Spatially and Temporally Differentiated NOx and VOCs Emission Abatement Could Effectively Gain O3-Related Health Benefits.

The increasing level of O3 pollution in China significantly exacerbates the long-term O3 health damage, and an optimized health-oriented strategy for NOx and VOCs emission abatement is needed. Here, we developed an integrated evaluation and optimization system for the O3 control strategy by merging a response surface model for the O3-related mortality and an optimization module. Applying this system to the Yangtze River Delta (YRD), we evaluated driving factors for mortality changes from 2013 to 2017, quantified spatial and temporal O3-related mortality responses to precursor emission abatement, and optimized a health-oriented control strategy. Results indicate that insufficient NOx emission abatement combined with deficient VOCs control from 2013 to 2017 aggravated O3-related mortality, particularly during spring and autumn. Northern YRD should promote VOCs control due to higher VOC-limited characteristics, whereas fastening NOx emission abatement is more favorable in southern YRD. Moreover, promotion of NOx mitigation in late spring and summer and facilitating VOCs control in spring and autumn could further reduce O3-related mortality by nearly 10% compared to the control strategy without seasonal differences. These findings highlight that a spatially and temporally differentiated NOx and VOCs emission control strategy could gain more O3-related health benefits, offering valuable insights to regions with severe ozone pollution all over the world.

Updating On-Road Vehicle Emissions for China: Spatial Patterns, Temporal Trends, and Mitigation Drivers.

Vehicle emissions in China have been decoupled from rapid motorization owing to comprehensive control strategies. China's increasingly ambitious goals for better air quality are calling for deep emission mitigation, posing a need to develop an up-to-date emission inventory that can reflect the fast-developing policies on vehicle emission control. Herein, large-sample vehicle emission measurements were collected to update the vehicle emission inventory. For instance, ambient temperature correction modules were developed to depict the remarkable regional and seasonal emission variations, showing that the monthly emission disparities for total hydrocarbon (THC) and nitrogen oxide (NOX) in January and July could be up to 1.7 times in northern China. Thus, the emission ratios of THC and NOX can vary dramatically among various seasons and provinces, which have not been considered well by previous simulations regarding the nonlinear atmospheric chemistry of ozone (O3) and fine particulate matter (PM2.5) formation. The new emission results indicate that vehicular carbon monoxide (CO), THC, and PM2.5 emissions decreased by 69, 51, and 61%, respectively, during 2010-2019. However, the controls of NOX and ammonia (NH3) emissions were not as efficient as other pollutants. Under the most likely future scenario (PC [1]), CO, THC, NOX, PM2.5, and NH3 emissions were anticipated to reduce by 35, 36, 35, 45, and 4%, respectively, from 2019 to 2025. These reductions will be expedited with expected decreases of 56, 58, 74, 53, and 51% from 2025 to 2035, which are substantially promoted by the massive deployment of new energy vehicles and more stringent emission standards. The updated vehicle emission inventory can serve as an important tool to develop season- and location-specific mitigation strategies of vehicular emission precursors to alleviate haze and O3 problems.

Synergetic PM2.5 and O3 control strategy for the Yangtze River Delta, China.

PM2.5 concentrations have dramatically reduced in key regions of China during the period 2013-2017, while O3 has increased. Hence there is an urgent demand to develop a synergetic regional PM2.5 and O3 control strategy. This study develops an emission-to-concentration response surface model and proposes a synergetic pathway for PM2.5 and O3 control in the Yangtze River Delta (YRD) based on the framework of the Air Benefit and Cost and Attainment Assessment System (ABaCAS). Results suggest that the regional emissions of NOx, SO2, NH3, VOCs (volatile organic compounds) and primary PM2.5 should be reduced by 18%, 23%, 14%, 17% and 33% compared with 2017 to achieve 25% and 5% decreases of PM2.5 and O3 in 2025, and that the emission reduction ratios will need to be 50%, 26%, 28%, 28% and 55% to attain the National Ambient Air Quality Standard. To effectively reduce the O3 pollution in the central and eastern YRD, VOCs controls need to be strengthened to reduce O3 by 5%, and then NOx reduction should be accelerated for air quality attainment. Meanwhile, control of primary PM2.5 emissions shall be prioritized to address the severe PM2.5 pollution in the northern YRD. For most cities in the YRD, the VOCs emission reduction ratio should be higher than that for NOx in Spring and Autumn. NOx control should be increased in summer rather than winter when a strong VOC-limited regime occurs. Besides, regarding the emission control of industrial processes, on-road vehicle and residential sources shall be prioritized and the joint control area should be enlarged to include Shandong, Jiangxi and Hubei Province for effective O3 control.

