Challenges for China to achieve carbon neutrality and carbon peak goals: Beijing case study.

China has set a goal to achieve peak CO2 emissions before 2030 and carbon neutrality by 2060. To achieve the goals of carbon peak and carbon neutrality, China needs to address the challenge of the large and still growing CO2 emission base. This paper investigated the energy consumption and CO2 emission in Beijing from 2020-2035 based on the energy elasticity coefficient and contribution value of the sub-energy increment (CVSI) method. Beijing is one of the first cities in China to propose the "carbon peak" target as of 2020. From 2020 Beijing will strive to achieve the goal of carbon neutrality. The results show that in 2035 the CO2 emission in Beijing may drop to 50% of 2020. This decline would be affected by economic growth, energy efficiency and the proportion of renewable energy use. Beijing's energy supply mainly comes from outside the region. Therefore, for Beijing, in addition to increasing the proportion of renewable energy sources outside the region, its own energy acceptance also needs to be strengthened, including strengthening energy storage construction, actively researching and promoting carbon capture and utilization of gas-fired units, which are effective ways to achieve carbon neutrality target.

COVID-19 pandemic reveals persistent disparities in nitrogen dioxide pollution.

The unequal spatial distribution of ambient nitrogen dioxide ([Formula: see text]), an air pollutant related to traffic, leads to higher exposure for minority and low socioeconomic status communities. We exploit the unprecedented drop in urban activity during the COVID-19 pandemic and use high-resolution, remotely sensed [Formula: see text] observations to investigate disparities in [Formula: see text] levels across different demographic subgroups in the United States. We show that, prior to the pandemic, satellite-observed [Formula: see text] levels in the least White census tracts of the United States were nearly triple the [Formula: see text] levels in the most White tracts. During the pandemic, the largest lockdown-related [Formula: see text] reductions occurred in urban neighborhoods that have 2.0 times more non-White residents and 2.1 times more Hispanic residents than neighborhoods with the smallest reductions. [Formula: see text] reductions were likely driven by the greater density of highways and interstates in these racially and ethnically diverse areas. Although the largest reductions occurred in marginalized areas, the effect of lockdowns on racial, ethnic, and socioeconomic [Formula: see text] disparities was mixed and, for many cities, nonsignificant. For example, the least White tracts still experienced ∼1.5 times higher [Formula: see text] levels during the lockdowns than the most White tracts experienced prior to the pandemic. Future policies aimed at eliminating pollution disparities will need to look beyond reducing emissions from only passenger traffic and also consider other collocated sources of emissions such as heavy-duty vehicles.

Quantifying responses to changes in the jurisdiction of a congestion charge: A study of the London western extension.

This paper quantifies behavioural responses to changes in the jurisdiction of a congestion charge, with a successive focus on (i) an extension and (ii) a reduction in the size of the charging zone. We exploit the unanticipated nature of both the implementation and removal of London's Western Expansion Zone (WEZ) as quasi-natural experiments to test whether individual responses to policies are asymmetric. We use the UK Department of Transport Annual Average Daily Flow (AADF) data, which records traffic flows for seven transport modes (including cars, buses, bicycles, heavy and light goods vehicles). Using a difference-in-differences approach, we find that the introduction of the WEZ led to a 4.9% decline in road traffic flows in the new congestion charge area. These results are robust to different model specifications. HGVs traffic did not significantly change post-WEZ, which indicates that their road demand is price inelastic. The removal of the WEZ led to no significant variations in traffic. This result indicates asymmetry in behaviour with persistent changes in post-intervention traffic demand levels.

[Estimation of Health Risk Posed by Road Traffic Noise in Japan Based on the Environmental Noise Guidelines for the European Region].

