Spatial and Cross-Sectoral Transfer of Air Pollutant Emissions from the Fleet Electrification in China by 2030.

Fleet electrification shifts emission sources from the tailpipe to electricity generation and automotive supply chains subsequently, with emission transfer among regions. Such a spatial and cross-sectoral transfer of air pollutant emissions might embody uncertain environmental benefits spatially, which has not been comprehensively quantified, mainly due to the complexity of manufacturing processes of electric vehicle (EV) components (e.g., battery). We developed a hybrid life cycle assessment by combining inventory data of major processes and cross-sectoral input-output information and identified how China's EV deployment would influence the spatial redistribution of air pollutant emissions currently (2017) and in the future (2030). The results indicate that fleet electrification could readily reduce life cycle nitrogen oxides (NOx) and nonmethane volatile organic compound (NMVOC) emissions by 12-93%, and the reductions are estimated to be concentrated in major cities and urban agglomerations. However, increased demand for electricity and power battery production could increase PM2.5 and SO2 emissions in 17-55% of grids under all the scenarios, which emerge in coal-rich (e.g., Inner Mongolia, Shanxi) and industrial (e.g., Shandong, Henan, Jiangsu) provinces. By tracing the upstream, 31-55% of vehicle-cycle emissions are from deep supply chains but exhibit diverse sources. It suggests the necessity to relieve emissions leakage of fleet electrification by synchronizing effective environmental management across multiple sectors through EV supply chains.

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.

Emission Measurements on a Large Sample of Heavy-Duty Diesel Trucks in China by Using Mobile Plume Chasing.

Real-world heavy-duty diesel trucks (HDTs) were found to emit far more excess nitrogen oxides (NOX) and black carbon (BC) pollutants than regulation limits. It is essential to systematically evaluate on-road NOX and BC emission levels for mitigating HDT emissions. This study launched 2109 plume chasing campaigns for NOX and BC emissions of HDTs across several regions in China from 2017 to 2020. It was found that NOX emissions had limited reductions from China III to China V, while BC emissions of HDTs exhibited high reductions with stricter emission standard implementation. This paper showed that previous studies underestimated 18% of NOX emissions in China in 2019 and nearly half of the real-world NOX emissions from HDTs (determined by updating the emission trends of HDTs) exceeded the regulation limits. Furthermore, the ambient temperature was identified as a primary driver of NOX emissions for HDTs, and the low-temperature penalty has caused a 9-29% increase in NOX emissions in winter in major regions of China. These results would provide important data support for the precise control of the NOX and BC emissions from HDTs.

Advances in emission control of diesel vehicles in China.

Diesel vehicles have caused serious environmental problems in China. Hence, the Chinese government has launched serious actions against air pollution and imposed more stringent regulations on diesel vehicle emissions in the latest China VI standard. To fulfill this stringent legislation, two major technical routes, including the exhaust gas recirculation (EGR) and high-efficiency selective catalytic reduction (SCR) routes, have been developed for diesel engines. Moreover, complicated aftertreatment technologies have also been developed, including use of a diesel oxidation catalyst (DOC) for controlling carbon monoxide (CO) and hydrocarbon (HC) emissions, diesel particulate filter (DPF) for particle mass (PM) emission control, SCR for the control of NOx emission, and an ammonia slip catalyst (ASC) for the control of unreacted NH3. Due to the stringent requirements of the China VI standard, the aftertreatment system needs to be more deeply integrated with the engine system. In the future, aftertreatment technologies will need further upgrades to fulfill the requirements of the near-zero emission target for diesel vehicles.

Efficacy and Safety of Eculizumab for Paroxysmal Nocturnal Hemoglobinuria: A Systematic Review and Meta-Analysis.

BACKGROUND: Eculizumab is indicated for the treatment of paroxysmal nocturnal hemoglobinuria (PNH). This study aimed to evaluate the efficacy and safety of eculizumab in patients with PNH. METHODS: PubMed, EMBASE, The Cochrane Library, and ClinicalTrials.gov were searched for prospective interventional studies treating PNH with eculizumab. The primary outcome was the change in lactate dehydrogenase (LDH) levels, whereas secondary outcomes included the change in hemoglobin (Hb) levels, transfusion rates, and adverse drug events. RESULTS: Patients (n=235) from 6 studies were included in this meta-analysis. LDH and Hb levels and transfusion rates decreased significantly at 12, 26 weeks, 12, 15, and >15 months. The most frequent adverse events included nasopharyngitis (effect size [ES]: 0.53; 95% confidence intervals [CI]: 0.47 to 0.60; P=0.00), headache (ES: 0.47; 95% CI: 0.25 to 0.69; P=0.00), upper respiratory tract infection (ES: 0.37; 95% CI: 0.27 to 0.46; P=0.00), nausea (ES: 0.31; 95% CI: 0.24 to 0.38; P=0.00), fatigue, diarrhea, cough, pyrexia, abdominal pain, pain in extremities, and contusion. CONCLUSION: Eculizumab is an effective and well-tolerated treatment for patients with PNH. It is effective at decreasing LDH levels and transfusion rates while increasing Hb levels. Further studies are needed to explore the safety of eculizumab.

