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Multiyear inventories of vehicular emissions in Beijing, Shanghai and Guangzhou from 1995 through 2005 have been developed in this paper to study the vehicle emissions trends in China''s mega cities during the past decade. The results show that the vehicular emissions of CO, HC, NO x and PM10 have begun to slow their growth rates and perhaps even to decline in recent years due to the implementation of measures to control vehicular emissions in these cities. However, vehicular CO2 emissions have substantially increased and still continue to grow due to little fuel economy improvement. Passenger cars and large vehicles (including heavy duty trucks and buses) are the major sources of vehicular CO2 and CO emissions while large vehicles were responsible for nearly 70% and 80% of the vehicular NO x and PM10 emissions in these mega cities. Motorcycles are also important contributors to vehicular emissions in Guangzhou and Shanghai. [Copyright &y& Elsevier]

Vehicle exhaust emissions have posed a serious threat in recent years to the urban air quality of Beijing. It is necessary to accurately estimate the magnitude and distribution of these emissions in order to reduce the uncertainty of local scale air quality modeling assessment. This paper provides a bottom-up approach by combining vehicle emission factors and vehicle activity data from a travel demand model estimated at the grid level to generate vehicle emissions data for the Beijing urban area in 2005. In that year, vehicular emissions of HC, CO and NOx were respectively 13.33×104, 100.02×104 and 7.55×104 tons. The grid-based emissions were also compared with the vehicular emission inventory developed by macro-scale approach. It shows this bottom-up approach can result in better estimates of the levels and spatial distribution of vehicle emissions than the macro-scale method that relies on more average and aggregated information. [Copyright &y& Elsevier]

The trade of goods among regions or nations associated with large environmental consequences. Yet balancing economic gains and environmental consequences induced by trade is still hindered by a lack of quantification of these two factors, especially for the environmental problems those are more locally oriented, such as the atmospheric pollution. Based on an environmental input–output analysis for 2010, we contrast economic gains (value added) against atmospheric pollutant emissions (sulfur dioxide (SO 2 ), nitric oxide (NO x ), primary fine particulate matter (PM 2.5 ) and non-methane volatile organic compounds (NMVOC)) and the widely concerned CO 2 emissions associated with international and interprovincial exports from Beijing–Tianjin–Hebei (BTH), the most polluted area in China. Our results show that exports contributed 55–62% of BTH’s production emissions and 54% of its total value added. BTH’s large exports of metals and metal products, nonmetal mineral products, chemical and transportation and warehousing, generated a larger share of pollutant emissions (36–46% of BTH’s total) than that of value added (17%) along the supply chain. Most of BTH’s embodied emissions in exports go to neighboring provinces and the developed east coastal regions in China, although the economic returns are comparatively low. Among BTH, industrial production in Beijing and Tianjin lead to more pollutant emission than value added in Hebei, due to reliance on pollution-intensive product imports from Hebei. Our results call for refocusing and restructuring of BTH’s industry and trade structures to balance the economic gains and environmental losses for each region. [ABSTRACT FROM AUTHOR]

Abstract: This study measures the 24-h exposure of taxi drivers and office workers to traffic-related pollutants, including particulates and nitrogen oxide using personal exposure monitors. The subway riders were exposed to the highest particulate, manganese, iron, and calcium concentrations and the taxi drivers to the highest nitrogen oxide and black carbon concentration. [ABSTRACT FROM AUTHOR]