•First comprehensive ship emission inventory in China including OGVs, RVs and CVs•Full year AIS data of >15billion reports (166,546 vessels) were used for estimation.•Detailed spatial distribution ...and monthly variation of ship emissions were presented.•Emission differences of the major port clusters (BSA, YRD and PRD) were analyzed.•Emissions for the 24 major ports in China were presented.
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Ship exhaust emissions have been considered a significant source of air pollution, with adverse impacts on the global climate and human health. China, as one of the largest shipping countries, has long been in great need of in-depth analysis of ship emissions. This study for the first time developed a comprehensive national-scale ship emission inventory with 0.005°×0.005° resolution in China for 2014, using the bottom-up method based on Automatic Identification System (AIS) data of the full year of 2014. The emission estimation involved 166,546 unique vessels observed from over 15billion AIS reports, covering OGVs (ocean-going vessels), CVs (coastal vessels) and RVs (river vessels). Results show that the total estimated ship emissions for China in 2014 were 1.1937×106t (SO2), 2.2084×106t (NOX), 1.807×105t (PM10), 1.665×105t (PM2.5), 1.116×105t (HC), 2.419×105t (CO), and 7.843×107t (CO2, excluding RVs), respectively. OGVs were the main emission contributors, with proportions of 47%–74% of the emission totals for different species. Vessel type with the most emissions was container (~43.6%), followed by bulk carrier (~17.5%), oil tanker (~5.7%) and fishing ship (~4.9%). Monthly variations showed that emissions from transport vessels had a low point in February, while fishing ship presented two emission peaks in May and September. In terms of port clusters, ship emissions in BSA (Bohai Sea Area), YRD (Yangtze River Delta) and PRD (Pearl River Delta) accounted for ~13%, ~28% and ~17%, respectively, of the total emissions in China. On the contrast, the average emission intensities in PRD were the highest, followed by the YRD and BSA regions. The establishment of this high-spatiotemporal-resolution ship emission inventory fills the gap of national-scale ship emission inventory of China, and the corresponding ship emission characteristics are expected to provide certain reference significance for the management and control of the ship emissions.
In China, renewable/green electricity, which can provide significant environmental benefits in addition to meeting energy demand, has more non-use value than use-value for electricity consumers, ...because its users have no way to actually own this use-value. To assess the value of renewable electricity and obtain information on consumer preferences, this study estimated the willingness to pay (WTP) of Beijing residents for renewable electricity by employing the contingent valuation method (CVM) and identified the factors which affect their WTP. The survey randomly selected 700 participants, of which 571 questionnaires were valid. Half of respondents were found to have positive WTP for renewable electricity. The average WTP of Beijing residents for renewable electricity is estimated to be 2.7–3.3 US$ (18.5–22.5CNY) per month. The main factors affecting the WTP of the respondents included income, electricity consumption, bid and payment vehicle. Knowledge of and a positive attitude towards renewable energy also resulted in the relatively higher willingness of a respondent to pay for renewable electricity. The proportion of respondents replying “yes” to WTP questions using a mandatory payment vehicle was slightly higher than that for questions using a voluntary vehicle. Lastly, several policy implications of this study are presented.
•Most (54%) of respondents in Beijing have positive WTP to renewable electricity.•The average WTP for renewable electricity ranges from 2.7 to 3.3 US$ monthly.•The main factors affecting the WTP include income, electricity consumption, bid and payment vehicle.•Deployment of renewable electricity can cause considerable benefit.
Compared with on-road vehicles, emission from ships is one of the least-regulated anthropogenic emission sources and non-negligible source of primary aerosols and gas-phase precursors of PM2.5. The ...Bohai Rim Region in China hosts dozens of large ports, two of which ranked among the top ten ports in the world. To determine the impact of ship emissions on the PM2.5 concentrations over this region, two parts of works have been conducted in this study. First, a detailed ship emission inventory with high spatiotemporal resolution was developed based on Automatic Identification System (AIS) data. Then the WRF/Chem model was applied to modeling the impact of ship emissions by comparing two scenarios: with and without ship emissions. The results indicate that the total estimated ship emissions of SO2, NOX, PM10, PM2.5, CO, HC, and CO2 from Bohai Rim Region in 2014 are 1.9×105, 2.9×105, 2.6×104, 2.4×104, 2.5×104, 1.2×104, and 1.3×107tonnes, respectively. The modeling results indicate that the annual PM2.5 concentrations increased by 5.9% on land areas of Bohai Rim Region (the continent within 115.2°E–124.3°E and 36.1°N–41.6°N) due to ship emissions. The contributions show distinctive seasonal variations of contributions, presenting highest in summer (12.5%) followed by spring (6.9%) and autumn (3.3%), and lowest in winter (0.9%). The contribution reaches up to 10.7% along the shoreline and down to 1.0% 200km inland. After examining the statistics of the modeling results during heavy and non-heavy haze days in July, it was found that 6 out of 9 cities around the Bohai Rim Region were observed with higher contributions from ship emissions during heavy haze days compared with non-heavy haze days. These results indicate that the impacts of ship emissions on the ambient PM2.5 are non-negligible, especially for heavy haze days for most coastal cities in the Bohai Rim Region.