OBJECTIVES: Traffic noise exposure is associated with adverse health effects such as environmental sleep disorder, ischaemic heart disease (IHD), stroke and diabetes. The health risks posed by traffic noise were estimated to be quite high in European countries. However, in Japan, no estimation has ever been conducted. In the present study, we estimated the health risk posed by road traffic noise in Japan. METHODS: We estimated the risks of environmental sleep disorder (high sleep disturbance) and IHD caused by road traffic noise in Japan as of 2015 on the basis of existing noise-exposure estimates, vital statistics of deaths, and patient survey with exposure-response relationships proposed by the Environmental Noise Guidelines for the European Region issued in 2018. We employed old information on noise exposure in 1994 because it is the only information currently available in Japan. We also estimated the health risks of noise exposure levels that were equivalent to the Japanese environmental quality standards. RESULTS: The estimated numbers of patients with environmental sleep disorder and IHD caused by road traffic noise were approximately 1,200,000 and 9,000, respectively. The estimated number of mortalities from IHD was approximately 1,700. The noise exposure level equivalent to the Japanese noise standards caused a lifetime mortality rate of more than 10-2, which was extremely high as an environmental health risk. CONCLUSIONS: As in European countries, road traffic noise was one of the most important environmental risk factors in Japan. However, the current Japanese noise standards are insufficient for the protection of public health.

Estimating Emission Load from Road Transportation within the Bhaktapur Municipality, Nepal.

Vehicular emissions have been playing a pivotal role in deteriorating air quality in many urban parts of Nepal causing adverse impacts upon the health of commuters and pedestrians attributed to severe respiratory diseases. Primary data such as the number of vehicles (N) were obtained using two-hour peak (8 am to 10 am) and two-hour nonpeak (1 pm to 3 pm) count, after which average annual vehicle kilometer (VKT) and fuel economy (F) required for emission load estimation were obtained from vehicle survey using the simple random sampling method, sampling size taken statistically under 5% margin of error. Secondary data in this study include emission factors and derived equations from a published article. The vehicular emission load of Bhaktapur Municipality were found to be 3,310 tons/year including CO2, CO, NOx, HC, and PM10 of which CO2 accounts for 94.36% of total emissions followed by CO (4.39%), HC (0.72%), NOx (0.35%), and PM10 (0.18%), respectively. Significant positive correlation was found (r = 0.92, p=0.002) between CO2 and PM10 (r = 0.87, p=0.009), between CO2 and NOx (r = 0.90, p=0.004), between CO and HC (r = 0.74, p=0.05), and between NOx and PM10, respectively. The scenario analysis shows that the introduction of electric vehicles at different rates within the municipality can reduce the emissions to a significant amount. Exponential growth in vehicular gaseous pollutants potent to jeopardize the environment and welfare can become inevitable in the future if clean energy technology is not promoted early.

The zero impact of the Vehicle Inspection Program on public health in São Paulo, SP.

OBJECTIVE To analyze the impact of two interventions (implementation and suspension of mandatory vehicle inspection) on morbidity and mortality due to conditions related to air pollution, from 2008 to 2017. METHODS Interrupted time series (ARIMA models), using data available in public repositories. RESULTS A total of 229,337 children of up to 5 years old were hospitalized due to respiratory diseases, and 1,053 died (average monthly mortality ratio for this population: 1.12/100,000). Exact 137,876 individuals over 40 years old were hospitalized for an acute myocardial infarction, and 19,492 died (3.7/100,000). A total of 11,010 individuals over 40 years old were hospitalized with malignant neoplasms of the respiratory system; 2,898 died (0.5/100,000). A total of 20,807 individuals over 60 years old were hospitalized with chronic obstructive pulmonary diseases; 2,627 died (1.5/100,000). As for strokes, 69,180 individuals were hospitalized, and 10,866 died (2.1/100,000). We found no significant regression coefficient for the implementation or suspension of the program regarding hospitalizations and deaths. 38,207 children of up to 14 years old were hospitalized with asthma, and 25 of them died (0.007/100,000). The coefficients show a monthly increase of 0.05 deaths/100,000 people (p = 0.01) in the post-inspection period. We found no correlation between the measured concentrations of the pollutants PM2.5 and CO - in a monitoring station, in the central region of the municipality - and the implementation or suspension of the inspection. CONCLUSIONS No evidence confirms that the program had a measurable beneficial impact on morbidity and mortality due to respiratory and circulatory diseases.