The role of NO-cGMP pathway inhibition in vascular endothelial-dependent smooth muscle relaxation disorder of AT1-AA positive rats: protective effects of adiponectin.

Angiotensin II type 1 receptor autoantibodies (AT1-AA) cause endothelial-dependent smooth muscle relaxation disorder. It is well understood that impairment of the NO-cGMP signaling pathway is one of the mechanisms of endothelial-dependent smooth muscle relaxation disorder. However, it is still unclear whether AT1-AA induces endothelial-dependent smooth muscle relaxation disorder via the impairment of the NO-cGMP signaling pathway. In addition, adiponectin exerts vascular endothelial protection through the NO-cGMP signaling pathway. Therefore, the purpose of this investigation was to assess the mechanism of vascular endothelial-dependent smooth muscle relaxation disorder induced by AT1-AA and the role of adiponectin in attenuating this dysregulation. Serum endothelin-1 (ET-1), adiponectin and AT1-AA were detected by enzyme-linked immunosorbent assay. In preeclamptic patients, there was an increased level of AT1-AA, which was positively correlated with ET-1 and negatively correlated with adiponectin, as elevated levels of ET-1 suggested endothelial injury. AT1-AA-positive animal models were actively immunized with the second extracellular loop of the angiotensin II type 1 receptor (AT1R-ECII) for eight weeks. In thoracic aortas of AT1-AA positive rats, ET-1 was elevated, endothelium-dependent vasodilation was decreased. Paradoxically, as the upstream element of the NO-cGMP signaling pathway, NO production was not decreased but increased, and the ratio of p-VASP/VASP, an established biochemical endpoint of NO-cGMP signaling pathway, was reduced. Moreover, the levels of nitrotyrosine and gp91phox which indicate the presence of peroxynitrite (ONOO-) and superoxide anion (O2·-) were increased. Pretreatment with the ONOO- scavenger FeTMPyP or O2·-scavenger Tempol normalized vasorelaxation. Key enzymes responsible for NO synthesis were also assessed. iNOS protein expression was increased, but p-eNOS(Ser1177)/eNOS was reduced. Preincubation with the iNOS inhibitor 1400 W or eNOS agonist nebivolol restored vasorelaxation. Further experiments showed levels of p-AMPKα (Thr172)/AMPKα, which controls iNOS expression and eNOS activity, to have been reduced. Furthermore, levels of the upstream component of AMPK, adiponectin, was reduced in sera of AT1-AA positive rats and supplementation of adiponectin significantly decreased ET-1 contents, improved endothelial-dependent vasodilation, reduced NO production, elevated p-VASP/VASP, inhibited protein expression of nitrotyrosine and gp91phox, reduced iNOS overexpression, and increased eNOS phosphorylation at Ser1177 in the thoracic aorta of AT1-AA positive rats. These results established that impairment NO-cGMP pathway may aggravate the endothelial-dependent smooth muscle relaxation disorder in AT1-AA positive rats and adiponectin improved endothelial-dependent smooth muscle relaxation disorder by enhancing NO-cGMP pathway. This discovery may shed a novel light on clinical treatment of vascular diseases associated with AT1-AA.

On-Road Chemical Transformation as an Important Mechanism of NO2 Formation.

