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Extremely severe haze weather events occurred in many cities in China, especially in the east part of the country, in January 2013. Comprehensive measurements including hourly concentrations of PM2.5 and its major chemical components (water-soluble inorganic ions, organic carbon (OC), and elemental carbon (EC)) and related gas-phase precursors were conducted via an online monitoring system in Suzhou, a medium-sized city in Jiangsu province, just east of Shanghai. PM2.5 (particulate matter with an aerodynamic diameter of 2.5 µm or less) frequently exceeded 150 µgm-3 on hazy days, with the maximum reaching 324 µgm-3 on 14 January 2013. Unfavorable weather conditions (high relative humidity (RH), and low rainfall, wind speed, and atmospheric pressure) were conducive to haze formation. High concentrations of secondary aerosol species (including SO42-, NO-3-, NHC4+, and SOC) and gaseous precursors were observed during the first two haze events, while elevated primary carbonaceous species emissions were found during the third haze period, pointing to different haze formation mechanisms. Organic matter (OM), (NH4)2SO4, and NH4NO3 were found to be the major contributors to visibility impairment. High concentrations of sulfate and nitrate might be explained by homogeneous gas-phase reactions under low RH conditions and by heterogeneous processes under relatively high RH conditions. Analysis of air mass trajectory clustering and potential source contribution function showed that aerosol pollution in the studied areas was mainly caused by local activities and surrounding sources transported from nearby cities. [ABSTRACT FROM AUTHOR]

We present a new method to quantify NOx emissions and corresponding atmospheric lifetimes from OMI NO2 observations together with ECMWF wind fields without further model input for sources located in a polluted background. NO2 patterns under calm wind conditions are used as proxy for the spatial patterns of NOx emissions, and the effective atmospheric NOx lifetime is determined from the change of spatial patterns measured at larger wind speeds. Emissions are subsequently derived from the NO2 mass above the background, integrated around the source of interest. Lifetimes and emissions are estimated for 17 power plants and 53 cities located in non-mountainous regions across China and the USA. The derived lifetimes for the ozone season (May-September) are 3.8±1.0 h (mean±standard deviation) with a range of 1.8 to 7.5 h. The derived NOx emissions show generally good agreement with bottom-up inventories for power plants and cities. Regional inventory shows better agreement with top-down estimates for Chinese cities compared to global inventory, most likely due to different downscaling approaches adopted in the two inventories. [ABSTRACT FROM AUTHOR]

The morphology and density of black carbon (BC) cores in internally mixed BC (In-BC) particles affect their mixing state and absorption enhancement. In this work, we developed a new method to measure the morphology and effective density of the BC cores of ambient In-BC particles using a single-particle soot photometer (SP2) and a volatility tandem differential mobility analyzer (VTDMA) during the CAREBeijing-2013 campaign from 8 to 27 July 2013 at Xianghe Observatory. This new measurement system can select size-resolved ambient In-BC particles and measure the mobility diameter and mass of the In-BC cores. The morphology and effective density of the ambient In- BC cores are then calculated. For the In-BC cores in the atmosphere, changes in their dynamic shape factor (X) and effective density (ρeff) can be characterized as a function of the aging process (Dp/Dc) measured by SP2 and VTDMA. During an intensive field study, the ambient In-BC cores had an average shape factor X of ~1.2 and an average density of ~1.2 g cm-3, indicating that ambient In-BC cores have a near-spherical shape with an internal void of ~30 %. From the measured morphology and density, the average shell / core ratio and absorption enhancement (Eab) of ambient BC were estimated to be 2.1-2.7 and 1.6-1.9, respectively, for In-BC particles with sizes of 200-350 nm. When the In-BC cores were assumed to have a void-free BC sphere with a density of 1.8 g cm-3, the shell / core ratio and Eab were overestimated by ~13 and ~17 %, respectively. The new approach developed in this work improves the calculations of the mixing state and optical properties of ambient In-BC particles by quantifying the changes in the morphology and density of ambient In-BC cores during aging. [ABSTRACT FROM AUTHOR]

