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1
Guven, Denizhan, M. Özgür Kayalica, and Gülgün Kayakutlu. "CO2 emissions analysis for East European countries: the role of underlying emission trend." Environmental Economics 11, no. 1 (June 5, 2020): 67–81. http://dx.doi.org/10.21511/ee.11(1).2020.07.
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This paper aims to analyze the impact of energy consumption, economic structure, and manufacturing output on the CO2 emissions of East European countries by applying the Structural Time Series Model (STSM). Several explanatory factors are used to construct the model using annual data of the 1990–2017 period. The factors are: total primary energy supply, GDP per capita and manufacturing value added, and, finally, a stochastic Underlying Emission Trend (UET). The significant effects of all variables on CO2 emissions are detected. Based on the estimated functions, CO2 emissions of Belarus, Ukraine, Romania, Russia, Serbia, and Hungary will decrease, by 2027, to 53.2 Mt, 103.2 Mt, 36.1 Mt, 1528.2 Mt, 36 Mt, and 36.1 Mt, respectively. Distinct from other countries, CO2 emissions of Poland will extend to 312.2 Mt in 2027 due to the very high share of fossil-based supply (i.e., coal and oil) in Poland. The results also indicate that the most forceful factor in CO2 emissions is the total primary energy supply. Furthermore, for Poland, Romania, Hungary, and Belarus, the long-term impact of economic growth on CO2 emissions is negative, while it is positive for Russia, Ukraine, and Serbia. The highest long-term manufacturing value-added elasticity of CO2 emissions is calculated for Serbia and Belarus.
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Wang, Xinling. "International Carbon Emissions: Evolutionary Patterns, Trends, and Influencing Factors." International Journal of Energy 4, no. 3 (May 10, 2024): 45–50. http://dx.doi.org/10.54097/v9r2zm71.
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This paper investigates the status and trends of global carbon emissions, including total emissions, per capita emissions, and emission intensity. It reviews the evolution and influencing factors of international carbon emissions. The increase in emissions is mainly concentrated in emerging economies and developing countries. Developed nations, despite having high total emissions, exhibit low emission intensity and stable or declining trends, often aiming for “carbon neutrality.” Emerging economies, including newly industrialized countries, are experiencing rapid increases in emissions, and are setting targets for carbon peaking and neutrality. Additionally, this paper examines global carbon emission policies, summarizing strategies and commitments for emission reduction. In the end, it anticipates future policy directions for global carbon emissions.
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Herrington, T., and K. Zickfeld. "Path independence of climate and carbon cycle response over a broad range of cumulative carbon emissions." Earth System Dynamics 5, no. 2 (November 24, 2014): 409–22. http://dx.doi.org/10.5194/esd-5-409-2014.
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Abstract. Recent studies have identified an approximately proportional relationship between global warming and cumulative carbon emissions, yet the robustness of this relationship has not been tested over a broad range of cumulative emissions and emission rates. This study explores the path dependence of the climate and carbon cycle response using an Earth system model of intermediate complexity forced with 24 idealized emissions scenarios across five cumulative emission groups (1275–5275 Gt C) with varying rates of emission. We find the century-scale climate and carbon cycle response after cessation of emissions to be approximately independent of emission pathway for all cumulative emission levels considered. The ratio of global mean temperature change to cumulative emissions – referred to as the transient climate response to cumulative carbon emissions (TCRE) – is found to be constant for cumulative emissions lower than ∼1500 Gt C but to decline with higher cumulative emissions. The TCRE is also found to decrease with increasing emission rate. The response of Arctic sea ice is found to be approximately proportional to cumulative emissions, while the response of the Atlantic Meridional Overturning Circulation does not scale linearly with cumulative emissions, as its peak response is strongly dependent on emission rate. Ocean carbon uptake weakens with increasing cumulative emissions, while land carbon uptake displays non-monotonic behavior, increasing up to a cumulative emission threshold of ∼2000 Gt C and then declining.
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Herrington, T., and K. Zickfeld. "Path dependence of climate and carbon cycle response over a broad range of cumulative carbon emissions." Earth System Dynamics Discussions 5, no. 1 (June 17, 2014): 747–78. http://dx.doi.org/10.5194/esdd-5-747-2014.
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Abstract. Recent studies have demonstrated the proportional relationship between global warming and cumulative carbon emissions, yet the robustness of this relationship has not been tested over a broad range of cumulative emissions and emission rates. This study explores the path dependence of the climate and carbon cycle response using an Earth System model of intermediate complexity forced with 24 idealized emissions scenarios across five cumulative emission groups (1275–5275 GtC) with varying rates of emission. We find the century-scale climate and carbon cycle response after cessation of emissions to be approximately independent of emission pathway for all cumulative emission levels considered. The ratio of global mean temperature change to cumulative emissions – referred to as the transient climate response to cumulative emissions (TCRE) – is found to be constant for cumulative emissions lower than ~1500 GtC, but to decline with higher cumulative emissions. The TCRE is also found to decrease with increasing emission rate. The response of Arctic sea ice is found to be approximately proportional to cumulative emissions, while the response of the Atlantic meridional overturning circulation (AMOC) does not scale linearly with cumulative emissions, as its peak response is strongly dependent on emission rate. Ocean carbon uptake weakens with increasing cumulative emissions, while land carbon uptake displays non-monotonic behavior, increasing up to a cumulative emission threshold of ~2000 GtC and then declining.