Nitrogen dioxide (NO2) not only is linked to adverse effects on the respiratory system but also contributes to the formation of ground-level ozone (O3) and fine particulate matter (PM2.5). Our curbside monitoring data analysis in Detroit, MI, and Atlanta, GA, strongly suggests that a large fraction of NO2 is produced during the "tailpipe-to-road" stage. To substantiate this finding, we designed and carried out a field campaign to measure the same exhaust plumes at the tailpipe-level by a portable emissions measurement system (PEMS) and at the on-road level by an electric vehicle-based mobile platform. Furthermore, we employed a turbulent reacting flow model, CTAG, to simulate the on-road chemistry behind a single vehicle. We found that a three-reaction (NO-NO2-O3) system can largely capture the rapid NO to NO2 conversion (with time scale ≈ seconds) observed in the field studies. To distinguish the contributions from different mechanisms to near-road NO2, we clearly defined a set of NO2/NO x ratios at different plume evolution stages, namely tailpipe, on-road, curbside, near-road, and ambient background. Our findings from curbside monitoring, on-road experiments, and simulations imply the on-road oxidation of NO by ambient O3 is a significant, but so far ignored, contributor to curbside and near-road NO2.

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.

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.

Environmental Justice Aspects of Exposure to PM2.5 Emissions from Electric Vehicle Use in China.

Plug-in electric vehicles (EVs) in China aim to improve sustainability and reduce environmental health impacts of transport emissions. Urban use of EVs rather than conventional vehicles shifts transportation's air pollutant emissions from urban areas (tailpipes) to predominantly rural areas (power plants), changing the geographic distribution of health impacts. We model PM2.5-related health impacts attributable to urban EV use for 34 major cities. Our investigation focuses on environmental justice (EJ) by comparing pollutant inhalation versus income among impacted counties. We find that EVs could increase EJ challenge in China: most (~77%, range: 41-96%) emission inhalation attributable to urban EVs use is distributed to predominately rural communities whose incomes are on average lower than the cities where EVs are used. Results vary dramatically across cities depending on urban income and geography. Discriminant analysis reveals that counties with low income and high inhalation of urban EV emissions have comparatively higher agricultural employment rates, higher mortality rates, more children in the population, and lower education levels. We find that low-emission electricity sources such as renewable energy can help mitigate EJ issues raised here. Findings here are not unique to EVs, but instead are relevant for nearly all electricity-consuming technologies in urban areas.

[Effect of fibrous root extract of Coptis chinensis on soil microbes and enzyme activities].

Coptis chinensis is widely used as Chinese medicine herbs and serious soil problems occur after continual cultivation of this medicinal plant. In the preset experiment, fibrous root extract of C. chinensis (REC) was added into soil to study the effect of REC on microbes and enzyme activity in soil. The results showed that both bacteria and actinomycetes decreased by about 2 times in contrast to fungi, which increased by about 3 folds. Phosphorus bacteria, potassium bacteria, azotobacter, ammonia bacteria, and nitrifying bacteria were also reduced significantly by REC, suggesting the inhibition of nitrogen biofixation and supply, mobilization of phosphorus and potassium, ad plant growth promotion as REC added into soil. There were multiple influences of REC on soil enzyme activities. Invertase activity was stimulated, while urease was inhibited and dehydrogenase unchanged by REC, indicating the interference of biochemical reactions in soil. In addition, type and total content of phosphorus lipid fatty acids (PLFAs) , the signature of microbes, decreased while the ratio of bacterium to fungus PLFAs increased as REC increased in soil, which suggested that fungi increased relatively with bacteria decreased thereby leading to easy occurrence of crop fungus diseases following cultivation of C. chinensis. The decrease in diversity and evenness indexes of microbial community in soil by REC indicated soil ecosystem deterioration and reduction of microbial groups and densities in soil. Therefore, allelopathic chemicals released from the roots of C. chinensis could change microbial community structure and resulted in serious soil problems by continual cropping of this medicinal plant.

Impacts of temporary traffic control measures on vehicular emissions during the Asian games in Guangzhou, China.

