Kebin He

Reduced carbon emission estimates from fossil fuel combustion and cement production in China

Nearly three-quarters of the growth in global carbon emissions from the burning of fossil fuels and cement production between 2010 and 2012 occurred in China. Yet estimates of Chinese emissions remain subject to large uncertainty; inventories of China’s total fossil fuel carbon emissions in 2008 differ by 0.3 gigatonnes of carbon, or 15 per cent. The primary sources of this uncertainty are conflicting estimates of energy consumption and emission factors, the latter being uncertain because of very few actual measurements representative of the mix of Chinese fuels. Here we re-evaluate China’s carbon emissions using updated and harmonized energy consumption and clinker production data and two new and comprehensive sets of measured emission factors for Chinese coal. We find that total energy consumption in China was 10 per cent higher in 2000–2012 than the value reported by China’s national statistics, that emission factors for Chinese coal are on average 40 per cent lower than the default values recommended by the Intergovernmental Panel on Climate Change, and that emissions from China’s cement production are 45 per cent less than recent estimates. Altogether, our revised estimate of China’s CO2 emissions from fossil fuel combustion and cement production is 2.49 gigatonnes of carbon (2 standard deviations = ±7.3 per cent) in 2013, which is 14 per cent lower than the emissions reported by other prominent inventories. Over the full period 2000 to 2013, our revised estimates are 2.9 gigatonnes of carbon less than previous estimates of China’s cumulative carbon emissions. Our findings suggest that overestimation of China’s emissions in 2000–2013 may be larger than China’s estimated total forest sink in 1990–2007 (2.66 gigatonnes of carbon) or China’s land carbon sink in 2000–2009 (2.6 gigatonnes of carbon).

Policy: Cleaning China's air

To reduce airborne soot, organics and sulphates, tailored strategies for each must be established and coal use limited, say Qiang Zhang, Kebin He and Hong Huo.

China's international trade and air pollution in the United States.

Significance International trade affects global air pollution and transport by redistributing emissions related to production of goods and services and by potentially altering the total amount of global emissions. Here we analyze the trade influences by combining an economic-emission analysis on China’s bilateral trade and atmospheric chemical transport modeling. Our focused analysis on US air quality shows that Chinese air pollution related to production for exports contributes, at a maximum on a daily basis, 12–24% of sulfate pollution over the western United States. The US outsourcing of manufacturing to China might have reduced air quality in the western United States with an improvement in the east, due to the combined effects of changes in emissions and atmospheric transport. China is the world’s largest emitter of anthropogenic air pollutants, and measurable amounts of Chinese pollution are transported via the atmosphere to other countries, including the United States. However, a large fraction of Chinese emissions is due to manufacture of goods for foreign consumption. Here, we analyze the impacts of trade-related Chinese air pollutant emissions on the global atmospheric environment, linking an economic-emission analysis and atmospheric chemical transport modeling. We find that in 2006, 36% of anthropogenic sulfur dioxide, 27% of nitrogen oxides, 22% of carbon monoxide, and 17% of black carbon emitted in China were associated with production of goods for export. For each of these pollutants, about 21% of export-related Chinese emissions were attributed to China-to-US export. Atmospheric modeling shows that transport of the export-related Chinese pollution contributed 3–10% of annual mean surface sulfate concentrations and 0.5–1.5% of ozone over the western United States in 2006. This Chinese pollution also resulted in one extra day or more of noncompliance with the US ozone standard in 2006 over the Los Angeles area and many regions in the eastern United States. On a daily basis, the export-related Chinese pollution contributed, at a maximum, 12–24% of sulfate concentrations over the western United States. As the United States outsourced manufacturing to China, sulfate pollution in 2006 increased in the western United States but decreased in the eastern United States, reflecting the competing effect between enhanced transport of Chinese pollution and reduced US emissions. Our findings are relevant to international efforts to reduce transboundary air pollution.

Reactive nitrogen chemistry in aerosol water as a source of sulfate during haze events in China.

Multiphase chemistry of NO2 and alkaline matter in aerosol water explains rapid sulfate formation and severe haze in China. Fine-particle pollution associated with winter haze threatens the health of more than 400 million people in the North China Plain. Sulfate is a major component of fine haze particles. Record sulfate concentrations of up to ~300 μg m−3 were observed during the January 2013 winter haze event in Beijing. State-of-the-art air quality models that rely on sulfate production mechanisms requiring photochemical oxidants cannot predict these high levels because of the weak photochemistry activity during haze events. We find that the missing source of sulfate and particulate matter can be explained by reactive nitrogen chemistry in aerosol water. The aerosol water serves as a reactor, where the alkaline aerosol components trap SO2, which is oxidized by NO2 to form sulfate, whereby high reaction rates are sustained by the high neutralizing capacity of the atmosphere in northern China. This mechanism is self-amplifying because higher aerosol mass concentration corresponds to higher aerosol water content, leading to faster sulfate production and more severe haze pollution.