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Liu, Shiwen, Hongxiong Li, Wen Kun, Zhen Zhang, and Haotian Wu. "How Do Transportation Influencing Factors Affect Air Pollutants from Vehicles in China? Evidence from Threshold Effect." Sustainability 14, no. 15 (August 1, 2022): 9402. http://dx.doi.org/10.3390/su14159402.
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In recent years, China has promoted a series of legal norms to reduce the environmental impact of air pollutants from vehicles. The three main vehicle emission species (carbon monoxide, hydrocarbons, nitrogen oxides) contribute significantly to air pollution. In this study, the emission factor method was used to estimate air pollutants from vehicles in 31 provinces from 2006 to 2016. The results show a trend of total vehicle carbon monoxide (CO) and hydrocarbons (HC) emissions decreasing with time; the vehicle nitrogen oxides (NOx) emission trend is divided into two stages: an upward trend between 2006 and 2012 and a downward trend after 2012. Based on a panel threshold, a regression method was used to divide the vehicle NOx and CO emissions in China into four emission zones: low emissions, medium emissions, high emissions, and extra-high emissions. Vehicle HC emissions were divided into three emission zones, which corresponded to low emissions, medium emissions, and high emissions. Overall, vehicle pollution emission efficiency and per capita GDP have a significant inhibitory effect on the three main air pollutants from vehicles (NOx, HC, CO). Both passenger and freight turnover have significant roles in promoting the three air pollutants from vehicles (NOx, HC, CO). Road density and road carrying capacity have a significant role in promoting vehicle HC and CO emissions. Increasing truck proportion inhibits vehicle CO emissions and promotes vehicle NOx emissions. The urbanization rate has a positive effect on vehicle HC and CO emissions. Moreover, there is obvious heterogeneity in different emission zones of the three air pollutants from vehicles (NOx, HC, CO).
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Kholmi, Masiyah, Attika Dewi Shaqinnah Karsono, and Dhaniel Syam. "Environmental Performance, Company Size, Profitability, And Carbon Emission Disclosure." Jurnal Reviu Akuntansi dan Keuangan 10, no. 2 (August 3, 2020): 349. http://dx.doi.org/10.22219/jrak.v10i2.11811.
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This study aims to examine the effect of environmental performance, company size, profitability on disclosure of carbon emissions in non-service companies listed on the Indonesia Stock Exchange (IDX). The population of this study used non-service companies listed on the Indonesia Stock Exchange (IDX) in 2017. The research sample was 34 companies selected through the purposive sampling method. The data collection technique using documentation method. Data analysis techniques using multiple regression analysis with statistical tools used are SPSS V.24. The results showed that the company's environmental performance did not influence the company to conduct carbon emission disclosure. by obtaining a PROPER rating, it does not guarantee the company will disclose carbon emissions properly. While company size and profitability, have no effect on carbon emission disclosure, because companies still choose to make other disclosures that can increase their legitimacy in the eyes of the public. Companies consider carbon emission disclosure as not yet able to add value to companies and the nature of emissions disclosures carbon which is still in the form of voluntary disclosure. This research contributes to disclosure of carbon emissions from company activities in the annual report and the company can prevent and reduce carbon emissionsc.
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Pan, Juntao, Zhou Yang, Xingqiu Wei, and Zhenglei Zhou. "A real-time estimation method of carbon emission for cement corporations based on load identification." Journal of Physics: Conference Series 2814, no. 1 (August 1, 2024): 012008. http://dx.doi.org/10.1088/1742-6596/2814/1/012008.
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Abstract Accurate carbon emission estimation is the basis for assessing the carbon emissions of various regions and industries and formulating reasonable and feasible emission reduction programs. This paper presents a generalized real-time corporate carbon footprint measurement method. The total carbon emissions are categorized into direct emissions and indirect emissions. For the former, a load identification method based on CNN-BLSTM is proposed to monitor the state of the devices, and the carbon emissions are directly calculated in combination with the carbon emission intensity of the devices; for the latter, accurate estimation of carbon emissions is achieved through the application of marginal carbon emission factor. By utilizing this analytical model, the estimated carbon emissions are more accurate than those of other methods, which can better grasp the carbon emissions of enterprises and promote energy saving and emission reduction.
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Tu, Ran, Islam Kamel, Baher Abdulhai, and Marianne Hatzopoulou. "Reducing Transportation Greenhouse Gas Emissions Through the Development of Policies Targeting High-Emitting Trips." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 25 (April 18, 2018): 11–20. http://dx.doi.org/10.1177/0361198118755714.