UNLABELLED: To guarantee good traffic and air quality during the 16th Asian Games in Guangzhou, China, the government carried out two traffic control Drills before the Games and adopted traffic control measures during the Games. Vehicle activities before and during the first and second Drills, and during the Games, were surveyed. Based on the data under investigation, the impacts of control measures on traffic volumes and driving characteristics were analyzed during the first and second Drills, and the Games. The emission reduction of traffic control measures was also evaluated during the three stages using the MOBILE-China model. The results show that there were significant effects of implementing temporary traffic control measures on transportation activity and vehicular emissions. During the first and second Drills, and the Games, the average traffic volumes in monitored roads decreased, and the average speed of vehicles increased significantly The co-effects of traffic flow reduction, traffic congestion improvement, and the banning of high-emitting vehicles helped to greatly reduce the estimated emissions from motor vehicles in Guangzhou during the first and second Drills, and the Games. Estimated vehicular emissions were reduced by 38-52% during the first Drill and 28-36% for the second Drill. During the Asian Games, vehicular emissions of carbon monoxide (CO), hydrocarbon (HC), oxides of nitrogen (NO), and particulate matter with an aerodynamic diameter < 10 microm (PM10) reduced by an estimated 42%, 46%, 26%, and 30%, respectively, compared with those before the Games. Both the banning of high-emitting vehicles and the travel restrictions imposed by use of odd-even licenses had significant effects on the reduction of vehicular emissions of CO, HC, NOx, and PM10. IMPLICATIONS: Motor vehicles have become the most prevalent source of emissions and subsequently air pollution within Chinese cities. Understanding the impacts that different control measures have on vehicular emissions is very important in order to be able to control vehicle emissions. The results of this study will be very helpful for the further control of vehicle emissions in Guangzhou in the future. In addition, the effects of temporary transportation control measures will provide important awareness to other cities that will be hosting large-scale activities similar to the Asian Games.

The future air quality impact of electric vehicle promotion and coordinated charging in the Beijing-Tianjin-Hebei region.

The synergetic benefit of air quality improvements together with greenhouse gas (GHG) mitigations from fleet electrification can be maximized if the power used for electric vehicles (EVs) is from renewables. The worth-noting mismatch between renewable power generation and EV fleet charging demand requires appropriate coordination strategy. Here, we analyze the environmental benefits from increased EVs penetration in Beijing-Tianjin-Hebei (BTH) regions by integrating various scenarios of fleet electrification with coordinated charging strategies to examine the air quality improvement and GHG abatement. The study found that fleet electrification could bring substantial reduction on urban PM2.5 in BTH, especially in December by 0.8 ± 0.5 µg/m3. The coordinated charging strategy could further improve the air quality in BTH, albeit smaller than that of fleet electrification itself. PM2.5 reduction benefit from EV adoption could be significantly more pronouncing when ammonia emission reduction was considered, by more than 0.3 µg/m3 in both December and July, validating the great significance of vehicle NH3 emission control and the necessity of prioritizing the electrification of high ammonia emitting fleet. The outcome of this study helps to formulate the effective on-road transportation pollutant abatement strategies and offers technological support for policy makers to conduct more sensible sequence of future fleet electrification process.

Adiponectin-mediated promotion of CD44 suppresses diabetic vascular inflammatory effects.

While adiponectin (APN) was known to significantly abolish the diabetic endothelial inflammatory response, the specific mechanisms have yet to be elucidated. Aortic vascular tissues from mice fed normal and high-fat diets (HFD) were analyzed by transcriptome analysis. GO functional annotation showed that APN inhibited vascular endothelial inflammation in an APPL1-dependent manner. We confirmed that activation of the Wnt/ß-catenin signaling plays a key role in APN-mediated anti-inflammation. Mechanistically, APN promoted APPL1/reptin complex formation and ß-catenin nuclear translocation. Simultaneously, we identified APN promoted the expression of CD44 by activating TCF/LEF in an APPL1-mediated manner. Clinically, the serum levels of APN and CD44 were decreased in diabetes; the levels of these two proteins were positively correlated. Functionally, treatment with CD44 C-terminal polypeptides protected diabetes-induced vascular endothelial inflammation in vivo. Collectively, we provided a roadmap for APN-inhibited vascular inflammatory effects and CD44 might represent potential targets against the diabetic endothelial inflammatory effect.

Species profiles, in-situ photochemistry and health risk of volatile organic compounds in the gasoline service station in China.

Accompanying with increases in vehicle population and gasoline consumption, gasoline evaporation accounted for an enlarged portion of total volatile organic compound (VOC) emissions in China, raising increasing environmental concerns especially in megacities. In this study, an intensive sampling campaign was performed in a gasoline service station, to reveal emission characteristics, environmental and health impacts of VOCs. It was strikingly found that 24 % of air samples exceeded the national standard of 4 mg/m3 for non-methane hydrocarbons (NMHCs) on the boundary of the station, with the equipment of Stage I and II controls. VOC groups and species profiles showed that alkanes dominated total VOCs. As typical markers of evaporative loss of gasoline, C4-5 species (i-pentane, n-pentane and n-butane) as well as methyl tert-butyl ether (MTBE) accounted for 49.6 % of VOCs. Species profile and diagnostic ratios indicated the prominent contribution of gasoline evaporative losses from refueling or breathing processes, as well as the interference of vehicle exhaust in the ambient air at the site. Intensive O3 production was reproduced by the photochemical box model, demonstrating that O3 formation was co-limited by both VOCs (especially trans-2-butene) and NOx. Inhalation health risk assessment proved that exposure to hazardous VOCs caused non-cancer risk (HQ = 3.08) and definitely posed cancer risks at a probability of 1.3 × 10-4 to workers. Remarkable health risks were mainly imposed by halocarbons, aromatics and alkenes, in which 1,2-dichloropropane caused the highest non-cancer risk (HQ = 1.3) and acted as the primary carcinogen (ICR = 5.1 × 10-5). This study elucidated the high unqualified rate in gasoline service stations after the implementation of latest standards in China, where new regulations targeted halocarbons and updates in existing vapor recovery systems were suggested for VOC mitigation.