The socioeconomic drivers of China’s primary PM2.5 emissions

Primary PM2:5 emissions contributed significantly to poor air quality in China. We present an interdisciplinary study to measure the magnitudes of socioeconomic factors in driving primary PM2:5 emission changes in China between 1997‐2010, by using a regional emission inventory as input into an environmentally extended input‐output framework and applying structural decomposition analysis. Our results show that China’s significant efficiency gains fully offset emissions growth triggered by economic growth and other drivers. Capital formation is the largest final demand category in contributing annual PM2:5 emissions, but the associated emission level is steadily declining. Exports is the only final demand category that drives emission growth between 1997‐2010. The production of exports led to emissions of 638 thousand tonnes of PM2:5, half of the EU27 annual total, and six times that of Germany. Embodied emissions in Chinese exports are largely driven by consumption in OECD countries.

A study of the emission and concentration distribution of vehicular pollutants in the urban area of Beijing

Abstract A method was developed in this paper to estimate the spatial and temporal distribution of vehicle emissions and concentrations in Beijing based on the limited database. The vehicle sources were treated as both line sources and area sources to make full use of the available data. For line sources, substantial counting of vehicles on site had been conducted to determine the traffic flow and vehicle type mixture; for area sources, the total non-line-source vehicle-traveled mileage was distributed to different grids based on population density and road area in the grids. A mathematical dispersion model, Industrial Sources Complex Short Term Version 3 (ISCST3), was used to simulate the pollutant concentration distribution in urban areas based on the meteorological data and the emissions distribution mentioned above. The verification data show that method is accurate in the Beijing urban area, and the results show that the vehicle emissions in Beijing contributed significantly to the simulated pollutant impact, and the polluted areas correlate with population.

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 Beijings 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 Beijings policy-makers.

Environmental Implication of Electric Vehicles in China

Today, electric vehicles (EVs) are being proposed in China as one of the potential options to address the dramatically increasing energy demand from on-road transport. However, the mass use of EVs could involve multiple environmental issues, because EVs use electricity that is generated primarily from coal in China. We examined the fuel-cycle CO(2), SO(2), and NO(x) emissions of EVs in China in both current (2008) and future (2030) periods and compared them with those of conventional gasoline vehicles and gasoline hybrids. EVs do not promise much benefit in reducing CO(2) emissions currently, but greater CO(2) reduction could be expected in future if coal combustion technologies improve and the share of nonfossil electricity increases significantly. EVs could increase SO(2) emissions by 3-10 times and also double NO(x) emissions compared to gasoline vehicles if charged using the current electricity grid. In the future, EVs would be able to reach the NO(x) emission level of gasoline vehicles with advanced emission control devices equipped in thermal power plants but still increase SO(2). EVs do represent an effective solution to issues in China such as oil shortage, but critical policy support is urgently needed to address the environmental issues caused by the use of EVs to make EVs competitive with other vehicle alternatives.

Assessment of Vehicular Pollution in China

ABSTRACT As the motor vehicle population in China continues to increase at an annual rate of ~15%, air pollution related to vehicular emissions has become the focus of attention, especially in large cities. There is an urgent need to identify the severity of this pollution in China. Based on an investigation into vehicle service characteristics, this study used a series of driving cycle tests of in-use Chinese motor vehicles for their emission factors in laboratories, which indicated that CO and HC emission factors are 5-10 times higher, and NOx 2-5 times higher, than levels in developed countries. The MOBILE5 model was adapted to the Chinese situation and used to calculate the emission of pollutants from motor vehicles. Results show that vehicle emission is concentrated in major cities, such as Beijing, Guangzhou, Shanghai, and Tianjin. Motor vehicle emissions contribute a significant proportion of pollutants in those cities, with contribution rates of CO and NOx greater than 80% and 40%, respectively, in Beijing and Guangzhou. Urban air quality is far worse than the national ambient air quality standard. In conclusion, although China has a relatively small number of motor vehicles, most of them are concentrated within metropolitan areas, and their emissions are closely related to urban air pollution problems in large cities.

Trends in hazardous trace metal concentrations in aerosols collected in Beijing, China from 2001 to 2006

Daily observations of hazardous trace metal concentrations in aerosols in Beijing, China were made in the period from 2001 to 2006. We considered coal combustion as a major source of some anthropogenic metals by achieving a correlation analysis and by investigating enrichment factors and relative composition of metals. A possible extra source of some specific metals, such as Cu and Sb, was brake abrasion particles, however, we did not think the transport-related particle was a major source for the hazardous anthropogenic metals even though they could originate from vehicle exhaust and brake/tire abrasion particles. A time-trend model was used to describe temporal variations of chemical constituent concentrations during the five-year period. Several crustal elements, such as Al, Ti, V, Cr, Mn, Fe, and Co, did not show clear increases, with annual rates of change of -15.2% to 3.6%. On the other hand, serious increasing trends were noted from several hazardous trace metals. Cu, Zn, As, Cd, and Pb, which are derived mainly from anthropogenic sources, such as coal combustion, showed higher annual rate of change (4.9-19.8%, p<0.001) according to the regression model. In particular, the Cd and Pb concentrations increased remarkably. We hypothesize that the trend towards increasing concentrations of metals in the air reflects a change that has occurred in the process of burning coal, whereby the use of higher temperatures for coal combustion has resulted in increased emissions of these metals. The increasing use of low-rank coal may also explain the observed trends. In addition, nonferrous metal smelters are considered as a potential, albeit minor, reason for the increasing atmospheric concentrations of anthropogenic hazardous metals in Beijing city.