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Traffic emission inventories have been under development for decades, often relying on data from traffic assignment models, ranging from macroscopic models generating average link speeds, to more detailed microscopic models with instantaneous speed profiles. Policy testing within such frameworks has often focused on identifying changes in total emissions, or in emissions aggregated at a zonal or street level. Emissions from specific trips or trajectories are seldom analyzed, although reductions in greenhouse gas (GHG) emissions can be achieved more efficiently when targeting high emitters. In this paper, we propose a different approach to reducing transportation GHG emissions, by catering policies to specific trips based on their emission burden. We focus on the City of Toronto downtown. Using second-by-second speed data for entire trajectories, GHGs (in CO2eq) and nitrogen oxides (NOx) emissions were estimated. We observe that the destinations attracting the highest trip emissions tend to be in the hospital and financial districts. Trips originating and ending in the downtown area are responsible for a small share of total emissions, although they have high emission intensity. Removing trips with high total emissions and high emission intensity led to significant reductions in CO2eq and NOx emissions, whereas removing shorter trips, did not have a significant influence on total emissions nor emission intensities.
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Shao, Cheng-Tsung, Wen-Hsi Cheng, Yuan-Chung Lin, Ken-Lin Chang, Kang-Shin Chen, and Chung-Shin Yuan. "Qualifying and Quantifying the Emissions of Volatile Organic Compounds from the Coking Process in a Steel Plant Using an Innovative Sampling Technique." Atmosphere 13, no. 9 (August 26, 2022): 1363. http://dx.doi.org/10.3390/atmos13091363.
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The aim of this paper is to quantify the amounts of volatile organic compounds (VOCs) emitted from a coke oven in a steel plant in Taiwan and estimate the emission factors of VOCs using an innovative sampling technique. The identification of VOCs emissions was referred to in the AP-42 report issued by the USEPA and the field measurement data of fugitive emissions. VOCs were sampled using a self-designed closed sampling system. A total of six emission points, including quenching emissions, charge lid emissions, combustion stack emissions, door emissions, charging emissions, and coke pushing emissions, were identified in the coking process after comparing with the report of AP-42, and the emission factor of VOCs was 0.030 kg/ton-coke. It showed that the emission factor of VOCs via field measurement was approximately 56% of that reported by Taiwan EPA. Therefore, VOCs emissions estimated by the Taiwan EPA would be highly overestimated than those from the coke oven in the site.
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Zhai, Zhiqiang, Ran Tu, Junshi Xu, An Wang, and Marianne Hatzopoulou. "Capturing the Variability in Instantaneous Vehicle Emissions Based on Field Test Data." Atmosphere 11, no. 7 (July 20, 2020): 765. http://dx.doi.org/10.3390/atmos11070765.
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Emission models are important tools for traffic emission and air quality estimates. Existing instantaneous emission models employ the steady-state “engine emissions map” to estimate emissions for individual vehicles. However, vehicle emissions vary significantly, even under the same driving conditions. Variability in the emissions at a specific driving condition depends on various influencing factors. It is important to gain insight into the effects of these factors, to enable detailed modeling of individual vehicle emissions. This study employs a portable emissions measurement system (PEMS), to collect vehicle emissions including the corresponding parameters of engine condition, vehicle activity, catalyst temperature, geography, and meteorology, to analyze the variability in emission rates as a function of those factors, across different vehicle specific power (VSP) categories. We observe that carbon dioxide, carbon monoxide, nitrogen oxides, and particle number emissions are strongly correlated with engine parameters (engine speed, torque, load, and air-fuel ratio) and vehicle activity parameters (vehicle speed and acceleration). In the same VSP bin, emissions per second on highways and ramps are higher than those on arterial roads, and the emissions when the vehicle is traveling downhill tend to be higher than the emissions during uphill traveling, because of higher observed speeds and accelerations. Morning emissions are higher than afternoon emissions, due to lower temperatures.
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Li, Sen, Yanwen Lan, and Lijun Guo. "Analysis of Carbon Emission and Its Temporal and Spatial Distribution in County-Level: A Case Study of Henan Province, China." Nature Environment and Pollution Technology 21, no. 2 (June 1, 2022): 447–56. http://dx.doi.org/10.46488/nept.2022.v21i02.003.
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Estimating carbon emissions and assessing their contribution are critical steps toward China’s objective of reaching a “carbon peak” in 2030 and “carbon neutrality” in 2060. This paper selects relevant statistical data on carbon emissions from 2000 to 2018, combines the emission coefficient method and the Logarithmic Mean Divisia Index model (LMDI) to calculate carbon emissions, and analyses the driving force of carbon emission growth using Henan Province as a case study. Based on the partial least squares regression analysis model (PLS), the contributions of inter-provincial factors of carbon emission are analyzed. Finally, a county-level downscaling estimation model of carbon emission is further formulated to analyze the temporal and spatial distribution of carbon emissions and their evolution. The research results show that: 1) The effect of energy intensity is responsible for 82 percent of the increase in carbon emissions, whereas the effect of industrial structure is responsible for -8 percent of the increase in carbon emissions. 2) The proportion of secondary industry and energy intensity, which are 1.64 and 0.82, respectively, have the most evident explanatory effect on total carbon emissions; 3). Carbon emissions vary widely among counties, with high emissions in the central and northern regions and low emissions in the southern. However, their carbon emissions have constantly decreased over time. 4) The number of high-emission counties, their carbon emissions, and the degree of their discrepancies are gradually reduced. The findings serve as a foundation for relevant agencies to gain a macro-level understanding of the industrial landscape and to investigate the feasibility of carbon emission reduction programs.