Optimization of a NOx and VOC Cooperative Control Strategy Based on Clean Air Benefits.

Serious ambient PM2.5 and O3 pollution is one of the most important environmental challenges of China, necessitating an urgent cost-effective cocontrol strategy. Herein, we introduced a novel integrated assessment system to optimize a NOx and volatile organic compound (VOC) control strategy for the synergistic reduction of ambient PM2.5 and O3 pollution. Focusing on the Beijing-Tianjin-Hebei cities and their surrounding regions, which are experiencing the most serious PM2.5 and O3 pollution in China, we found that NOx emission reduction (64-81%) is essential to attain the air quality standard no matter how much VOC emission is reduced. However, the synergistic VOC control is strongly recommended considering its substantially human health and crop production benefits, which are estimated up to 163 (PM2.5-related) and 101 (O3-related) billion CHY during the reduction of considerable emissions. Notably, such benefits will be greatly reduced if the synergistic VOC reduction is delayed. This study also highlights the necessity of simultaneous VOC and NOx emission control in winter while enhancing the NOx control in the summer, which is contrary to the current control strategy adopted in China. These findings point out the right pathways for future policy making on comitigating PM2.5 and O3 pollution in China and other countries.

City-specific vehicle emission control strategies to achieve stringent emission reduction targets in China's Yangtze River Delta region.

The Yangtze River Delta (YRD) region is one of the most prosperous and densely populated regions in China and is facing tremendous pressure to mitigate vehicle emissions and improve air quality. Our assessment has revealed that mitigating vehicle emissions of NOx would be more difficult than reducing the emissions of other major vehicular pollutants (e.g., CO, HC and PM2.5) in the YRD region. Even in Shanghai, where the emission control implemented are more stringent than in Jiangsu and Zhejiang, we observed little to no reduction in NOx emissions from 2000 to 2010. Emission-reduction targets for HC, NOx and PM2.5 are determined using a response surface modeling tool for better air quality. We design city-specific emission control strategies for three vehicle-populated cities in the YRD region: Shanghai and Nanjing and Wuxi in Jiangsu. Our results indicate that even if stringent emission control consisting of the Euro 6/VI standards, the limitation of vehicle population and usage, and the scrappage of older vehicles is applied, Nanjing and Wuxi will not be able to meet the NOx emissions target by 2020. Therefore, additional control measures are proposed for Nanjing and Wuxi to further mitigate NOx emissions from heavy-duty diesel vehicles.

Mercury mass flow in iron and steel production process and its implications for mercury emission control.

The iron and steel production process is one of the predominant anthropogenic sources of atmospheric mercury emissions worldwide. In this study, field tests were conducted to study mercury emission characteristics and mass flows at two iron and steel plants in China. It was found that low-sulfur flue gas from sintering machines could contribute up to 41% of the total atmospheric mercury emissions, and desulfurization devices could remarkably help reduce the emissions. Coal gas burning accounted for 17%-49% of the total mercury emissions, and therefore the mercury control of coal gas burning, specifically for the power plant burning coal gas to generate electricity, was significantly important. The emissions from limestone and dolomite production and electric furnaces can contribute 29.3% and 4.2% of the total mercury emissions from iron and steel production. More attention should be paid to mercury emissions from these two processes. Blast furnace dust accounted for 27%-36% of the total mercury output for the whole iron and steel production process. The recycling of blast furnace dust could greatly increase the atmospheric mercury emissions and should not be conducted. The mercury emission factors for the coke oven, sintering machine and blast furnace were 0.039-0.047gHg/ton steel, and for the electric furnace it was 0.021gHg/ton steel. The predominant emission species was oxidized mercury, accounting for 59%-73% of total mercury emissions to air.