Two real-time instruments, NCSA (Nanoparticle Chemical Speciation Analyzer) and ACSA (Aerosol Chemical Speciation Analyzer), were both deployed in Beijing, China to explore the sized-dependent characterization of atmospheric particles. The mass concentrations of PM1, PM2.5, PM10, and sulfate and nitrate in the three size fractions were hourly measured in situ from 13 December 2013 to 7 January 2014. Generally, "sawtooth cycles" are common during winter in Beijing, with the PM concentrations increasing slowly over a few days, then falling to a low level abruptly in only a few hours. The secondary species, sulfate and nitrate, play important roles in haze formation and account for 10.5% and 11.1% of total PM1 mass on average. Based on the variation of PM1 mass concentrations, we classify the study periods into three categories, clean, slightly polluted, and polluted. The oxidation ratios of sulfur and nitrogen both increase from clean to polluted periods, indicating the significant contribution of secondary transformation to haze evolution. While the PM2.5/PM10 ratio shows high dependence on PM pollution level, the ratio of PM1/PM2.5 remains almost stable during the entire study, with an average of 0.90. With respect to the mass-size distribution of chemical components, both sulfate and nitrate show dominant contributions in PM1 size fraction, accounting for 80.7% and 60.3% of total sulfate and nitrate, respectively. Our results also reveal that the elevated sulfate in PM1, and the enhanced nitrate in PM1 and PM2.5-1 size fraction, prompt the formation of haze pollution. [ABSTRACT FROM AUTHOR]

Daily PM2.5 mass concentrations and chemical compositions together with the aerosol optical properties were measured from 8-28 November 2011 in Beijing. PM2.5 mass concentration varied from 15.6-237.5 µg⋅m-3 and showed a mean value of 111.2 ± 73.4 µg⋅m -3. Organic matter, NH4NO3 and (NH4)2SO4 were the major constituents of PM2.5, accounting for 39.4%, 15.4%, and 14.9% of the total mass, respectively, while fine soil, chloride salt, and elemental carbon together accounted for 27.7%. Daily scattering and absorption coefficients (σsc and σap) were in the range of 31.1-667 Mm-1 and 8.24-158.0 Mm-1, with mean values of 270 ± 200 Mm-1 and 74.3 ± 43.4 Mm-1. Significant increases in σsc and σap were observed during the pollution accumulation episodes. The revised IMPROVE algorithm was applied to estimate the extinction coefficient (bext). On average, organic matter was the largest contributor, accounting for 44.6% of bext, while (NH4)2SO4, NH4NO3, elemental carbon, and fine soil accounted for 16.3% 18.0%, 18.6%, and 2.34% of bext, respectively. Nevertheless, the contributions of (NH4)2SO4 and NH4NO3 were significantly higher during the heavy pollution periods than those on clean days. Typical pollution episodes were also explored, and it has been characterized that secondary formation of inorganic compounds is more important than carbonaceous pollution for visibility impairment in Beijing. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

Vehicle emission inventory is a critical element for air quality study. This study created systemic methods to establish a vehicle emission inventory in Chinese cities. The methods were used to obtain credible results of vehicle activity in Beijing and Shanghai. On the basis of the vehicle activity data, the International Vehicle Emission model is used to establish vehicle emission inventories. The emissions analysis indicates that 3 t of particulate matter (PM), 199 t of nitrogen oxides (NOx), 192 t of volatile organic compounds (VOCs), and 2403 t of carbon monoxide (CO) are emitted from on-road vehicles each day in Beijing, whereas 4 t of PM, 189 t of NOx, 113 t of VOCs, and 1009 t of CO are emitted in Shanghai. Although common features were found in these two cities (many new passenger cars and a high taxi proportion in the fleet), the emission results are dissimilar because of the different local policy regarding vehicles. The method to quantify vehicle emission on an urban scale can be applied to other Chinese cities. Also, knowing how different policies can lead to diverse emissions is beneficial knowledge for other city governments. [ABSTRACT FROM AUTHOR]

One-week integrated fine particulate matter (i.e., particles <2.5 µm diameter; PM2.5) samples were collected continuously with a low-flow rate sampler at a downtown site (Chegongzhuang) and a residential site (Tsinghua University) in Beijing between July 1999 and June 2000. The annual average concentrations of organic carbon (OC) and elemental carbon (EC) at the urban site were 23.9 and 8.8 µg m-3 much higher than those in some cities with serious air pollution. Similar weekly variations of OC and EC concentrations were found for the two sampling sites with higher concentrations in the winter and autumn. The highest weekly variations of OC and EC occurred in the winter, suggesting that combustion sources for space heating were important contributors to carbonaceous particles, along with a significant impact from variable meteorological conditions. High emissions coupled with unfavorable meteorological conditions led to the max weekly carbonaceous concentration the week of November 18-25, 1999. The weekly mass ratios of OC:EC ranged between 2 and 4 for most samples and averaged 2.9, probably suggesting that secondary OC (SOC) is present most weeks. The range of contemporary carbon fraction, based on the C14 analyses of eight samples collected in 2001, is 0.330-0.479. Estimated SOC accounted for ∼38% of the total OC at the two sites. Average OC and EC concentrations at Tsinghua University were 25% and 18%, respectively, higher than those at Chegong-zhuang, which could be attributed to different local emissions of primary carbonaceous particles and gaseous precursors of SOC, as well as different summer photochemical intensities between the two locations. [ABSTRACT FROM AUTHOR]

Reports that asphalt fractions were characterized both in airborne particles from the highway and in plant samples. Information on the use of asphalt concrete on roads in the United States; One important source of particulate air pollutants from traffic; Results of a study.