The zero impact of the vehicle inspection program on public health in São Paulo, SP / O impacto nulo do programa de inspeção veicular na saúde pública em São Paulo, SP

ABSTRACT OBJECTIVE To analyze the impact of two interventions (implementation and suspension of mandatory vehicle inspection) on morbidity and mortality due to conditions related to air pollution, from 2008 to 2017. METHODS Interrupted time series (ARIMA models), using data available in public repositories. RESULTS A total of 229,337 children of up to 5 years old were hospitalized due to respiratory diseases, and 1,053 died (average monthly mortality ratio for this population: 1.12/100,000). Exact 137,876 individuals over 40 years old were hospitalized for an acute myocardial infarction, and 19,492 died (3.7/100,000). A total of 11,010 individuals over 40 years old were hospitalized with malignant neoplasms of the respiratory system; 2,898 died (0.5/100,000). A total of 20,807 individuals over 60 years old were hospitalized with chronic obstructive pulmonary diseases; 2,627 died (1.5/100,000). As for strokes, 69,180 individuals were hospitalized, and 10,866 died (2.1/100,000). We found no significant regression coefficient for the implementation or suspension of the program regarding hospitalizations and deaths. 38,207 children of up to 14 years old were hospitalized with asthma, and 25 of them died (0.007/100,000). The coefficients show a monthly increase of 0.05 deaths/100,000 people (p = 0.01) in the post-inspection period. We found no correlation between the measured concentrations of the pollutants PM2.5 and CO - in a monitoring station, in the central region of the municipality - and the implementation or suspension of the inspection. CONCLUSIONS No evidence confirms that the program had a measurable beneficial impact on morbidity and mortality due to respiratory and circulatory diseases.

RESUMO OBJETIVO Analisar o impacto de duas intervenções (introdução e suspensão da inspeção veicular obrigatória) sobre a morbidade e mortalidade por condições associadas à poluição do ar no período de 2008 a 2017. MÉTODOS Séries temporais interrompidas (método Arima), com dados disponíveis em repositórios públicos. RESULTADOS Houve 229.337 internações por doenças respiratórias em crianças até 5 anos de idade, com 1.053 óbitos (coeficiente médio de mortalidade mensal para a população da idade: 1,12/100.000). Para infarto agudo do miocárdio em maiores de 40 anos, houve 137.876 internações, com 19.492 óbitos (3,7/100.000). Para as neoplasias malignas do aparelho respiratório em maiores de 40 anos, foram 11.010 internações, com 2.898 óbitos (0,5/100.000). Para doenças pulmonares obstrutivas crônicas em maiores de 60 anos, foram 20.807 internações, com 2.627 óbitos (1,5/100.000). Para os acidentes vasculares cerebrais, foram 69.180 internações e 10.866 óbitos (2,1/100.000). Não houve nenhum coeficiente de regressão significativo para a introdução ou suspensão do programa em relação às internações e óbitos. Para asma em crianças até 14 anos, houve 38.207 internações e 25 óbitos (0,007/100.000), e os coeficientes mostram aumento de 0,05 óbitos/100.000 pessoas por mês (p = 0,01) no período pós-introdução da inspeção. Em modelo para os poluentes MP2,5 e CO, em estação de monitoramento da região central do município, não houve correlação entre as concentrações medidas e a introdução ou a suspensão da inspeção. CONCLUSÕES Não há evidências de que o programa tenha tido qualquer efeito benéfico mensurável sobre a morbidade e a mortalidade por doenças respiratórias e do aparelho circulatório.

Acute Blood Pressure and Cardiovascular Effects of Near-Roadway Exposures With and Without N95 Respirators.

