is independent of CO\u2082 emissions and difficult to intercept by air quality indicators alone. <\/p>\n\n

Electric cars reduce the problem, but they do not eliminate it<\/strong>. They dissipate about one-sixth as much heat as internal combustion engines, but their physical presence on the roads-metal bodywork, prolonged parking, ground occupancy-produces thermal effects quite similar to those of conventional cars. The energy transition of the car fleet is obviously necessary but not sufficient. <\/p>\n\n

Alongside it, both studies suggest a set of complementary measures: limiting parking in the densest and most thermally exposed urban areas, favoring vehicles with light-colored and reflective paint, introducing shade structures in uncovered parking lots, and increasing permeable surfaces and urban vegetation.<\/p>\n\n

Reducing the overall volume of traffic, however, remains the most important strategy<\/strong>: past experiences confirm this. During the 2008 Beijing Olympics, traffic restrictions led to a reduction in average surface temperature of 2\u00b0C<\/a> in some areas of the city. <\/p>\n\n

<\/p>\n","protected":false},"excerpt":{"rendered":"

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