VOC from Vehicular Evaporation Emissions: Status and Control Strategy.

Vehicular evaporative emissions is an important source of volatile organic carbon (VOC), however, accurate estimation of emission amounts and scientific evaluation of control strategy for these emissions have been neglected outside of the United States. This study provides four kinds of basic emission factors: diurnal, hot soak, permeation, and refueling. Evaporative emissions from the Euro 4 vehicles (1.6 kg/year/car) are about four times those of U.S. vehicles (0.4 kg/year/car). Closing this emissions gap would have a larger impact than the progression from Euro 3 to Euro 6 tailpipe HC emission controls. Even in the first 24 h of parking, China's current reliance upon the European 24 h diurnal standard results in 508 g/vehicle/year emissions, higher than 32 g/vehicle/year from Tier 2 vehicles. The U.S. driving cycle matches Beijing real-world conditions much better on both typical trip length and average speed than current European driving cycles. At least two requirements should be added to the Chinese emissions standards: an onboard refueling vapor recovery to force the canister to be sized sufficiently large, and a 48-h evaporation test requirement to ensure that adequate purging occurs over a shorter drive sequence.

Economic analysis of atmospheric mercury emission control for coal-fired power plants in China.

Coal combustion and mercury pollution are closely linked, and this relationship is particularly relevant in China, the world's largest coal consumer. This paper begins with a summary of recent China-specific studies on mercury removal by air pollution control technologies and then provides an economic analysis of mercury abatement from these emission control technologies at coal-fired power plants in China. This includes a cost-effectiveness analysis at the enterprise and sector level in China using 2010 as a baseline and projecting out to 2020 and 2030. Of the control technologies evaluated, the most cost-effective is a fabric filter installed upstream of the wet flue gas desulfurization system (FF+WFGD). Halogen injection (HI) is also a cost-effective mercury-specific control strategy, although it has not yet reached commercial maturity. The sector-level analysis shows that 193 tons of mercury was removed in 2010 in China's coal-fired power sector, with annualized mercury emission control costs of 2.7 billion Chinese Yuan. Under a projected 2030 Emission Control (EC) scenario with stringent mercury limits compared to Business As Usual (BAU) scenario, the increase of selective catalytic reduction systems (SCR) and the use of HI could contribute to 39 tons of mercury removal at a cost of 3.8 billion CNY. The economic analysis presented in this paper offers insights on air pollution control technologies and practices for enhancing atmospheric mercury control that can aid decision-making in policy design and private-sector investments.

Vehicular volatile organic compounds losses due to refueling and diurnal process in China: 2010-2050.

Volatile organic compounds (VOCs) are crucial to control air pollution in major Chinese cities since VOCs are the dominant factor influencing ambient ozone level, and also an important precursor of secondary organic aerosols. Vehicular evaporative emissions have become a major and growing source of VOC emissions in China. This study consists of lab tests, technology evaluation, emissions modeling, policy projections and cost-benefit analysis to draw a roadmap for China for controlling vehicular evaporative emissions. The analysis suggests that evaporative VOC emissions from China's light-duty gasoline vehicles were approximately 185,000 ton in 2010 and would peak at 1,200,000 ton in 2040 without control. The current control strategy implemented in China, as shown in business as usual (BAU) scenario, will barely reduce the long-term growth in emissions. Even if Stage II gasoline station vapor control policies were extended national wide (BAU+extended Stage II), there would still be over 400,000 ton fuel loss in 2050. In contrast, the implementation of on-board refueling vapor recovery (ORVR) on new cars could reduce 97.5% of evaporative VOCs by 2050 (BAU+ORVR/BAU+delayed ORVR). According to the results, a combined Stage II and ORVR program is a comprehensive solution that provides both short-term and long-term benefits. The net cost to achieve the optimal total evaporative VOC control is approximately 62 billion CNY in 2025 and 149 billion CNY in 2050.

Insight into deactivation of commercial SCR catalyst by arsenic: an experiment and DFT study.

