Unregulated pollutant emissions from on-road vehicles in China, 1999–2014

Lang, Jianlei; Zhou, Ying; Cheng, Shuiyuan; Zhang, Yanyun; Dong, Meng; Li, Shengyue; Wang, Gang; Zhang, Yonglin

doi:10.1016/j.scitotenv.2016.08.171

Cited by 71 publications

(24 citation statements)

References 38 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Numerous studies have explored the key factors that drive the high releases in China from various perspectives, including energy consumption (Yang et al, 2016a), socioeconomic levels (He, 2009;He et al, 2016), coal-fired power plants (Liu and Donalds, 2013;Xu et al, 2017), and vehicles (Lang et al, 2016), etc. These studies mainly focused China's atmospheric pollutant emissions from the production side, i.e., total direct emissions from production entities.…”

Section: Introductionmentioning

confidence: 99%

The temporal variation of SO2 emissions embodied in Chinese supply chains, 2002–2012

Yang

Zhang

Fan

et al. 2018

Environmental Pollution

View full text Add to dashboard Cite

Whilst attention is increasingly being focused on embodied pollutant emissions along supply chains in China, relatively little attention has been paid to dynamic changes in this process. This study utilized environmental extended input-output analysis (EEIOA) and structural path analysis (SPA) to investigate the dynamic variation of the SO emissions embodied in 28 economic sectors in Chinese supply chains during 2002-2012. The main conclusions are summarized as follows: (1) The dominant SO emission sectors differed under production and consumption perspectives. Electricity and heat production dominated SO emissions from the point of view of production, while construction contributed most from the consumption perspective. (2) The embodied SO emissions tended to change from the path (staring from consumption side to production side): "Services→Services→Power" in 2002 to the path: "Construction and Manufacturing→Metal and Nonmetal→Power" in 2012. (3) Metal-driven emissions raised dramatically from 15% in 2002 to 22% in 2012, due to increasing demand for metal products in construction and manufacturing activities. (4) Power generation was found to result in the greatest volume of production-based emissions, a burden it tended to transfer to upstream sectors in 2012. Controlling construction activities and cutting down end-of-pipe discharges in the process of power generation represent the most radical interventions in reducing Chinese SO emissions. This study shed light on changes in SO emissions in the supply chain, providing a range of policy implications from both production and consumption perspectives.

show abstract

Section: Introductionmentioning

confidence: 99%

The temporal variation of SO2 emissions embodied in Chinese supply chains, 2002–2012

Yang

Zhang

Fan

et al. 2018

Environmental Pollution

View full text Add to dashboard Cite

show abstract

“…As shown in figure 2 and table S2, our measured EFs of CH 4 for the urban vehicle fleet were also substantially higher than those derived from the COPERT and MOBILE models [17,21,[23][24][25][26][27]30], but comparable to those derived from the IVE model [28,29], which was designed for mobile source emissions of developing countries by researchers at the International Sustainable Systems Research Center and the University of California at Riverside. In contrast to other models that use average speed to represent a driving cycle, the IVE model introduces parameters such as vehicle specific power and engine size to better represent driving conditions [28,52], making it more suitable for estimating vehicle CH 4 emissions in developing countries.…”

Section: Resultsmentioning

confidence: 51%

“…China has become the world's largest manufacturer and consumption market of motor vehicles; thus traffic emissions of CH 4 are of great concern, particularly in urban areas. However, as CH 4 is an unregulated pollutant, there are few studies concern its emissions from vehicle exhausts [21]. Emission factors (EFs) along with traffic statistics are needed to estimate traffic emissions of CH 4 [22], yet EFs of specific vehicle types are mainly derived from European or US vehicle emission databases for compiling China's CH 4 emission inventory using mobile source emission models such as the Computer Programme to Calculate Emissions from Road Transport (COPERT) [21,[23][24][25][26], MOBILE [27,28], International Vehicle Emissions (IVE) [29] and MOtor Vehicle Emission Simulator (MOVES) [30].…”

Section: Introductionmentioning

confidence: 99%

“…However, as CH 4 is an unregulated pollutant, there are few studies concern its emissions from vehicle exhausts [21]. Emission factors (EFs) along with traffic statistics are needed to estimate traffic emissions of CH 4 [22], yet EFs of specific vehicle types are mainly derived from European or US vehicle emission databases for compiling China's CH 4 emission inventory using mobile source emission models such as the Computer Programme to Calculate Emissions from Road Transport (COPERT) [21,[23][24][25][26], MOBILE [27,28], International Vehicle Emissions (IVE) [29] and MOtor Vehicle Emission Simulator (MOVES) [30]. Due to differences in technological levels, emission control standards and driving conditions, simply borrowing EFs from developed countries will lead to significant uncertainty when estimating emissions in China [31,32].…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Methane emissions from on-road vehicles in China: a case study in an urban tunnel

Zhang¹,

Huang²,

Luo³

et al. 2020

Environ. Res. Commun.