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•Impact of ship emissions on PM2.5 in Bohai Rim Region (BRR) was estimated by WRF/Chem.•Ship emission inventory with high spatiotemporal resolution was developed in the area.•Average contribution of ship emissions to PM2.5 in land areas of BRR was 5.9% in 2014.•The average contributions were 10.7% along the shoreline and down to 1.0% 200km inland.•Ship contributions in most coastal cities were bigger in haze period than other days.
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•The contributions of ship emissions to N and S deposition in China were quantified.•Ship emissions increased N deposition not only in offshore areas but further inland.•The dry N ...deposition was larger than the wet, especially over the coastal areas.•Ship emissions increased total S deposition, mainly along shipping routes.•This S deposition was dominated by dry deposition, especially in offshore areas.
A large amount of NOX and SO2 emitted from ships may elevate atmospheric N and S and eventually aggravate the deposition of N and S. The understanding of N and S deposition due to ship emissions is still limited, especially for China because it has a long coastline, busy shipping routes, and several large ports. To fill this gap, a comprehensive air quality model was employed in this study to quantify the contributions of ship emissions to N and S deposition on a national scale in China. Both the spatial and temporal variations of N and S deposition, as well as the major N and S species from ship traffic, were investigated. The results indicate that ship emissions contributed significantly to the deposition of N and S, especially in coastal and offshore areas, where the largest ship contribution to both N and S deposition could exceed 15 kg·ha−1·yr−1. For N deposition, ship emissions caused an increase in the total N deposition, not only in port areas and along shipping routes but also far inland, with evident seasonal variations. The contribution from dry N deposition was evidently larger than wet N deposition, especially over the coastal areas. S deposition, however, was generally higher along shipping routes but exhibited distinct seasonal variations. The total S deposition was dominated by dry deposition, especially over offshore areas. Ship-caused dry S deposition occurred mainly in offshore areas, while wet S deposition could be found over wider inland regions and inland waterways, although with a markedly smaller magnitude.
Various control measures have been proposed to reduce ship emissions. However, improvements in air quality after its implementation have rarely been evaluated on a regional scale. To fill this gap, ...this study employed the Weather Research and Forecast model coupled with Chemistry (WRF/Chem) model to investigate the improvement in air quality under scenarios separately implementing different control measures. The domestic emission control area (DECA) in the Pearl River Delta (PRD) region of China was selected as the target area for the study. The results suggest that the use of cleaner fuels is a promising way to improve air quality. For vessels sailing in the DECA, using 0.5% sulfur-content fuel could reduce SO2 and PM2.5 by 0.52 μg/m3 and 1.43 μg/m3, respectively, in the target cities of PRD, while 0.1% sulfur-content fuel could increase these figures to 0.59 μg/m3 and 1.62 μg/m3, respectively. The use of liquefied natural gas (LNG) fuel was predicted to be the most effective method for air quality improvement. LNG fuel could reduce the annual average concentrations of SO2, NO2 and PM2.5 by 0.63 μg/m3, 2.80 μg/m3 and 2.14 μg/m3, respectively, in the target cities of PRD. The application of shore side electricity (SSE) would reduce the ship-contributed SO2 and PM2.5 by 0.33 μg/m3 and 1.06 μg/m3, respectively. For the NOX control, the retrofit of the selective catalytic reduction (SCR) system could reduce the ambient concentrations of NO2 and PM2.5 by 2.09 μg/m3 and 0.15 μg/m3, respectively. These results suggest that the use of cleaner fuels and the retrofit SCR system all have positive effects on lowering the impact of ship emissions, while the application of SSE could be a useful supplement.
•Main control measures for mitigating the ship's impact on air quality were evaluated.•More evident air quality improvement was predicted in the case of using LNG fuels.•Using lower sulfur-content fuel can evidently lower the ship's impact on air quality.
In the context of protecting the ecological environment and carbon neutrality, high-value recycling of flexible polyurethane foam (F-PUF) scraps, generated in the production process, is of great ...significance to save petroleum raw materials and reduce energy consumption. In the present study, F-PUF scraps were ground into powder by strong shear regrinding using two-roll mill and then reused as a partial replacement of polyol for re-foaming. A series of characterizations were employed to investigate the effect of milling cycles, roller temperatures, and content of the powder on the properties of the powder and F-PUF containing powder. It was revealed that the mechanochemical effect induced breaking of the cross-linking structure and increased activity of the powder. The volume mean diameter (VMD) of powder prepared with 7 milling cycles, at room temperature, is about 97.73 μm. The microstructure and density of the F-PUF containing powder prepared in the above-mentioned manner to replace up to 15 wt.% polyol, is similar to the original F-PUF, with resilience 49.08% and compression set 7.8%, which indicates that the recycling method will play an important role in industrial applications.