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Griffin, Debora, Jack Chen, Kerry Anderson, Paul Makar, Chris A. McLinden, Enrico Dammers, and Andre Fogal. "Biomass burning CO emissions: exploring insights through TROPOMI-derived emissions and emission coefficients." Atmospheric Chemistry and Physics 24, no. 17 (September 13, 2024): 10159–86. http://dx.doi.org/10.5194/acp-24-10159-2024.
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Abstract. Emissions from biomass burning are a significant source of air pollution, which can adversely impact air quality and ecosystems thousands of kilometres downwind. These emissions can be estimated by a bottom-up approach that relies on fuel consumed and standardized emission factors. Emissions are also commonly derived with a top-down approach, using satellite-observed fire radiative power (FRP) as a proxy for fuel consumption. Biomass burning emissions can also be estimated directly from satellite trace gas observations, including carbon monoxide (CO). Here, we explore the potential of satellite-derived CO emission rates from biomass burning and provide new insights into the understanding of satellite-derived fire CO emissions globally, with respect to differences in regions and vegetation type. Specifically, we use the TROPOMI (Tropospheric Monitoring Instrument) high-spatial-resolution satellite datasets to derive burning CO emissions directly for individual fires between 2019 and 2021 globally. Using synthetic data (with known emissions), we show that the direct emission estimate methodology has a 34 % uncertainty for deriving CO emissions (and a total uncertainty of 44 % including wind and CO column uncertainty). From the TROPOMI-derived CO emissions, we derive biome-specific emission coefficients (emissions relative to FRP) by combining the direct emission estimates and the satellite-observed FRP from the Moderate Resolution Imaging Spectrometer (MODIS). These emission coefficients are used to establish annual top-down CO emission inventories from biomass burning, showing that Southern Hemisphere Africa has the highest CO biomass burning emissions (over 25 % of global total of 300–390 Mt(CO) yr−1 between 2003–2021), and almost 25 % of global CO biomass burning emissions are from broadleaved evergreen tree fires. A comprehensive comparison between direct estimates, top-down and bottom-up approaches, provides insight into the strengths and weaknesses of each method: FINN2.5 has higher CO emissions, by a factor between 2 and 5, than all other inventories assessed in this study. Trends over the past 2 decades are examined for different regions around the globe, showing that global CO biomass burning emissions have, on the whole, decreased (by 5.1 to 8.7 Mt(CO) yr−1), where some regions experience increased and others decreased emissions.
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Arifin, Ilham Zainul, Wirawan Wirawan, and Hari Rarindo. "The Effect of Sodium Hydroxide Absorbent on The Exhaust Emissions From Internal Combustion Engine." Logic : Jurnal Rancang Bangun dan Teknologi 22, no. 1 (March 30, 2022): 27–34. http://dx.doi.org/10.31940/logic.v22i1.27-34.
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Exhaust emissions are the residue from burning fuel which can cause air pollution. To overcome this problem, it is necessary to design a system for reducing exhaust emissions of internal combustion engine. This study aims to determine the effect of absorbent concentration on the exhaust emission from internal combustion engine. The research was carried out in 2 stages, namely designing a system for reducing exhaust emissions from internal combustion engines and processing exhaust emissions by channeling exhaust emissions into an exhaust emission reduction system. The internal combustion engine used pertalite. The exhaust emissions consisted of CO, CO2 and HC. The absorbent concentrations were 0.05 M, 0.1 M and 0.15 M. The engine speeds were 800, 1000, 1500 and 2000 rpm. The paired-t test showed that the exhaust emission reduction system in this study can reduce exhaust emission. The one-way Anova test resulted the absorbent concentration affect the exhaust gas emissions, both CO, CO2 and HC which are expressed in the efficiency of reducing exhaust emission.. The greatest efficiency in reducing exhaust emission is CO2 of 67.95%. The lowest efficiency of reducing exhaust emission is CO, which is 46.92%, while the efficiency of reducing HC emission is 62.47%.
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Huang, Junfeng, Jianbing Gao, Yufeng Wang, Ce Yang, and Chaochen Ma. "Real-World Pipe-Out Emissions from Gasoline Direct Injection Passenger Cars." Processes 11, no. 1 (December 27, 2022): 66. http://dx.doi.org/10.3390/pr11010066.
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The analysis of real-world emissions is necessary to reduce the emissions of vehicles during on-road driving. In this paper, the matrix of gasoline direct injection passenger cars is applied to analyze the real-world emissions. The results show that high acceleration and high speed conditions are major conditions for the particulate number emissions, and the particulate number emissions are positively correlated with torque and throttle opening. The catalyst temperature and saturation are important factors that affect nitrogen oxide emission. The nitrogen oxide emissions of low speed and low torque conditions cannot be ignored in real-world driving. The carbon dioxide emissions are positively correlated with acceleration, torque and throttle opening. Once the vehicles are in the acceleration condition, the carbon dioxide emissions increase rapidly. The vehicles with higher average emission factors are more susceptible to driving behaviors, and the differences in the emission factors are more obvious, leading to an increase in the difficulty of emission control.