View full text Add to dashboard Cite

Reducing emissions of methane (CH 4 ) in developed regions and urban areas is a practical way to curb the unexpected surge in global CH 4 levels in recent decades. Traffic emissions are among the important anthropogenic CH 4 emission sources in megacities, yet CH 4 emissions from on-road vehicles are less characterized and not well addressed. Based on tunnel tests in an urban tunnel in south China, a real-world emission factor (EF) of CH 4 was measured to be 0.26±0.03 g·km −1 (mean ±95% C.I.) for on-road vehicle fleet which including gasoline vehicles, diesel vehicles, and liquefied petroleum gas vehicles, with an average CH 4 /CO 2 mass ratio of 40.6E-5 g·g −1 , and CH 4 could account for 1.3% of vehicle CO 2 -equivalent emissions. Using the measured CH 4 /CO 2 ratio and available automobile CO 2 emission estimates, traffic CH 4 emissions in 2014 could have reached 333 Gg and represented 0.6% of total anthropogenic CH 4 emissions in China, approximately four times the previous reported value of 79 Gg. Our results indicate that improving energy efficiency would have cobenefits for reducing traffic emissions of CH 4 , as observed EFs of CH 4 are positively correlated with that of CO 2 , and over 90% of traffic CH 4 emissions in China could be avoided if the traffic CH 4 /CO 2 ratio can be an order of magnitude lower as previously observed in a tunnel in Switzerland.

show abstract

“…The Chinese government, and indeed society in general, has focused very little on attention to NH 3 pollution, and vehicular NH 3 emissions must be decreased. Vehicular SO 2 emissions are mainly controlled by sulfur content in fuels and vehicle population [59]. SO 2 emissions in the CCUA changed in ways different from other pollutants between 1999 and 2015 ( Figure 5).…”

Section: Vehicular Emission Inter-annual Trends For Different Pollutantsmentioning

confidence: 99%

Air Pollutant Emissions from Vehicles and Their Abatement Scenarios: A Case Study of Chengdu-Chongqing Urban Agglomeration, China

2019

View full text Add to dashboard Cite

Vehicular emissions have become one of the important sources of air pollution, and their effective control is essential to protect the environment. The Chengdu-Chongqing Urban Agglomeration (CCUA), a less developed area located in the southwest of China with higher vehicle population and special topographic features, was selected as the research area. The aims of this study were to establish multi-year vehicular emission inventories for ten important air pollutants in this area and to analyze emission control policy scenarios based on the inventories. The results showed that the ten vehicular pollutant emissions had differences during the past decade, and CO2 and NH3 increased markedly between 1999 and 2015. Chengdu and Chongqing were the dominant contributors of vehicular emissions in the CCUA. Eight scenarios based on these inventories were designed and the alternative energy replacement scenario was studied from the life-cycle perspective. Compared with the business as usual scenario, elimination of substandard vehicles scenario is the most effective policy to control NOx, PM2.5, PM10, and CH4 emissions; the radical alternative energy replacement scenario could decrease the vehicular NMVOC, CO2, N2O, and NH3 emissions; the elimination of motorcycles scenario could decrease the vehicular CO emissions; and the raising fuel standards scenario could reduce vehicular SO2 emissions significantly (by 94.81%). The radical integrated scenario (combining all of the reduction control measures mentioned above) would achieve the maximum emission reduction of vehicular pollutants CO, NMVOC, NOx, PM2.5, PM10, CO2, N2O, and NH3 compared with any scenario alone.

show abstract

Unregulated pollutant emissions from on-road vehicles in China, 1999–2014

Cited by 71 publications

References 38 publications

The temporal variation of SO2 emissions embodied in Chinese supply chains, 2002–2012

The temporal variation of SO2 emissions embodied in Chinese supply chains, 2002–2012

Methane emissions from on-road vehicles in China: a case study in an urban tunnel

Air Pollutant Emissions from Vehicles and Their Abatement Scenarios: A Case Study of Chengdu-Chongqing Urban Agglomeration, China

Contact Info

Product

Resources

About