BACKGROUND: The risk for cardiovascular events increases within hours of near-roadway exposures. We aimed to determine the traffic-related air pollution (TRAP) and biological mechanisms involved and if reducing particulate matter <2.5 µm (PM2.5) inhalation is protective. METHODS: Fifty healthy-adults underwent multiple 2-hour near-roadway exposures (Tuesdays to Fridays) in Ann Arbor during 2 separate weeks (randomized to wear an N95 respirator during 1 week). Monday both weeks, participants rested 2 hours in an exam room (once wearing an N95 respirator). Brachial blood pressure, aortic hemodynamics, and heart rate variability were repeatedly measured during exposures. Endothelial function (reactive hyperemia index [RHI]) was measured post-exposures (Thursdays). Black carbon (BC), total particle count (PC), PM2.5, noise and temperature were measured throughout exposures. RESULTS: PM2.5 (9.3 ± 7.7 µg/m3), BC (1.3 ± 0.6 µg/m3), PC (8,375 ± 4,930 particles/cm3) and noise (69.2 ± 4.2 dB) were higher (P values <0.01) and aortic hemodynamic parameters trended worse while near-roadway (P values<0.15 vs. exam room). Other outcomes were unchanged. Aortic hemodynamics trended towards improvements with N95 respirator usage while near-roadway (P values<0.15 vs. no-use), whereas other outcomes remained unaffected. Higher near-roadway PC and BC exposures were associated with increases in aortic augmentation pressures (P values<0.05) and trends toward lower RHI (P values <0.2). N95 respirator usage did not mitigate these adverse responses (nonsignificant pollutant-respirator interactions). Near-roadway outdoor-temperature and noise were also associated with cardiovascular changes. CONCLUSIONS: Exposure to real-world combustion-derived particulates in TRAP, even at relatively low concentrations, acutely worsened aortic hemodynamics. Our mixed findings regarding the health benefits of wearing N95 respirators support that further studies are needed to validate if they adequately protect against TRAP given their growing worldwide usage.

Outpatient Telemedicine Program in Vascular Surgery Reduces Patient Travel Time, Cost, and Environmental Pollutant Emissions.

BACKGROUND: We analyze the impact of outpatient telemedicine services on the travel burden of vascular surgery patients with regard to distance, time, and cost, as well as the emission of environmental pollutants. METHODS: Retrospective analysis was used to compare the patient travel expenditure and environmental impact associated with telemedicine encounters versus hypothetical in-person traditional consultations for all outpatient virtual care encounters with vascular surgery patients from October 2015 to October 2017. The primary outcomes measured were travel distance saved, travel time saved, travel costs saved, reduction in fuel consumption, and reduction in environmental pollutant emission. RESULTS: Over a two-year period, 146 outpatient telemedicine encounters were conducted among 87 unique patients (61 females, 26 males; mean age, 60 ± 13 years). The average one-way distance saved by the utilization of telemedicine services was 15.6 ± 6.3 miles, with an average roundtrip savings of 31.2 miles. The average one-way travel time saved was 19.5 ± 9.2 minutes, with an average roundtrip savings of 39 minutes. By using telemedicine services, these vascular surgery patients saved an average of $4.26 in gas and parking costs at each telemedicine encounter. The total reduction in passenger vehicle emission of environmental pollutants, including carbon dioxide, carbon monoxide, nitric oxides, and volatile organic compounds was 1632 kg, 42,867 g, 3160 g, and 4715 g, respectively, with a total of 194 gallons of gas saved from driving. CONCLUSIONS: Utilization of telemedicine services reduces the travel distance, time, and costs for vascular surgery patients. Outpatient telemedicine programs may also provide environmental benefit through the reduction of greenhouse gas and pollutant emissions.

Numerical evaluations of urban design technique to reduce vehicular personal intake fraction in deep street canyons.

High-rise deep street canyons usually experience poor ventilation and large vehicular pollutant exposure to residents in near-road buildings. Investigations are still required to clarify the flow and dispersion mechanisms in deep street canyons and explore techniques to reduce such large pollutant exposure. By conducting computational fluid dynamics (CFD) simulations validated by wind tunnel data and scale-model outdoor field measurements, we investigate the integrated impacts of aspect ratios, first-floor and second-floor elevated building designs, viaduct settings, height variations and wind catchers on the flow, personal intake fraction (P_IF) of CO (carbon dioxide) and its spatial mean value 〈P_IF〉 in two-dimensional (2D) street canyons. Results show that cases with H/W = 5 experience two counter-rotating vortices, much poorer ventilation and 1-2 orders larger 〈P_IF〉 (43.6-120.8 ppm) than H/W = 1 and 3 (3.8-4.3 and 5.6-5.8 ppm). Moreover, in cases with H/W = 5 the height variation results in three vertically-aligned vortices and much weaker wind, subsequently produces greater 〈P_IF〉 (1402-2047 ppm). To reduce 〈P_IF〉 with H/W = 5, various urban designs are evaluated. The first-floor elevated building design creates more effective ventilation pathways than the second-floor elevated type does and reduces 〈P_IF〉 at H/W = 5 by five orders (1402 to ~0.01 ppm) or two orders (43.6 to ~0.1 ppm) in cases with or without the height variation. However, such reductions at H/W = 1 and 3 are only 76.8%-81.4% and 22.4%-36.2% respectively. Wind catchers destroy the multi-vortex flow pattern as H/W = 5, produce a contra-clockwise main vortex and reduce 〈P_IF〉 by 1-2 orders for cases with or without the height variation.