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Liu, Mo Ru, and Hua Yu Wang. "A Theoretical Analysis of Carbon Emission Trading System in China and the Perfection of its Rules and Regulations." Applied Mechanics and Materials 448-453 (October 2013): 4530–35. http://dx.doi.org/10.4028/www.scientific.net/amm.448-453.4530.
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The Carbon emission trading mechanism is an important tool to tackle climate change, promote low-carbon economic development, and facilitate ecological civilization construction. The Carbon emission trading system is set up based on the overall amount control. It controls the greenhouse gas emissions through the marketing mechanism, and reduces the cost of carbon emission control. Through theoretical analyses of the property rights of carbon emission right and the legal relationship of carbon emissions trading ,the theoretical basis for the carbon emissions trading mechanism is established. Currently, the measures to improve the carbon emissions trading mechanisms in China mainly consist of perfecting the trading platform, improving the marketing regulation system, promoting legislations of the total amount control of carbon emissions and the initial allocation of carbon emissions right so as to realize the optimal environmental capacity allocation of carbon emissions.
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Zhang, Rongshuo, Hongfei Chen, Peiyuan Xie, Lei Zu, Yangbing Wei, Menglei Wang, Yunjing Wang, and Rencheng Zhu. "Exhaust Emissions from Gasoline Vehicles with Different Fuel Detergency and the Prediction Model Using Deep Learning." Sensors 23, no. 17 (September 4, 2023): 7655. http://dx.doi.org/10.3390/s23177655.
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Enhancing gasoline detergency is pivotal for enhancing fuel efficiency and mitigating exhaust emissions in gasoline vehicles. This study investigated gasoline vehicle emission characteristics with different gasoline detergency, explored synergistic emission reduction potentials, and developed versatile emission prediction models. The results indicate that improved fuel detergency leads to a reduction of 5.1% in fuel consumption, along with decreases of 3.2% in total CO2, 55.4% in CO, and 15.4% in HC emissions. However, during low-speed driving, CO2 and CO emissions reductions are limited, and HC emissions worsen. A synergistic emission reduction was observed, particularly with CO exhibiting a pronounced reduction compared to HC. The developed deep-learning-based vehicle emission model for different gasoline detergency (DPVEM-DGD) enables accurate emission predictions under various fuel detergency conditions. The Pearson correlation coefficients (Pearson’s r) between predicted and measured values of CO2, CO, and HC emissions before and after adding detergency agents are 0.913 and 0.934, 0.895 and 0.915, and 0.931 and 0.969, respectively. The predictive performance improves due to reduced peak emissions resulting from improved fuel detergency. Elevated gasoline detergency not only reduces exhaust emissions but also facilitates more refined emission management to a certain extent.
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Shen, Zijie, and Liguo Xin. "Characterizing Carbon Emissions and the Associations with Socio-Economic Development in Chinese Cities." International Journal of Environmental Research and Public Health 19, no. 21 (October 23, 2022): 13786. http://dx.doi.org/10.3390/ijerph192113786.
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Reducing carbon emissions in cities is crucial for addressing climate change, while the city-level emissions of different compositions and their relationships with socio-economic features remain largely unknown in China. Here, we explored the city-level emission pattern from the industrial, transportation, and household sectors and the emission intensity, as well as their associations with socio-economic features in China, using the up-to-date (2020) CO2 emissions based on 0.1° grid (10 × 10 km) emission data. The results show that: (1) CO2 emissions from the industrial sector were considerably dominant (78%), followed by indirect (10%), transportation (8%), and household (2%) emissions on the national scale; (2) combining total emissions with emission intensity, high emission–high intensity cities, which are the most noteworthy regions, were concentrated in the North, while low emission–low intensity types mainly occurred in the South-West; (3) cities with a higher GDP tend to emit more CO2, while higher-income cities tend to emit less CO2, especially from the household sector. Cities with a developed economy, as indicated by GDP and income, would have low emissions per GDP, representing a high emission efficiency. Reducing the proportion of the secondary sector of the economy could significantly decrease CO2 emissions, especially for industrial cities. Therefore, the carbon reduction policy in China should focus on the industrial cities in the North with high emission–high intensity performance. Increasing the income and proportion of the tertiary industry and encouraging compact cities can effectively reduce the total emissions during the economic development and urbanization process.
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Ding, Jieying, Ronald Johannes van der A, Bas Mijling, and Pieternel Felicitas Levelt. "Space-based NO<sub><i>x</i></sub> emission estimates over remote regions improved in DECSO." Atmospheric Measurement Techniques 10, no. 3 (March 10, 2017): 925–38. http://dx.doi.org/10.5194/amt-10-925-2017.
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Abstract. We improve the emission estimate algorithm DECSO (Daily Emission estimates Constrained by Satellite Observations) to better detect NOx emissions over remote areas. The new version is referred to as DECSO v5. The error covariance of the sensitivity of NO2 column observations to gridded NOx emissions has been better characterized. This reduces the background noise of emission estimates by a factor of 10. An emission update constraint has been added to avoid unrealistic day-to-day fluctuations of emissions. We estimate total NOx emissions, which include biogenic emissions that often drive the seasonal cycle of the NOx emissions. We demonstrate the improvements implemented in DECSO v5 for the domain of East Asia in the year 2012 and 2013. The emissions derived by DECSO v5 are in good agreement with other inventories like MIX. In addition, the improved algorithm is able to better capture the seasonality of NOx emissions and for the first time it reveals ship tracks near the Chinese coasts that are otherwise hidden by the outflow of NO2 from the Chinese mainland. The precision of monthly emissions derived by DECSO v5 for each grid cell is about 20 %.
