scholarly journals Ship emissions around China under gradually promoted control policies from 2016 to 2019

2021 ◽  
Vol 21 (18) ◽  
pp. 13835-13853
Author(s):  
Xiaotong Wang ◽  
Wen Yi ◽  
Zhaofeng Lv ◽  
Fanyuan Deng ◽  
Songxin Zheng ◽  
...  
Keyword(s):  
Spatial Distribution ◽  
Emission Reduction ◽  
Emission Inventory ◽  
Emission Control ◽  
Identification System ◽  
In Situ Observation ◽  
Ship Emissions ◽  
Continuous Growth ◽  
Technical Specifications ◽  
Ship Emission

Abstract. Ship emissions and coastal air pollution around China are expected to be alleviated with the gradual implementation of ship domestic emission control area (DECA) policies. However, a comprehensive post-assessment on the policy's effectiveness is still lacking. This study developed a series of high-spatiotemporal ship emission inventories around China from 2016 to 2019 based on an updated Ship Emission Inventory Model (SEIM v2.0) and analyzed the interannual changes in emissions under the influence of both ship activity increases and gradually promoted policies. In this model, NOx, SO2, PM and HC emissions from ships in China's inland rivers and the 200 Nm (nautical miles) coastal zone were estimated every day with a spatial resolution of 0.05∘×0.05∘ based on a combination of automatic identification system (AIS) data and the Ship Technical Specifications Database (STSD). The route restoration technology and classification of ocean-going vessels (OGVs), coastal vessels (CVs) and river vessels (RVs) has greatly improved our model in the spatial distribution of ship emissions. From 2016 to 2019, SO2 and PM emissions from ships decreased by 29.6 % and 26.4 %, respectively, while ship NOx emissions increased by 13.0 %. Although the DECA 1.0 policy was implemented in 2017, it was not until 2019 when DECA 2.0 came into effect that a significant emission reduction was achieved, e.g., a year-on-year decrease of 33.3 %, regarding SO2. Considering the potential emissions brought by the continuous growth of maritime trade, however, an even larger SO2 emission reduction effect of 39.8 % was achieved in these 4 years compared with the scenario without switching to cleaner fuel. Containers and bulk carriers are still the dominant contributors to ship emissions, and newly built, large ships and ships using clean fuel oil account for an increasingly large proportion of emission structures. A total of 4 years of consecutive daily ship emissions were presented for major ports, which reflects the influence of the step-by-step DECA policy on emissions in a timely manner and may provide useful references for port observation experiments and local policy making. In addition, the spatial distribution shows that a number of ships detoured outside the scope of DECA 2.0 in 2019, perhaps to save costs on more expensive low-sulfur oil, which would increase emissions in farther maritime areas. The multiyear ship emission inventory provides high-quality datasets for air-quality and dispersion modeling, as well as verifications for in situ observation experiments, which may also guide further ship emission control directions in China.

scholarly journals Annual changes of ship emissions around China under gradually promoted control policies from 2016 to 2019

2021 ◽  
Author(s):  
Xiaotong Wang ◽  
Wen Yi ◽  
Zhaofeng Lv ◽  
Fanyuan Deng ◽  
Songxin Zheng ◽  
...  
Keyword(s):  
Spatial Distribution ◽  
Emission Reduction ◽  
Emission Inventory ◽  
Emission Control ◽  
In Situ Observation ◽  
Ship Emissions ◽  
Activity Increase ◽  
Distribution Method ◽  
Continuous Growth ◽  
Ship Emission

Abstract. Ship emissions and coastal air pollutions around China are expected to be alleviated with the gradually implemented of domestic ship emission control (DECA) policy. However, there is so far a lack of a comprehensive post assessment on the ship emission response after the policy implementation. This study developed a series of high spatiotemporal ship emission inventories of China’s inland rivers and the 200 Nm zone from 2016 to 2019 based on an updated Ship Emission Inventory Model (SEIM v2.0) and analysed the interannual changes of emissions under the influence of both ship activity increase and gradually promoted policy. The route restoration technology in SEIM v2.0 has greatly improved the spatial distribution of ship emissions and the river vessels (RVs) are better distinguished by using the spatial frequency distribution method. From 2016 to 2019, SO2 and PM emissions from ships decreased by 29.6 % and 26.4 %, respectively, while ship NOX emissions increased by 13.0 %. Although the DECA 1.0 policy has been implemented since 2017, it was not until 2019 with the DECA 2.0 that significant emission reduction was achieved, e.g., 33.3 % regarding SO2. Considering the potential emissions brought by continuous growth of maritime trade, however, an even larger emission reduction effect of 39.8 % was achieved in 2019 compared with the scenario without switching cleaner fuel. Although ocean-going vessels (OGVs) contributed to approximately 2/3 of ship emissions in Chinese waters, 2/3 of them came from ships registered in other countries. Containers and bulk carriers are still the dominate contributors to ship emissions, and newly-built, large ships and ships using clean fuel oil are taking an increasingly large proportion in emission structure. The four-year consecutive daily ship emissions were presented for major ports, which timely reflects the response of step-by-step DECA policy on emissions and may provide useful references for port observation experiments and local policy making. In addition, the spatial distribution shows that a number of ships detoured outside the scope of DECA 2.0 in 2019 to save the cost on more expensive low sulphur oil, increasing emissions in farther maritime areas. The multi-year ship emission inventory provide high-quality datasets for air quality and dispersion modellings, as well as verifications for in-situ observation experiments, which may also guide further ship emission control direction in China.

