Characteristics of diesel truck emission in China based on portable emissions measurement systems.

Seventy-five diesel vehicles were measured in China using a portable emissions measurement system (PEMS). Particular matter (PM) emission factors and gaseous emission factors for Euro 0 (E0), Euro 1 (E1), Euro 2 (E2), and Euro 3 (E3) trucks were obtained under highway, urban, and rural driving conditions. Vehicle emission regulations in China have successfully reduced carbon monoxide (CO), hydrocarbons (HC) and PM by 62, 56, and 72% on average. Most of the emission reductions were achieved when the control technology went from E0 to E1 in Xi'an, and E2 to E3 in Beijing, which resulted in PM reductions of 79% associated with highway driving and 60% associated with urban or rural driving. Emission levels of oxides of nitrogen (NO(X)) were not improved from previous emission control steps. Compared with Xi'an, the emission rate is lower in Beijing, which is strong evidence of the effectiveness of the present comprehensive emission control strategy in Beijing. Emissions were grouped into driving bins that corresponded to the energy demand placed on the vehicles. By using this binning approach, it was found that E3 trucks were successfully controlling the high emission rates in aggressive driving bins, which led to the low average emission for E3 trucks.

Comparison of vehicle activity and emission inventory between Beijing and Shanghai.

Vehicle emission inventory is a critical element for air quality study. This study created systemic methods to establish a vehicle emission inventory in Chinese cities. The methods were used to obtain credible results of vehicle activity in Beijing and Shanghai. On the basis of the vehicle activity data, the International Vehicle Emission model is used to establish vehicle emission inventories. The emissions analysis indicates that 3 t of particulate matter (PM), 199 t of nitrogen oxides (NO(x)), 192 t of volatile organic compounds (VOCs), and 2403 t of carbon monoxide (CO) are emitted from on-road vehicles each day in Beijing, whereas 4 t of PM, 189 t of NO(x), 113 t of VOCs, and 1009 t of CO are emitted in Shanghai. Although common features were found in these two cities (many new passenger cars and a high taxi proportion in the fleet), the emission results are dissimilar because of the different local policy regarding vehicles. The method to quantify vehicle emission on an urban scale can be applied to other Chinese cities. Also, knowing how different policies can lead to diverse emissions is beneficial knowledge for other city governments.

Measurements of in-use emissions from modern vehicles using an on-board measurement system.

Emissions from "low emitting" modern vehicles were measured on-road using a Fourier transform infrared (FTIR) on-board emissions measurement system. Twenty vehicles were tested on road and on a chassis dynamometer. A subset of four vehicles was tested on a test track as well as on the dynamometer. Comparison of on-board measurements with laboratory measurements while operating on the dynamometer showed agreement within measurement and test to test variability. Comparison of dynamometer measurements with test track measurements showed some larger differences attributable to track test conditions. On-road and dynamometer tests were conducted on the remaining 16 vehicles, with the on-road testing including freeway, arterial, and residential streets. The on-road testing showed that most of the low emitting vehicles under most operating conditions are operating below certification levels. Most vehicles reached a hot stabilized condition within 60 to 100 s. Hot running emissions were on average very low once the catalyst lights off. For NMHC, the majority of the "certification" emissions occur during the start-up, especially for PZEVs. NOx and CO also showed a high fraction of "certification" emissions during start-up, but also showed emission spikes under hot running conditions, especially during transients.

Real-world vehicle emission factors in Chinese metropolis city--Beijing.

The dynamometer tests with different driving cycles and the real-world tests are presented. Results indicated the pollutants emission factors and fuel consumption factor with ECE15 + EUDC driving cycle usually take the lowest value and with real world driving cycle occur the highest value, and different driving cycles will lead to significantly different vehicle emission factors with the same vehicle. Relative to the ECE15 + EUDC driving cycle, the increasing rate of pollutant emission factors of CO, NOx and HC are - 0.42-2.99, -0.32-0.81 and -0.11-11 with FTP75 testing, 0.11-1.29, -0.77-0.64 and 0.47-10.50 with Beijing 1997 testing and 0.25-1.83, 0.09-0.75 and - 0.58-1.50 with real world testing. Compared to the carburetor vehicles, the retrofit and MPI + TWC vehicles' pollution emissionfactors decrease with different degree. The retrofit vehicle (Santana) will reduce 4.44%-58.44% CO, -4.95%-36.79% NOx, -32.32%-33.89% HC, and -9.39%-14.29% fuel consumption, and especially that the MPI + TWC vehicle will decrease CO by 82.48%-91.76%, NOx by 44.87%-92.79%, HC by 90.00%-93.89% and fuel consumption by 5.44%-10.55%. Vehicles can cause pollution at a very high rate when operated in high power modes; however, they may not often operate in these high power modes. In analyzing vehicle emissions, it describes the fraction of time that vehicles operate in various power modes. In Beijing, vehicles spend 90% of their operation in low power modes or decelerating.

RECLAIM: Los Angeles' New Market-Based Smog Cleanup Program.

For 30 years economists argued the merits of market-incentives for environmental programs. Along the way, there have been small steps into the concept, often countered with vast amounts of resistance. In 1990, the air agency viewed as the nation's strongest purveyor of commandand- control regulations broke with tradition and initiated the world's largest, multi-industry, multi-pollutant trading program. This article chronicles, in three parts, the South Coast Air Quality Management District's REgional CLean Air Incentives Market-RECLAIM. In part one, "A New Idea Takes Root," the challenge and cost of attaining clean air is assessed. Reasons to consider market-incentives are discussed, along with the pros and cons of commandand- control regulations. In part two, "The Battle of Interests," the competing interests that shaped the regulations are presented. Here are the lessons learned from forging the idea through the fire of rule development. Large and small businesses, federal, state, and local agencies, and numerous environmental groups all influenced the final shape of the program. Finally, part three, "From Concept to Reality," looks at what it takes to implement the adopted rules. New permits, new emission reporting systems, and a new trading program mesh to ensure the successful operation and enforcement of RECLAIM.