In the last 10 yr, Beijing has made a great effort to improve its air quality. However, it is still suffering from regional coarse particulate matter (PM10) pollution that could be a challenge to the promise of clean air during the 2008 Olympics. To provide scientific guidance on regional air pollution control, the Mesoscale Modeling System Generation 5 (MM5) and the Models-3/Community Multiscale Air Quality Model (CMAQ) air quality modeling system was used to investigate the contributions of emission sources outside the Beijing area to pollution levels in Beijing. The contributions to the PM10 concentrations in Beijing were assessed for the following sources: power plants, industry, domestic sources, transportation, agriculture, and biomass open burning. In January, it is estimated that on average 22% of the PM10 concentrations can be attributed to outside sources, of which domestic and industrial sources contributed 37 and 31%, respectively. In August, as much as 40% of the PM10 concentrations came from regional sources, of which approximately 41% came from industry and 31% from power plants. However, the synchronous analysis of the hourly concentrations, regional contributions, and wind vectors indicates that in the heaviest pollution periods the local emission sources play a more important role. The implications are that long-term control strategies should be based on regional-scale collaborations, and that emission abatement of local sources may be more effective in lowering the PM10 concentration levels on the heavy pollution days. Better air quality can be attained during the Olympics by placing effective emission controls on the local sources in Beijing and by controlling emissions from industry and power plants in the surrounding regions. [ABSTRACT FROM AUTHOR]

On-board emission measurements were performed on 49 light-duty gasoline vehicles in seven cities of China. Vehicle-specific power mode distribution and emission characteristics were analyzed based on the data collected. The results of our study show that there were significant differences in different types of roads. The emission factors and fuel consumption rates on arterial roads and residential roads were approximately 1.4--2 times those on freeways. The carbon monoxide, hydrocarbon, and nitrogen oxides emission factors of Euro II vehicles were on average 86.2, 88.2, and 64.5% lower than those of carburetor vehicles, respectively. The new vehicle emission standards implemented in China had played an important role in reducing individual vehicle emissions. More comprehensive measures need to be considered to reduce the total amount of emissions from vehicles. [ABSTRACT FROM AUTHOR]

As the world's largest CO2 emitter, China's ability to decarbonize its energy system strongly affects the prospect of achieving the 1.5 °C limit in global, average surface-temperature rise. Understanding technically feasible, cost-competitive, and grid-compatible solar photovoltaic (PV) power potentials spatiotemporally is critical for China's future energy pathway. This study develops an integrated model to evaluate the spatiotemporal evolution of the technology-economic-grid PV potentials in China during 2020 to 2060 under the assumption of continued cost degression in linewith the trends of the past decade. The model considers the spatialized technical constraints, up-to-date economic parameters, and dynamic hourly interactions with the power grid. In contrast to the PV production of 0.26 PWh in 2020, results suggest that China's technical potential will increase from 99.2 PWh in 2020 to 146.1 PWh in 2060 along with technical advances, and the national average power price could decrease from 4.9 to 0.4 US cents/kWh during the same period. About 78.6% (79.7 PWh) of China's technical potential will realize price parity to coal-fired power in 2021, with price parity achieved nationwide by 2023. The cost advantage of solar PV allows for coupling with storage to generate cost-competitive and gridcompatible electricity. The combined systems potentially could supply 7.2 PWh of grid-compatible electricity in 2060 to meet 43.2% of the country's electricity demand at a price below 2.5 US cents/kWh. The findings highlight a crucial energy transition point, not only for China but for other countries, at which combined solar power and storage systems become a cheaper alternative to coal-fired electricity and a more grid-compatible option. [ABSTRACT FROM AUTHOR]

The article discusses a study which described the use of satellite observations and information to track the dynamics of carbon dioxide emissions during COVID-19 pandemic in China. TROPOspheric Monitoring Instrument onboard the Copernicus Sentinel-5 Precursor satellite was employed to observe nitrogen dioxide. Results of the study are discussed. Materials and methods used are described.