scholarly journals Inland port vessel emissions inventory based on Ship Traffic Emission Assessment Model–Automatic Identification System

2017 ◽  
Vol 9 (7) ◽  
pp. 168781401771287 ◽  
Author(s):  
Yan Zhang ◽  
Jian Gu ◽  
Wei Wang ◽  
Yiqiang Peng ◽  
Xiaojing Wu ◽  
...  
Keyword(s):  
Assessment Model ◽  
Local Context ◽  
Automatic Identification ◽  
Identification System ◽  
Ship Emissions ◽  
Traffic Emission ◽  
Automatic Identification System ◽  
Ship Traffic ◽  
Study Results ◽  
Ship Emission

The designation of ship emission control areas in China evidenced increased attention to ship emissions. Ships calling ports along inland waterways are of particular concern as their emissions exacerbate air pollution in nearby cities. Adapting the Ship Traffic Emission Assessment Model to the local context, this study combines data from Automatic Identification System, vessel profile database, and field investigation results to build a “bottom-up” activity-based inventory of ship emissions. The Nanjing Longtan Container Port was taken as a case study. Results show that total ship emissions for PM10, PM2.5, NOx, SOx, CO, HC, and CO2 in 2014 are 3.45, 2.76, 196.00, 2.90, 20.62, 8.13, and 12,554.29 t, respectively. Accordingly, ship emission reduction measures were proposed based on the analysis of emission characteristics. The methods and conclusions of the study provide a scientific basis for the inventory and control of the ship emissions in China.

scholarly journals Comparison of Inland Ship Emission Results from a Real-World Test and an AIS-Based Model

Atmosphere ◽  
2021 ◽  
Vol 12 (12) ◽  
pp. 1611
Author(s):  
Han Jiang ◽  
Di Peng ◽  
Yunjing Wang ◽  
Mingliang Fu
Keyword(s):  
Test Data ◽  
Real World ◽  
Emission Inventory ◽  
Calculated Data ◽  
Automatic Identification ◽  
Identification System ◽  
Emission Model ◽  
Emission Rates ◽  
Inland River ◽  
Ship Emission

Inland shipping is pivotal to the comprehensive transport system of China. However, ship emission has become a major air polluter in inland river regions, and relevant emission inventories are urgently needed. Currently, the Automatic identification System based (AIS-based)emission model is widely used in calculating the ocean-going ship emission inventory. However, due to the lack of AIS data in the river area, the inland ship emission inventory mainly uses the fuel consumption method. With the continuous improvement of AIS data quality in the river area, the AIS-based emission model can be adopted in the development of inland ship emission inventory. However, there are few studies on the evaluation of the accuracy of the inland ship emissions using the AIS-based emission model. This study makes a comparison between test data and model-calculated data to evaluate the accuracy of the AIS-based emission models. Inland ship activities are divided into being at berth, maneuvering (port departure and port arrival), and on cruise modes in an AIS-based emission model. The model-calculated CO2, HC, and NOx emission rates can cover those onboard emission test data, but the values from the model are much lower. The total average ratios of test data to model-calculated data for CO2, CO, HC, and NOx are 2.66, 19.12, 2.46, and 3.16 when engine loads are below 60%. In upstream cruise mode, average emission rates of CO2, CO, HC, and NOx from the real-world test are 1.91–6.48, 8.78–27.83, 3.05–8.96, and 4.06–5.96 times higher than those from the AIS-based model, respectively. However, those are only 1.08–1.51, 6.74–9.67, 2.03–3.75, and 1.65–2.75 times higher than those from the AIS-based model in downstream cruise mode.

scholarly journals Improvement of Soil Respiration Parameterization in a Dynamic Global Vegetation Model and Its Impact on the Simulation of Terrestrial Carbon Fluxes