Fresh and arsenic-poisoned V2O5­WO3/TiO2 catalysts are investigated by experiments and DFT calculations for SCR activity and the deactivation mechanism. Poisoned catalyst (1.40% of arsenic) presents lower NO conversion and more N2O formation than fresh. Stream (5%) could further decrease the activity of poisoned catalyst above 350 °C. The deactivation is not attributed to the loss of surface area or phase transformation of TiO2 at a certain arsenic content, but due to the coverage of the V2O5 cluster and the decrease in the surface acidity: the number of Lewis acid sites and the stability of Brønsted acid sites. Large amounts of surface hydroxyl induced by H2O molecules provide more unreactive As­OH groups and give rise to a further decrease in the SCR activity. N2O is mainly from NH3 unselective oxidation at high temperatures since the reducibility of catalysts and the number of surface-active oxygens are improved by As2O5. Finally, the reaction pathway seems unchanged after poisoning: NH3 adsorbed on both Lewis and Brønsted acid sites is reactive.

Effectiveness of national air pollution control policies on the air quality in metropolitan areas of China.

Understanding the effectiveness of national air pollution controls is important for control policy design to improve the future air quality in China. This study evaluated the effectiveness of major national control policies implemented recently in China through a modeling analysis. The sulfur dioxide (SO2) control policy during the 11th Five Year Plan period (2006-2010) had succeeded in reducing the national SO2 emission in 2010 by 14% from its 2005 level, which correspondingly reduced ambient SO2 and sulfate (SO4(2-)) concentrations by 13%-15% and 8%-10% respectively over east China. The nitrogen oxides (NO(x)) control policy during the 12th Five Year Plan period (2011-2015) targets the reduction of the national NO(x) emission in 2015 by 10% on the basis of 2010. The simulation results suggest that such a reduction in NO(x) emission will reduce the ambient nitrogen dioxide (NO2), nitrate (NO3(-)), 1-hr maxima ozone (O3) concentrations and total nitrogen deposition by 8%, 3%-14%, 2% and 2%-4%, respectively over east China. The application of new emission standards for power plants will further reduce the NO2, NO3(-), 1-hr maxima O(3 concentrations and total nitrogen deposition by 2%-4%, 1%-6%, 0-2% and 1%-2%, respectively. Sensitivity analysis was conducted to evaluate the inter-provincial impacts of emission reduction in Beijing-Tianjin-Hebei and the Yangtze River Delta, which indicated the need to implement joint regional air pollution control.

An acid rain-friendly NH3 control strategy to maximize benefits toward human health and nitrogen deposition.

Ammonia (NH3) abatement remains controversial in China owing to its effectiveness in reducing PM2.5 pollution and nitrogen deposition but with the potential risk of promoting acid rain formation, necessitating scientific guidance. Here, we propose a novel method for designing an NH3 control strategy to mitigate both air pollution and nitrogen deposition without significantly exacerbating acid rain. This method involves extending the response surface model (RSM) to deposition using a delicately developed polynomial response function of deposition (i.e., dep-RSM). The Yangtze River Delta (YRD) dep-RSM application reveals that 16 out of 41 cities have NH3 control potentials from 15 % to 71 %. Excellent NH3 control potentials have been noted between April and June (78 %-92 %). From 2013 to 2017, the effective SO2 and NOx control significantly reduced wet sulfur and oxidized nitrogen deposition, providing considerable NH3 abatement potentials (15 %-24 %) to further reduce PM2.5 and nitrogen deposition by up to 2 % and 9 %, respectively, without acid rain exacerbation (the wet neutralization factor was maintained). Additionally, 57 % and 73 % NH3 emission reduction potentials were obtained under acid rain constraints with 75 % and 86 % reductions in the other precursors to reduce the average PM2.5 concentration below 25 and 15 µg/m3, and an additional 8408 and 14,459 premature deaths could only be avoided at an extra cost of 8.7 and 19.7 billion CNY, respectively. Meanwhile, the N deposition considerably reduced by 10 and 13 kgN/ha·yr. However, the YRD region could still simultaneously obtain substantial amounts of PM2.5 and N deposition mitigation using the strategy proposed herein. The expanded optimization system can be directly adopted by policymakers to implement coordinated control in regions or countries facing the same NH3 control conundrum.

Influence of mercury and chlorine content of coal on mercury emissions from coal-fired power plants in China.