Volatile organic compounds (VOCs) are crucial to control air pollution in major Chinese cities since VOCs are the dominant factor influencing ambient ozone level, and also an important precursor of secondary organic aerosols. Vehicular evaporative emissions have become a major and growing source of VOC emissions in China. This study consists of lab tests, technology evaluation, emissions modeling, policy projections and cost-benefit analysis to draw a roadmap for China for controlling vehicular evaporative emissions. The analysis suggests that evaporative VOC emissions from China's light-duty gasoline vehicles were approximately 185,000 ton in 2010 and would peak at 1,200,000 ton in 2040 without control. The current control strategy implemented in China, as shown in business as usual (BAU) scenario, will barely reduce the long-term growth in emissions. Even if Stage II gasoline station vapor control policies were extended national wide (BAU + extended Stage II), there would still be over 400,000 ton fuel loss in 2050. In contrast, the implementation of on-board refueling vapor recovery (ORVR) on new cars could reduce 97.5% of evaporative VOCs by 2050 (BAU + ORVR/BAU + delayed ORVR). According to the results, a combined Stage II and ORVR program is a comprehensive solution that provides both short-term and long-term benefits. The net cost to achieve the optimal total evaporative VOC control is approximately 62 billion CNY in 2025 and 149 billion CNY in 2050. [ABSTRACT FROM AUTHOR]

A database of real-world diesel vehicle emission factors, based on type and technology, has been developed following tests on more than 300 diesel vehicles in China using a portable emission measurement system. The database provides better understanding of diesel vehicle emissions under actual driving conditions. We found that although new regulations have reduced real-world emission levels of diesel trucks and buses significantly for most pollutants in China, NOx emissions have been inadequately controlled by the current standards, especially for diesel buses, because of bad driving conditions in the real world. We also compared the emission factors in the database with those calculated by emission factor models and used in inventory studies. The emission factors derived from COPERT (Computer Programmer to calculate Emissions from Road Transport) and MOBILE may both underestimate real emission factors, whereas the updated COPERT and PART5 (Highway Vehicle Particulate Emission Modeling Software) models may overestimate emission factors in China. Real-world measurement results and emission factors used in recent emission inventory studies are inconsistent, which has led to inaccurate estimates of emissions from diesel trucks and buses over recent years. This suggests that emission factors derived from European or US-based models will not truly represent real-world emissions in China. Therefore, it is useful and necessary to conduct systematic real-world measurements of vehicle emissions in China in order to obtain the optimum inputs for emission inventory models. [ABSTRACT FROM AUTHOR]

The micro-aethalometer (AE51) was designed for high time resolution black carbon (BC) measurements and the process collects particles on a filter inside the instrument. Here we examine the potential for saving these filters for subsequent sulfate (SO42-) measurement. For this purpose, a series lab and field blanks were analyzed to characterize blank levels and variability and then collocated 24-h aerosol sampling was conducted in Beijing with the AE51 and a dual-channel filterpack sampler that collects fine particles (PM2.5). AE51 filters and the filters from the filterpacks sampled for 24 h were extracted with ultrapure water and then analyzed by Ion Chromatography (IC) to determine integrated SO42- concentration. Blank corrections were essential and the estimated detection limit for 24 h AE51 sampling of SO42- was estimated to be 1.4 µg/m³. The SO42- measured from the AE51 based upon blank corrections using batch-average field blank SO42- values was found to be in reasonable agreement with the filterpack results (R² > 0.87, slope = 1.02) indicating that it is possible to determine both BC and SO42- concentrations using the AE51 in Beijing. This result suggests that future comparison of the relative health impacts of BC and SO42- could be possible when the AE51 is used for personal exposure measurement. [ABSTRACT FROM AUTHOR]

To alleviate air pollution and lessen the petroleum demand from the motor vehicle sector in China, natural gas vehicles (NGVs) have been rapidly developed over the last several years. However, the understanding of the real-world emissions of NGVs is very limited. In this study, the emissions from 20 compressed-natural-gas-fueled bi-fuel taxis were measured using a portable emission measurement system (PEMS) under actual driving conditions in Yichang, China. The emission characteristics of the tested vehicles were analyzed, revealing that the average CO2, CO, HC and NOx emissions from the tested compressed-natural-gas (CNG) taxis under urban driving conditions were 1.6, 4.0, 2.0 and 0.98 times those under highway road conditions, respectively. The CO, HC and NOx emissions from Euro 3 CNG vehicles were approximately 40%, 55% and 44% lower than those from Euro 2 vehicles, respectively. Compared with the values for light-duty gasoline vehicles reported in the literature, the CO2 and CO emissions from the tested CNG taxis were clearly lower; however, significant increases in the HC and NOx emissions were observed. Finally, we normalized the emissions under the actual driving cycles of the entire test route to the New European Driving Cycle (NEDC)-based emissions using a VSP modes method developed by North Carolina State University. The simulated NEDC-based CO emissions from the tested CNG taxis were better than the corresponding emissions standards, whereas the simulated NEDC-based HC and NOx emissions greatly exceeded the standards. Thus, more attention should be paid to the emissions from CNG vehicles. As for the CNG-fueled bi-fuel taxis currently in use, the department of environmental protection should strengthen their inspection and supervision to reduce the emissions from these vehicles. The results of this study will be helpful in understanding and controlling emissions from CNG-fueled bi-fuel vehicles in China. [ABSTRACT FROM AUTHOR]