2018 ◽  
Vol 32 (1) ◽  
pp. 127-143 ◽  
Author(s):  
Dongmin Kim ◽  
Myong-In Lee ◽  
Eunkyo Seo
Keyword(s):  
Spatial Distribution ◽  
Soil Respiration ◽  
Soil Temperature ◽  
Vegetation Type ◽  
Carbon Fluxes ◽  
Decomposition Process ◽  
Spatial And Temporal Variation ◽  
In Situ Observation ◽  
Terrestrial Carbon ◽  
Soil Temperature And Moisture

Abstract The Q10 value represents the soil respiration sensitivity to temperature often used for the parameterization of the soil decomposition process has been assumed to be a constant in conventional numerical models, whereas it exhibits significant spatial and temporal variation in the observations. This study develops a new parameterization method for determining Q10 by considering the soil respiration dependence on soil temperature and moisture obtained by multiple regression for each vegetation type. This study further investigates the impacts of the new parameterization on the global terrestrial carbon flux. Our results show that a nonuniform spatial distribution of Q10 tends to better represent the dependence of the soil respiration process on heterogeneous surface vegetation type compared with the control simulation using a uniform Q10. Moreover, it tends to improve the simulation of the relationship between soil respiration and soil temperature and moisture, particularly over cold and dry regions. The modification has an impact on the soil respiration and carbon decomposition process, which changes gross primary production (GPP) through controlling nutrient assimilation from soil to vegetation. It leads to a realistic spatial distribution of GPP, particularly over high latitudes where the original model has a significant underestimation bias. Improvement in the spatial distribution of GPP leads to a substantial reduction of global mean GPP bias compared with the in situ observation-based reference data. The results highlight that the enhanced sensitivity of soil respiration to the subsurface soil temperature and moisture introduced by the nonuniform spatial distribution of Q10 has contributed to improving the simulation of the terrestrial carbon fluxes and the global carbon cycle.

Study on Power Generation Expansion Planning Model Based on NOx Total Emission Control and Low Carbon Economy Effect

2013 ◽  
Vol 830 ◽  
pp. 439-443 ◽  
Author(s):  
Yu Li ◽  
Chao Ci Li
Keyword(s):  
Power Generation ◽  
Energy Saving ◽  
Emission Reduction ◽  
Emission Control ◽  
Total Emission ◽  
Low Carbon ◽  
Low Carbon Economy ◽  
Generation Expansion ◽  
Total Emission Control ◽  
Carbon Economy

Acid rain and greenhouse effect are the major air pollution problems in China, and the goals for the total emission control of NOx and total energy consumption control begin to move forward in the 12th five-year plan. NOx emission reduction and energy saving of coal-fired power plants are still put in a strategic position. Accordingly, it is of great significance to carry out power planning work, considering effect of NOx emission index and energy saving on power industry. In this study, a mixed 0-1 integer linear power generation expansion model based on total emission control of NOx and low carbon economy effect is developed for the first time, which can be used for studying the change of power structure, confirming the releasing emissions of NOx from power system for development and reducing energy consumption by total amount control of power coal consumption and CO2 emission growth rate. The model is applied to the power system in Heilongjiang province and the results indicate that the proposed model not only can meet the requirement of power generation expansion management, but also can help the power industry clear the economic impact of NOx emission reduction on self-development and achieve the energy saving target.

Historical evaluation of vehicle emission control in Guangzhou based on a multi-year emission inventory

2013 ◽  
Vol 76 ◽  
pp. 32-42 ◽  
Author(s):  
Shaojun Zhang ◽  
Ye Wu ◽  
Huan Liu ◽  
Xiaomeng Wu ◽  
Yu Zhou ◽  
...  
Keyword(s):  
Emission Inventory ◽  
Emission Control ◽  
Vehicle Emission

scholarly journals Assessment of co-benefits of black carbon emission reduction measures in Southeast Asia: Part 1 emission inventory and simulation for the base year 2007

2017 ◽  
Author(s):  
Didin Agustian Permadi ◽  
Nguyen Thi Kim Oanh ◽  
Robert Vautard
Keyword(s):  
Air Quality ◽  
Southeast Asia ◽  
Black Carbon ◽  
Aerosol Optical Depth ◽  
Optical Depth ◽  
Model Evaluation ◽  
Emission Reduction ◽  
Emission Inventory ◽  
Climate Forcing ◽  
Urban Site