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Kong, Haojia, Lifan Shi, Dan Da, Zhijiang Li, Decai Tang, and Wei Xing. "Simulation of China’s Carbon Emission based on Influencing Factors." Energies 15, no. 9 (April 29, 2022): 3272. http://dx.doi.org/10.3390/en15093272.
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China is one of the world’s largest energy consumers and carbon emitters, and the situation of carbon emission reduction is serious. This paper forecasts the future trend of China’s carbon emissions by constructing a system dynamics model of China’s carbon emissions. The results show that China cannot fulfill its commitment to peak its carbon emissions in 2030 as scheduled. Secondly, the Logarithmic Mean Divisia Index model (LMDI) was used to analyze the influencing factors of China’s carbon emissions. The contribution rates of the five factors to China’s carbon emissions are as follows: economic development (226.30%), technological innovation (−105.92%), industrial structure (−26.55%), population scale (11.44%) and energy structure (−5.28%). Finally, this paper formulates five carbon emission reduction paths according to the size and direction of various factors that affect China’s carbon emissions. The paths of carbon emission reduction were simulated by using the system dynamics model of China’s carbon emissions. It is found that technological innovation is the key pathway for China to realize its commitment to carbon emission reduction. Slowing economic growth will delay the arrival time of peak carbon emissions and increase the intensity of carbon emissions. Optimizing the industrial structure, reducing the population scale and adjusting the energy structure can reduce the peak and carbon emissions in China, but the effect is small.
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Bao, Shuanghui, Osamu Nishiura, Shinichiro Fujimori, Ken Oshiro, and Runsen Zhang. "Identification of Key Factors to Reduce Transport-Related Air Pollutants and CO2 Emissions in Asia." Sustainability 12, no. 18 (September 16, 2020): 7621. http://dx.doi.org/10.3390/su12187621.
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Asian countries are major contributors to global air pollution and greenhouse gas emissions, with transportation demand and emissions expected to increase. However, few studies have been performed to evaluate policies that could reduce transport-related emissions in the region. This study explores transport-related CO2 and air pollutant emissions in major Asian nations along with the impacts of transport, climate, and emission control policies using the Asia-Pacific Integrated Model (AIM)/Transport model. Our results show that by 2050, CO2 emissions in developing countries will be 1.4–4.7-fold greater than the levels in 2005, while most air pollutant emissions will show large reductions (mean annual reduction rates of 0.2% to 6.1%). Notably, implementation of transport, emission control, and carbon pricing policies would reduce CO2 emissions by up to 33% and other air pollutants by 43% to 72%, depending on the emission species. An emission control policy represents the strongest approach for short-term and mid-term reduction of air pollutants. A carbon pricing policy would lead to a direct reduction in CO2 emissions; more importantly, air pollutant emissions would also be effectively reduced. Shifting to public transportation in developing countries can also greatly influence emissions reductions. An increase in traffic speed shows relatively small effects, but can be meaningful in Japan.
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WANG, Xingmin, Jing WU, Zheng WANG, Xiaoting JIA, and Bing BAI. "Accounting and Characteristics Analysis of CO2 Emissions in Chinese Cities." Chinese Journal of Urban and Environmental Studies 08, no. 01 (March 2020): 2050004. http://dx.doi.org/10.1142/s2345748120500049.
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Accurate estimation of CO2 emissions is a prerequisite for scientific low-carbon emission policymaking. Based on 20 types of energy consumption data at the prefecture level in China, this paper re-estimates the CO2 emissions of 198 prefecture-level cities in 2016 by using the method of carbon emission coefficient. The spatial pattern and scale characteristics are analyzed, and the conclusions are as follows: (1) Overall, China’s urban CO2 emissions show a certain degree of spatial separation in terms of the total amount, per capita emissions, and emission intensity. Cities with the highest CO2 emissions in China are mainly concentrated in North China, East China and Chongqing, while cities with the highest per capita CO2 emissions and emission intensity are mainly concentrated in Northwest and North China. (2) Different types of cities have different CO2 emission characteristics. Resource-based cities have a higher total amount and emission intensity; tourism and underdeveloped cities both have lower values; while super-large-sized cities and many very-large-sized cities have higher CO2 emissions, but their emission intensities are usually lower; and no obvious rules are found in other cities. (3) Spatial analysis shows that cities with higher CO2 emissions are clustered. The Beijing–Tianjin–Hebei region, the Yangtze River Delta region, Shandong Province, and Shanxi–Henan–Anhui resource-producing areas are the agglomeration areas of high-emission cities. (4) Scale analysis shows that the characteristics of CO2 emissions at different scales are different. Provincial-level research can help to identify the environmental impact and total effect of carbon emissions, while urban-scale research is helpful to explore the diversity and phases of cities. Finally, based on the main conclusions of this study, the corresponding urban low-carbon policy implications are drawn.