China is the largest mercury emitter in the world and coal combustion is the most important mercury source in China. This paper updates the coal quality database of China and evaluates the mercury removal efficiency of air pollution control devices (APCDs) based on 112 on-site measurements. A submodel was developed to address the relationship of mercury emission factor to the chlorine content of coal. The mercury emissions from coal-fired power plants (CFPPs) in China were estimated using deterministic mercury emission factor model, nonchlorine-based and chlorine-based probabilistic emission factor models, respectively. The national mercury emission from CFPPs in 2008 was calculated to be 113.3 t using the deterministic model. The nonchlorine-based probabilistic emission factor model, which addresses the log-normal distribution of the mercury content of coal, estimates that the mercury emission from CFPPs is 96.5 t (P50), with a confidence interval of 57.3 t (P10) to 183.0 t (P90). The best estimate by the chlorine-based probabilistic emission factor model is 102.5 t, with a confidence interval of 71.7 to 162.1 t. The chlorine-based model addresses the influence of chlorine and reduces the uncertainties of mercury emission estimates.

Control strategies of atmospheric mercury emissions from coal-fired power plants in China.

Atmospheric mercury (Hg) emission from coal is one of the primary sources of anthropogenic discharge and pollution. China is one of the few countries in the world whose coal consumption constitutes about 70% of total primary energy, and over half of coals are burned directly for electricity generation. Atmospheric emissions of Hg and its speciation from coal-fired power plants are of great concern owing to their negative impacts on regional human health and ecosystem risks, as well as long-distance transport. In this paper, recent trends of atmospheric Hg emissions and its species split from coal-fired power plants in China during the period of 2000-2007 are evaluated, by integrating each plant's coal consumption and emission factors, which are classified by different subcategories of boilers, particulate matter (PM) and sulfur dioxide (SO2) control devices. Our results show that the total Hg emissions from coal-fired power plants have begun to decrease from the peak value of 139.19 t in 2005 to 134.55 t in 2007, though coal consumption growing steadily from 1213.8 to 1532.4 Mt, which can be mainly attributed to the co-benefit Hg reduction by electrostatic precipitators/fabric filters (ESPs/FFs) and wet flue gas desulfurization (WFGD), especially the sharp growth in installation of WFGD both in the new and existing power plants since 2005. In the coming 12th five-year-plan, more and more plants will be mandated to install De-NO(x) (nitrogen oxides) systems (mainly selective catalytic reduction [SCR] and selective noncatalytic reduction [SNCR]) for minimizing NO(x) emission, thus the specific Hg emission rate per ton of coal will decline further owing to the much higher co-benefit removal efficiency by the combination of SCR + ESPs/FFs + WFGD systems. Consequently, SCR + ESPs/FFs + WFGD configuration will be the main path to abate Hg discharge from coal-fired power plants in China in the near future. However advanced specific Hg removal technologies are necessary for further reduction of elemental Hg discharge in the long-term.

Air quality management in China: issues, challenges, and options.

This article analyzed the control progress and current status of air quality, identified the major air pollution issues and challenges in future, proposed the long-term air pollution control targets, and suggested the options for better air quality in China. With the continuing growth of economy in the next 10-15 years, China will face a more severe situation of energy consumption, electricity generation and vehicle population leading to increase in multiple pollutant emissions. Controlling regional air pollution especially fine particles and ozone, as well as lowering carbon emissions from fossil fuel consumption will be a big challenge for the country. To protect public health and the eco-system, the ambient air quality in all Chinese cities shall attain the national ambient air quality standards (NAAQS) and ambient air quality guideline values set by the World Health Organization (WHO). To achieve the air quality targets, the emissions of SO2, NOx, PM10, and volatile organic compounds (VOC) should decrease by 60%, 40%, 50%, and 40%, respectively, on the basis of that in 2005. A comprehensive control policy focusing on multiple pollutants and emission sources at both the local and regional levels was proposed to mitigate the regional air pollution issue in China. The options include development of clean energy resources, promotion of clean and efficient coal use, enhancement of vehicle pollution control, implementation of synchronous control of multiple pollutants including SO2, NOx, VOC, and PM emissions, joint prevention and control of regional air pollution, and application of climate friendly air pollution control measures.