Abstract. This research assessed the potential co-benefits associated with selected black carbon (BC) emission reduction measures on mitigation of air pollution and climate forcing in Southeast Asia (SEA). This paper presents Part 1 of the research with details on the emission inventory (EI) results and the WRF/CHIMERE model performance evaluation. The SEA regional emissions for 2007 were updated with our EI results for Indonesia, Thailand and Cambodia and used for the model input. WRF/CHIMERE simulated PM10, PM2.5 and BC over the SEA domain (0.25º x 0.25º) of the year 2007 and the results were evaluated against the available monitoring data in the domain. WRF hourly simulation results were evaluated using the observed data at 8 international airport stations in 5 SEA countries and showed a satisfactory performance. WRF/CHIMERE results for PM10 and PM2.5 showed strong seasonal influence of biomass open burning while BC distribution showed the influence of urban activities in big SEA cities. Daily average PM10 constructed from the hourly concentrations were obtained from the automatic monitoring stations in three SEA large cities, i.e. Bangkok, Kuala Lumpur and Surabaya for model evaluation. The daily observed PM2.5 and BC concentrations obtained from the Improving Air Quality in the Asian Developing Countries (AIRPET) project for 4 cities (i.e. Bangkok, Hanoi, Bandung, and Manila) were also used for model evaluation. In addition, hourly BC concentrations were taken from the measurement results of the Asian Pacific Network (APN) project at a sub-urban site in Bangkok. The modeled PM10 and BC satisfactorily met all suggested statistical criteria for PM evaluation. The modeled PM2.5/PM10 ratios estimated for four AIRPET sites ranged between 0.47–0.59, lower than observed values of 0.6–0.83. Better agreement was found for BC/PM2.5 ratios with the modeled values of 0.05–0.33 as compared to the observation values of 0.05–0.28. AODEM (extended aerosol optical depth module) was used to calculate the total columnar aerosol optical depth (AOD) and BC AOD using the internal mixing assumption. The model AOD results were evaluated against the observed AOD by both AERONET and MODIS satellite in 10 countries in the domain. Our model results showed that the BC AOD contributed 7.5–12 % of the total AOD, which was in the same ranges reported by other studies for places with intensive emissions. The Part 1 results (this study) is used in Part 2 (Permadi et al., 2017a) which calculates the regional aerosol direct radiative forcing under different emission reduction scenarios to explore potential co-benefits for air quality improvement, reduction in number of premature deaths and climate forcing mitigation in SEA in 2030.

scholarly journals Dramatic increase of reactive VOC emission from ships at berth after implementing the fuel switch policy in the Pearl River Delta Emission Control Area

2019 ◽  
Author(s):  
Zhenfeng Wu ◽  
Yanli Zhang ◽  
Junjie He ◽  
Hongzhan Chen ◽  
Xueliang Huang ◽  
...  
Keyword(s):  
South China ◽  
Pearl River Delta ◽  
Carbon Number ◽  
Emission Control ◽  
River Delta ◽  
Pearl River ◽  
Aerosol Formation ◽  
Ship Emissions ◽  
The Pearl River Delta ◽  
The Pearl River

Abstract. Limiting the fuel sulfur content (FSC) is a widely adopted approach to reduce ship emissions of sulfur dioxide (SO2) and particulate matters (PM) particularly in emission control areas (ECA), but its impact on the emission of volatile organic compounds (VOCs) is still not well understood. In this study, emissions from ships at berth in Guangzhou, south China, were characterized before and after implementing the fuel switch policy with a FSC limit of 0.5 % in the Pearl River Delta ECA in south China. After implementing the fuel switch policy, the emission factors (EFs) of SO2 and PM2.5 for coastal vessels dropped by 78 % and 56 % on average, respectively; the EFs of non-methane hydrocarbons (NMHCs), however, reached 1807 ± 1746 mg/kg, about 15 times that of 118 ± 56.1 mg/kg before implementing the new policy. This dramatic increase in the emission of NMHCs might be largely due to the replacement of high-sulfur residual fuel oil with low-sulfur diesel or heavy oils, which are typically more rich in short-chain hydrocarbons. Moreover, reactive alkenes overtook alkanes to become the dominant group among NMHCs and low carbon number NMHCs, such as ethylene, propene and isobutane, became the dominant species after the new policy. As a result of the largely elevated EFs of reactive alkenes and aromatics after the new policy, for per kilogram of fuel burned, emitted NMHCs had nearly 29 times larger ozone formation potentials (OFPs) and about 2 times higher secondary organic aerosol formation potentials (SOAFPs). Unlike coastal vessels, river vessels in the region used diesel fuels all along and were not affected by the fuel switch policy, but their EFs of NMHCs were even 90 % larger than that of coastal vessels after implementing the new policy, with about 120 % larger fuel-based OFPs and 70–140 % larger SOAFPs. The results from this study suggest that while the fuel switch policy could effectively reduce SO2 and PM emissions and thus help combat PM2.5 pollution, it would also lead to greater emissions of reactive VOCs, that may threatens ozone pollution control in the harbor cities. This change for coastal or ocean-going vessels, along with the large amounts of reactive VOCs from river vessels, raises regulatory concerns for ship emissions of reactive VOCs.

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