Topographical structures in planting design of living walls affect their ability to immobilise traffic-based particulate matter.

Traffic-generated particulate matter (PM) pollution is a serious threat to human health and the environment, especially in urban settings. Recent studies have revealed the effectiveness of living walls in the reduction of this pollution; these systems use variable planting designs and their topographical dynamics might have an impact on PM dry deposition. This present study, employing an experimentally manipulable living wall system using box (Buxus sempervirens L.) plants, examined whether plants arranged in a design with heterogeneous topography have a differential PM removal capacity compared to plants in a design with homogenous topography. Two planting designs using 'short' and 'tall' plants, were simultaneously used on this living wall and equally exposed to traffic-based PM for 5 consecutive days. PM accumulation on leaves was estimated using an Environmental Scanning Electron Microscope and ImageJ image analysis software. The experiment was replicated four times changing the position of each design on the wall, and any variation in PM capture levels on leaves belonging to different designs were identified using a Generalised Linear Mixed-effect Models (GLMM). The planting design with topographical heterogeneity resulted in significantly higher PM densities (PM10, PM2.5 and PM1) on leaf surfaces compared to a design with homogenous topography, indicating that topographical heterogeneity has a strong positive impact on the ability of plants to immobilise PM.

Assessing the impact of converting roundabouts to traffic signals on vehicle emissions along an urban arterial corridor in Qatar.

The type of control at intersections has a major effect on the operation of any urban corridor. Different predefined procedures are available to calculate some of the main operational characteristics, such as capacity, delay, and level of service, in order to select the best type of control. However, there are other important factors that affect major arterials operational characteristics, factors that are not fully addressed, such as the impact of emissions. In this study, a microscopic simulation approach using VISSIM and MOVES was developed to assess the environmental effect of converting four three-lane roundabouts to signalized intersections along a heavily congested urban corridor in Qatar. A decision was made to switch all roundabouts to traffic signals for better operations. Preliminary results indicated that the signal control outperformed the roundabout in the range of 37% to 43% reduction in emissions. A more detailed analysis revealed that roundabout corridor operations' effects on emission rates are divergent from those of signalized corridors, particularly upstream and downstream of the intersections. Immediate roundabout upstream approaches are driver behavior dependent, characterized by substantial coasting at lower speeds and subsequent re-accelerating with less idling, described as acceleration events, which resulted in high emission rates, while signalized corridors are signal timing dependent, characterized by ample idling with less coasting and re-acceleration, resulting in reduced emission rates. The results also revealed that there was no significant difference between emission rates in the vicinity of the two types of control. Both recorded nearly the same emission rate. Implications: A microscopic simulation approach using VISSIM and MOVES was developed to assess the environmental effect of converting four three-lane roundabouts to signalized intersections along a heavily congested urban corridor in Doha, Qatar. Intersection geometries along with the control type have significant impact on emission rates and play a major role in assessing environmental impacts. US EPA MOVES was calibrated to Qatar conditions which can be used to estimate emission factors and quantify vehicular emissions along other corridors in the country. The results can also be beneficial for other countries within the region.

A multi-attribute decision-making model for the evaluation of uncertainties in traffic pollution control planning.