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Nababan, Meliani, and Sylvia Veronica Nalurita Purnama Siregar. "The Impact of Emission GHG Performance on Financial Performance: Moderating by Financial Constraints and COVID-19." Indonesian Journal of Economics and Management 3, no. 3 (July 31, 2023): 535–50. http://dx.doi.org/10.35313/ijem.v3i3.4946.
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Previous studies on the relationship between GHG emissions and financial performance presented two competing points of view: either reducing GHG emissions can cause firms to diverge from their corporate goals, or, reducing GHG emissions can raise firm value in line with the resource-based view theory. This study examines 105 non-financial industry in Indonesia that produce significant amounts of emissions GHG between 2019 and 2021, with a total of 315 data observations. This study analyzes the financial performance using ROA and firm value, and the performance of GHG emissions using two constructs: the quantity of emissions and disclosure of GHG emissions. The Global Initiative Report (GRI) guidelines are used to conduct content analysis on disclosure of GHG emission. This study shows that GHG emission performance is considered as a firm's competitive advantage, there is a positive relationship between GHG emission performance and firm value, financial constraints negatively impact the relationships between GHG emission performance, and COVID-19 had no impact on the relationship between emission performance and financial performance.
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Lv, Zongyan, Lei Yang, Lin Wu, Jianfei Peng, Qijun Zhang, Meng Sun, Hongjun Mao, and Jie Min. "Comprehensive Analysis of the Pollutant Characteristics of Gasoline Vehicle Emissions under Different Engine, Fuel, and Test Cycles." Energies 15, no. 2 (January 17, 2022): 622. http://dx.doi.org/10.3390/en15020622.
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Vehicle exhaust emissions have seriously affected air quality and human health, and understanding the emission characteristics of vehicle pollutants can promote emission reductions. In this study, a chassis dynamometer was used to study the emission characteristics of the pollutants of two gasoline vehicles (Euro 5 and Euro 6) when using six kinds of fuels. The results show that the two tested vehicles had different engine performance under the same test conditions, which led to a significant difference in their emission characteristics. The fuel consumption and pollutant emission factors of the WLTC cycle were higher than those of the NEDC. The research octane number (RON) and ethanol content of fuels have significant effects on pollutant emissions. For the Euro 5 vehicle, CO and particle number (PN) emissions decreased under the WLTC cycle, and NOx emissions decreased with increasing RONs. For the Euro 6 vehicle, CO and NOx emissions decreased and PN emissions increased with increasing RONs. Compared with traditional gasoline, ethanol gasoline (E10) led to decreases in NOx and PN emissions, and increased CO emissions for the Euro 5 vehicle, while it led to higher PN and NOx emissions and lower CO emissions for the Euro 6 vehicle. In addition, the particulate matter emitted was mainly nucleation-mode particulate matter, accounting for more than 70%. There were two peaks in the particle size distribution, which were about 18 nm and 40 nm, respectively. Finally, compared with ethanol–gasoline, gasoline vehicles with high emission standards (Euro 6) are more suitable for the use of traditional gasoline with a high RON.
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Guo, Rong, Xiaochen Wu, Tong Wu, and Chao Dai. "Spatial–Temporal Pattern Characteristics and Impact Factors of Carbon Emissions in Production–Living–Ecological Spaces in Heilongjiang Province, China." Land 12, no. 6 (May 30, 2023): 1153. http://dx.doi.org/10.3390/land12061153.
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Under the threat of global climate change, China has proposed a dual carbon goal of peak carbon and carbon neutrality. As the vital carrier for territorial spatial planning, production–living–ecological (PLE) spaces drive carbon emissions and are important to the dual carbon goals. In this study, carbon emissions and sinks of PLE spaces in cities in Heilongjiang Province from 2005 to 2020 were calculated and spatial–temporal changes were analyzed. The carbon emission structure was analyzed in segmentation sectors. The land use changes and socioeconomic factors on carbon emissions were analyzed, and emission reduction strategies were implemented. The results show the following: (1) Carbon emissions from production and living spaces increased yearly. Carbon sinks were smaller than emissions, but capacity was stable. (2) Higher-emission cities were concentrated in southwest Heilongjiang, and carbon emission differences between regions gradually increased. (3) Among carbon emission sectors, agricultural and household made up smaller proportions, while animal husbandry, industrial, transportation, and traffic travel contributed most. Carbon emission structures were transformed by adjusting urban development and industrial structure. (4) For most cities, industrial space was the main emission space, but agricultural production and urban–rural living spaces dominated in some cities. (5) GDP, urbanization rate, and area of city paved roads suppressed emissions in cities with decreased carbon emission grades. The industrial structure and coal consumption inhibited emissions in cities with maintaining and increasing carbon emissions grades.
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Aamaas, Borgar, Terje K. Berntsen, Jan S. Fuglestvedt, Keith P. Shine, and Nicolas Bellouin. "Regional emission metrics for short-lived climate forcers from multiple models." Atmospheric Chemistry and Physics 16, no. 11 (June 15, 2016): 7451–68. http://dx.doi.org/10.5194/acp-16-7451-2016.