[Concentration Variation and Source Analysis of Metal Elements in PM2.5 During COVID-19 Control in Suzhou].

To study the variation in concentration and source analysis of metal elements during COVID-19 control in Suzhou, a multi-metal online monitor was used to determine hourly online data of 14 metal elements from December 1, 2019 to March 31, 2020. This study analyzed variation in concentration and source analysis of metal elements using a PMF model before, during, and after shutdown during COVID-19 control. The results showed that the concentrations of Cr, Mn, Zn, and Fe during shutdown decreased the most, by 87.6%, 85.6%, 78.3%, and 72.2%, respectively, compared with those before shutdown. The concentrations of Mn, Cr, Zn, and Fe after shutdown increased the most, by 227.0%, 215.4%, 147.4%, and 113.4%, respectively, compared with those of the previous stage. The diurnal variation in K differed at three stages. Zn showed a single peak shape at three stages, but the peak width and peak time were different. Unlike the concentrations, the diurnal variations in Fe, Mn, Pb, Se, and Hg were not significantly changed. The daily variation characteristics of Ca, Ba, Cu, As, Cr, and Ni during and after shutdown were significantly different from those before shutdown. The results of source analysis by the PMF model showed that metal elements mainly came from dust, motor vehicle, coal burning, industrial smelting, and mixed-combustion sources. Among them, the concentration of industrial smelting sources changed greatly, with the concentration decreasing by 89.0% during shutdown and increasing by 358.0% after shutdown.

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.

Fine-grained vehicle emission management using intelligent transportation system data.

The increasing adoption of intelligent transportation system (ITS) data in smart-city initiatives worldwide has offered unprecedented opportunities for improving transportation air quality management. In this paper, we demonstrate the effective use of ITS and other traffic data to develop a link-level and hourly-based dynamic vehicle emission inventory. Our work takes advantage of the extensive ITS infrastructure deployed in Nanjing, China (6600 km2) that offers high-resolution, multi-source traffic data of the road network. Improved than conventional emission inventories, the ITS data empower the strength of revealing significantly temporal and spatial heterogeneity of traffic dynamics that pronouncedly impacts traffic emission patterns. Four urban districts account for only 4% of the area but approximately 30%-40% of vehicular emissions (e.g., CO2 and air pollutants). Owing to the detailed resolution of road network traffic, two types of emission hotspots are captured by the dynamic emission inventory: those in the urban area dominated by urban passenger traffic, and those along outlying highway corridors reflecting inter-city freight transportation (especially in terms of NOX). Fine-grained quantification of emissions reductions from traffic restriction scenarios is explored. ITS data-driven emission management systems coupled with atmospheric models offer the potential for dynamic air quality management in the future.

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.

Characterization and source apportionment of particulate PAHs in the roadside environment in Beijing.

The profiles of particulate polycyclic aromatic hydrocarbons (PAHs) near a major road and relative major sources were determined based on five 1-week intensive field campaigns in 2008 and 2009, and the impacts of temporary control measures on roadside PAHs during the Beijing Olympics are discussed. The annual average concentration of PAHs in the non-Olympic period was 42.3 ± 52.4 ng/m(3) and clear seasonal variation was present. Diesel vehicles, gasoline vehicles and coal combustion were identified as the three possible major sources of roadside PAHs using positive matrix factorization analysis. During the Olympics, the average total PAH concentration decreased to 4.8 ± 2.7 ng/m(3), which was attributed primarily to the reduction of local emissions. Temporary traffic control measures significantly changed the diurnal pattern of particulate PAHs at the roadside site. Diesel vehicle contribution, in particular, decreased to a negligible fraction because heavy-duty diesel vehicles were strictly banned.