Responses of nitrogen and sulfur deposition to NH3 emission control in the Yangtze River Delta, China.

NH3 emission control has proven to be of great importance in reducing PM2.5 concentrations in China, while how it affects nitrogen/sulfur (N/S) deposition is still unclear. This study expanded the response surface model method to quantify the responses of N/S deposition to the emission control of precursors (NOx, SO2, NH3, VOCs and primary PM2.5) in the Yangtze River Delta, China. NH3 control was found to have higher efficiency in reducing N/S deposition than NOx and SO2 alone. The reduced N deposition response to NH3 emission control was higher in the northern part of the YRD region, whereas oxidized N deposition decreased sharply in the region with a low N critical load. Synergetic effect was found in reducing N deposition when we controlled the NH3 and NOx emissions simultaneously. Compared with the sum effect of individual NH3 and NOx emission control, the extra benefits from the synergy controls accounted for 4.4% (1.23 kg N·ha-1·yr-1) of the total N deposition, of which 81% came from the oxidized N deposition. The YRD region could receive the largest synergetic effect with a 1:1 ratio of NOx:NH3 emission reduction. The NH3 emission control increases the dry deposition of acid substances and worsens acid rain though it reduces the wet S/oxidized N deposition. These findings highlight the effectiveness of NH3 emission control and suggest a multi-pollutant control strategy for reducing N/S deposition. The response surface model method for deposition also provides a reference for other regions in China and other countries.

On-road vehicle emission control in Beijing: past, present, and future.

Beijing, the capital of China, has experienced rapid motorization since 1990; a trend that is likely to continue. The growth in vehicles and the corresponding emissions create challenges to improving the urban air quality. In an effort to reduce the impact of vehicle emissions on urban air quality, Beijing has adopted a number of vehicle emission control strategies and policies since the mid 1990 s. These are classified into seven categories: (1) emission control on new vehicles; (2) emission control on in-use vehicles; (3) fuel quality improvements; (4) alternative-fuel and advanced vehicles; (5) economic policies; (6) public transport; and (7) temporal traffic control measures. Many have proven to be successful, such as the Euro emission standards, unleaded gasoline and low sulfur fuel, temporal traffic control measures during the Beijing Olympic Games, etc. Some, however, have been failures, such as the gasoline-to-LPG taxi retrofit program. Thanks to the emission standards for new vehicles as well as other controls, the fleet-average emission rates of CO, HC, NO(X), and PM(10) by each major vehicle category are decreasing over time. For example, gasoline cars decreased fleet-average emission factors by 12.5% for CO, 10.0% for HC, 5.8% for NO(X), and 13.0% for PM(10) annually since 1995, and such a trend is likely to continue. Total emissions for Beijing's vehicle fleet increased from 1995 to 1998. However, they show a clear and steady decrease between 1999 and 2009. In 2009, total emissions of CO, HC, NO(X), and PM(10) were 845,000 t, 121,000 t, 84,000 t, and 3700 t, respectively; with reductions of 47%, 49%, 47%, and 42%, relative to 1998. Beijing has been considered a pioneer in controlling vehicle emissions within China, similar to the role of California to the U.S. The continued rapid growth of vehicles, however, is challenging Beijing's policy-makers.

Significant reduction in air pollutant emissions from household cooking stoves by replacing raw solid fuels with their carbonized products.