China has started to focus on the reduction in pollutants from diesel vehicles with high emission intensities in recent years. Therefore, it is essential and valuable to conduct a deep and detailed ...exploration of the reduction potential from diesel vehicles and compare the abatement effect from different control measures in upcoming decades. This study attempted to estimate the present emissions of four conventional pollutants from diesel vehicles by applying the Computer Program to Calculate Emissions from Road Transport (COPERT) model, and to predict the future emission trends under different scenarios during 2019–2030, taking the Beijing–Tianjin–Hebei (BTH) region as the case study area. In addition, we analyzed the emission reduction potential of diesel vehicles and compared the reduction effects from different control measures. The results showed that the CO and NOX emissions from diesel vehicles in this region could increase by 104.8% and 83.9%, respectively, given no any additional control measures adopted over the next decade. The largest emission reduction effect could be achieved under the comprehensive scenario, which means that vehicular diesel emissions in 2030 could decrease by 74.8–94.0% compared to values in 2018. The effect of emission reduction under the emission standards’ upgrade scenario could cause a gradual increase and achieve a 19.8–82.6% reduction for the four pollutants in 2030. Furthermore, the new energy vehicle promotion scenario could achieve a considerable reduction effect. It could also offer better emission reduction effects under the highway to railway scenario for Tianjin and Hebei provinces. The old vehicle elimination scenario could have a considerable reduction effect, but only in the short term. Furthermore, emission reductions could be mainly influenced by heavy diesel trucks. These results can provide scientific support to formulate effective reduction measures to diesel vehicles for policy makers.
The study of industrial volatile organic compound (VOC) emission inventories is essential for identifying VOC emission levels and distribution. This paper established an industrial VOC emission ...inventory in 2015 for Hebei Province and completed an emission projection for the period 2020–2030. The results indicated that the total emissions of industrial VOCs in 2015 were 1017.79 kt. The use of VOC products accounted for more than half of the total. In addition, the spatial distribution characteristics of the industrial VOC emissions were determined using a geographic information statistics system (GIS), which showed that the VOCs were mainly distributed the central and southern regions of Hebei. Considering the future economic development trends, population changes, related environmental laws and regulations, and pollution control technology, three scenarios were defined for forecasting the industrial VOC emissions in future years. This demonstrated that industrial VOC emissions in Hebei would amount to 1448.94 kt and 2203.66 kt in 2020 and 2030, with growth rates of 42.36% and 116.51% compared with 2015, respectively. If all industrial enterprises took the control measures, the VOC emissions could be reduced by 69% in 2030. The analysis of the scenarios found that the most effective action plan was to take the best available control technologies and clean production in key industries, including the chemical medicine, coke production, mechanical equipment manufacturing, organic chemical, packaging and printing, wood adhesive, industrial and construction dye, furniture manufacturing, transportation equipment manufacturing, and crude oil processing industries.
Air pollutants from ship exhaust have a negative impact on air quality in coastal areas, which can be greatly exacerbated by sea breeze circulation. However, our understanding of this issue is still ...limited, especially in coastal areas with a complex topography and winding coastlines, such as the Bohai Rim region in China. In order to fill this knowledge gap, the Weather Research and Forecast model coupled with the chemistry (WRF/Chem) modeling system was employed to investigate the influence of sea breeze circulation on the transport of PM2.5 emitted by ships from April to September in 2014. The major findings are as follows: (1) The concentration of PM2.5 due to ship emissions was 2.94 μg/m3 on days with a sea breeze and 2.4 times higher than on days without a sea breeze in coastal cities in the region. (2) The difference in the contribution of ship emissions during days with a sea breeze and days without a sea breeze decreases with increasing distance from the coastline but remains non-negligible up to 50 km inland. (3) The shape of the coastline, the topographic height of the land area, and the latitude have a significant impact on sea breeze circulation and thus on the transport of ship emissions. (4) The differences in the contribution of ship emissions under days with a sea breeze versus days without a sea breeze were more evident than those under onshore versus alongshore and offshore winds, indicating that sea breeze circulation can cause cyclic accumulation of pollutants and thus reinforce the impact of ship emissions on coastal air quality more than by onshore winds. It should be emphasized that during the switching from sea breeze to a non-sea breeze, the pollutants that have been transported to the land area by sea breeze have not yet been carried back to sea, resulting in the ship contribution value still not significantly reduced even if the wind is a non-sea breeze at that moment. In addition, other factors e.g., emissions, precipitation, and chemistry can also play an important role in the observed trends in this study.
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