The evaluation of traffic emissions control efficiency from various levels is a key issue while selecting an optimal plan for the sustainable development of urban transportation. The conventional multi-criteria evaluation methods cannot deal with the determination and uncertainty of each indicator, and ignore influence of the decision-maker's risk attitude on the evaluation results. This study proposed the use of a multi-attribute decision-making model to evaluate the traffic pollution control operational efficiency by integrating 11 hybrid-type indicators related to the plan implementation, traffic flow, and emissions. It also revealed the relationship between the preference of each decision-maker on these evaluation indicators and the threshold changes in the emissions control efficiency ranking. Case studies performed on the four plans showed that the evaluation value of emissions control efficiency for each plan was related to the decision-maker's risk attitude, and the efficiency ranking was decided by their threshold contact degrees.

[Motorized mobility, environmental impact, alternatives and future prospects: considerations for the Área Metropolitana del Valle de Aburrá]. / Movilidad motorizada, impacto ambiental, alternativas y perspectivas futuras: consideraciones para el Área Metropolitana del Valle de Aburrá.

Motorized mobility is closely linked to liquid fuels such as gasoline and diésel and therefore, to the environment. Besides the problems associated with global warming, the use of these fuels also generates polluting compounds affecting the population health. Among all primary pollutants, particulate matter (PM) less than or equal to 2.5 microns (PM25) in size, is regarded as one of the most dangerous compounds because it can penetrate the region lung gas exchange. The records for the Área Metropolitana del Valle de Aburrá (AMVA) often show that the average levels of air quality were found to be harmful to the health of metropolitan habitants. This is mainly attributed to the high concentrations of PM25 generated by heavy-duty vehicles that use diésel fuel. Although the properties of diesel fuel have a direct effect on breathable PM, there are other strategies influencing both nature and amount of emissions. For example, the improvement of the technological level of the engines and the driving pattern, as well as the incorporation of electric vehicles. This paper shows some considerations in order to propose possible strategies to solve the environmental problem of the city and the country.

La movilidad motorizada está íntimamente ligada a los combustibles líquidos como la gasolina y el diésel; y en consecuencia, con el medio ambiente. Además de la problemática con el calentamiento global, la utilización de estos combustibles genera compuestos de carácter contaminante que afecta la salud de la población. Entre todos los contaminantes criterio, el material particulado (PM) de tamaño menor o igual a 2,5 micras (PM25) es considerado como uno de los compuestos de mayor peligrosidad debido a que puede penetrar hasta la región de intercambio de gases del pulmón. Los registros para el Área Metropolitana del Valle de Aburrá (AMVA) muestran eventualmente que los niveles promedio de calidad del aire resultan ser nocivos para la salud del habitante metropolitano. Lo anterior se debe principalmente a las altas concentraciones de PM25 generadas por vehículos pesados que usan combustible diésel. Si bien las propiedades de este combustible tienen un efecto directo en el PM respirable, existen otras estrategias que influyen en las características y la cantidad de las emisiones generadas. Por ejemplo, la mejora del nivel tecnológico de los motores a partir de planes de chatarrización y renovación, y de la pauta de conducción, así como la incorporación de vehículos eléctricos. Con todo lo anterior, este trabajo muestra una serie de consideraciones a fin de plantear posibles estrategias de solución a la problemática ambiental de la ciudad y el país.

A New TS Algorithm for Solving Low-Carbon Logistics Vehicle Routing Problem with Split Deliveries by Backpack-From a Green Operation Perspective.

In order to promote the development of low-carbon logistics and economize logistics distribution costs, the vehicle routing problem with split deliveries by backpack is studied. With the help of the model of classical capacitated vehicle routing problem, in this study, a form of discrete split deliveries was designed in which the customer demand can be split only by backpack. A double-objective mathematical model and the corresponding adaptive tabu search (TS) algorithm were constructed for solving this problem. By embedding the adaptive penalty mechanism, and adopting the random neighborhood selection strategy and reinitialization principle, the global optimization ability of the new algorithm was enhanced. Comparisons with the results in the literature show the effectiveness of the proposed algorithm. The proposed method can save the costs of low-carbon logistics and reduce carbon emissions, which is conducive to the sustainable development of low-carbon logistics.