Residential solid fuel combustion contributes significantly to ambient and indoor air pollutions. An appropriate clean solid fuel to reduce residential emissions is urgently needed. This study evaluates the reduction in pollutant emissions achieved by carbonized solid fuels in residential cooking practice. Four biochar samples, three semi-coke briquette samples and their raw materials were tested in a typical cooking stove. These carbonized samples showed higher thermal efficiencies and lower particulate matter (PM) emission factors (EFs) than their raw material samples. Owing to distilled volatile matter during carbonization treatment, average energy delivered-based PM2.5 EFs were 10 ±â€¯5 mg/kJ (carbonized) and 50 ±â€¯28 mg/kJ (raw) for the biomass and 0.33 ±â€¯0.04 mg/kJ (carbonized) and 3.0 ±â€¯1.3 mg/kJ (raw) for the coal samples. The energy delivered-based EFs of organic carbon, elemental carbon, and 16 priority polycyclic aromatic hydrocarbons extracted from PM2.5 samples from carbonized fuels were reduced by 97 ±â€¯1%, 93 ±â€¯3%, and 97 ±â€¯2%, respectively, for the tested biomass samples, and those for the tested coal samples were 96 ±â€¯1%, 90 ±â€¯6%, and 98 ±â€¯2%, respectively. Average EFs of benzo[a]pyrene equivalent carcinogenic potency for individual polycyclic aromatic hydrocarbons were reduced 95 ±â€¯3% to ~0.51 µg/kJ (carbonized) from ~19.6 µg/kJ (raw). Furthermore, the average ratio of volatile organic compounds contained in PM2.5 samples was also reduced from 38.8 ±â€¯5.4% to 7.1 ±â€¯3.9%. These results suggest that carbonized solid fuels exhibit better performance in reducing carcinogenic potency and pollutants, most of which are highly correlated with the volatile matter content of the fuel. Switching from raw solid fuel to carbonized solid fuel will help to reduce pollutant emissions from household combustion and achieve both environmental benefits and health benefits for household residents.

On-road vehicle emissions and their control in China: A review and outlook.

The large (26-fold over the past 25years) increase in the on-road vehicle fleet in China has raised sustainability concerns regarding air pollution prevention, energy conservation, and climate change mitigation. China has established integrated emission control policies and measures since the 1990s, including implementation of emission standards for new vehicles, inspection and maintenance programs for in-use vehicles, improvement in fuel quality, promotion of sustainable transportation and alternative fuel vehicles, and traffic management programs. As a result, emissions of major air pollutants from on-road vehicles in China have peaked and are now declining despite increasing vehicle population. As might be expected, progress in addressing vehicle emissions has not always been smooth and challenges such as the lack of low sulfur fuels, frauds over production conformity and in-use inspection tests, and unreliable retrofit programs have been encountered. Considering the high emission density from vehicles in East China, enhanced vehicle, fuel and transportation strategies will be required to address vehicle emissions in China. We project the total vehicle population in China to reach 400-500 million by 2030. Serious air pollution problems in many cities of China, in particular high ambient PM2.5 concentration, have led to pressure to accelerate the progress on vehicle emission reduction. A notable example is the draft China 6 emission standard released in May 2016, which contains more stringent emission limits than those in the Euro 6 regulations, and adds a real world emission testing protocol and a 48-h evaporation testing procedure including diurnal and hot soak emissions. A scenario (PC[1]) considered in this study suggests that increasingly stringent standards for vehicle emissions could mitigate total vehicle emissions of HC, CO, NOX and PM2.5 in 2030 by approximately 39%, 57%, 59% and 79%, respectively, compared with 2013 levels. With additional actions to control the future light-duty passenger vehicle population growth and use, and introduce alternative fuels and new energy vehicles, the China total vehicle emissions of HC, CO, NOX and PM2.5 in 2030 could be reduced by approximately 57%, 71%, 67% and 84%, respectively, (the PC[2] scenario) relative to 2013. This paper provides detailed policy roadmaps and technical options related to these future emission reductions for governmental stakeholders.

Improving urban air quality in China: Beijing case study.

China is undergoing rapid urbanization because of unprecedented economic growth. As a result, many cities suffer from air pollution. Two-thirds of China's cities have not attained the ambient air quality standards applicable to urban residential areas (Grade II). Particulate matter (PM), rather than sulfur dioxide (SO2), is the major pollutant reflecting the shift from coal burning to mixed source pollution. In 2002, 63.2 and 22.4% of the monitored cities have PM and SO2 concentrations exceeding the Grade II standard, respectively. Nitrogen oxides (NOx) concentration kept a relatively stable level near the Grade II standard in the last decade and had an increasing potential in recent years because of the rapid motorization. In general, the air pollutants emission did not increase as quickly as the economic growth and energy consumption, and air quality in Chinese cities has improved to some extent. Beijing, a typical representative of rapidly developing cities, is an example to illustrate the possible options for urban air pollution control. Beijing's case provides hope that the challenges associated with improving air quality can be met during a period of explosive development and motorization.