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Abstract. For short-lived climate forcers (SLCFs), the impact of emissions depends on where and when the emissions take place. Comprehensive new calculations of various emission metrics for SLCFs are presented based on radiative forcing (RF) values calculated in four different (chemical-transport or coupled chemistry–climate) models. We distinguish between emissions during summer (May–October) and winter (November–April) for emissions in Europe and East Asia, as well as from the global shipping sector and global emissions. The species included in this study are aerosols and aerosol precursors (BC, OC, SO2, NH3), as well as ozone precursors (NOx, CO, VOCs), which also influence aerosols to a lesser degree. Emission metrics for global climate responses of these emissions, as well as for CH4, have been calculated using global warming potential (GWP) and global temperature change potential (GTP), based on dedicated RF simulations by four global models. The emission metrics include indirect cloud effects of aerosols and the semi-direct forcing for BC. In addition to the standard emission metrics for pulse and sustained emissions, we have also calculated a new emission metric designed for an emission profile consisting of a ramping period of 15 years followed by sustained emissions, which is more appropriate for a gradual implementation of mitigation policies.For the aerosols, the emission metric values are larger in magnitude for emissions in Europe than East Asia and for summer than winter. A variation is also observed for the ozone precursors, with largest values for emissions in East Asia and winter for CO and in Europe and summer for VOCs. In general, the variations between the emission metrics derived from different models are larger than the variations between regions and seasons, but the regional and seasonal variations for the best estimate also hold for most of the models individually. Further, the estimated climate impact of an illustrative mitigation policy package is robust even when accounting for the fact that the magnitude of emission metrics for different species in a given model is correlated. For the ramping emission metrics, the values are generally larger than for pulse or sustained emissions, which holds for all SLCFs. For SLCFs mitigation policies, the dependency of metric values on the region and season of emission should be considered.
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Lin, Lin. "Carbon emission assessment of wastewater treatment plant based on accounting perspective." E3S Web of Conferences 194 (2020): 04049. http://dx.doi.org/10.1051/e3sconf/202019404049.
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Excessive GHG emissions from human activities lead to climate warming, and sewage treatment plants are one of the sources of GHG emissions. The number of sewage treatment plants in my country is increasing year by year, and they emit a large amount of GHG, it is necessary to evaluate their emissions and seek ways to reduce emissions. According to the “Greenhouse Gas Inventory Protocol-Corporate Accounting and Reporting Standards”, taking a sewage treatment plant in a northern city as an example, the GHG emission classification of its operation control range, selection of evaluation methods and emission factors, assessment of GHG emissions, analysis of GHG emissions Constitution, propose ecological treatment technology, recycling CH4 and other emission reduction measures.
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Lei, Y., Q. Zhang, K. B. He, and D. G. Streets. "Primary anthropogenic aerosol emission trends for China, 1990–2005." Atmospheric Chemistry and Physics 11, no. 3 (February 2, 2011): 931–54. http://dx.doi.org/10.5194/acp-11-931-2011.
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Abstract. An inventory of anthropogenic primary aerosol emissions in China was developed for 1990–2005 using a technology-based approach. Taking into account changes in the technology penetration within industry sectors and improvements in emission controls driven by stricter emission standards, a dynamic methodology was derived and implemented to estimate inter-annual emission factors. Emission factors of PM2.5 decreased by 7%–69% from 1990 to 2005 in different industry sectors of China, and emission factors of TSP decreased by 18%–80% as well, with the measures of controlling PM emissions implemented. As a result, emissions of PM2.5 and TSP in 2005 were 11.0 Tg and 29.7 Tg, respectively, less than what they would have been without the adoption of these measures. Emissions of PM2.5, PM10 and TSP presented similar trends: they increased in the first six years of 1990s and decreased until 2000, then increased again in the following years. Emissions of TSP peaked (35.5 Tg) in 1996, while the peak of PM10 (18.8 Tg) and PM2.5 (12.7 Tg) emissions occurred in 2005. Although various emission trends were identified across sectors, the cement industry and biofuel combustion in the residential sector were consistently the largest sources of PM2.5 emissions, accounting for 53%–62% of emissions over the study period. The non-metallic mineral product industry, including the cement, lime and brick industries, accounted for 54%–63% of national TSP emissions. There were no significant trends of BC and OC emissions until 2000, but the increase after 2000 brought the peaks of BC (1.51 Tg) and OC (3.19 Tg) emissions in 2005. Although significant improvements in the estimation of primary aerosols are presented here, there still exist large uncertainties. More accurate and detailed activity information and emission factors based on local tests are essential to further improve emission estimates, this especially being so for the brick and coke industries, as well as for coal-burning stoves and biofuel usage in the residential sector.
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Hellén, H., H. Hakola, K. H. Pystynen, J. Rinne, and S. Haapanala. "C<sub>2</sub>-C<sub>10</sub> hydrocarbon emissions from a boreal wetland and forest floor." Biogeosciences Discussions 2, no. 6 (November 23, 2005): 1795–814. http://dx.doi.org/10.5194/bgd-2-1795-2005.
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Abstract. Emissions of various C2-C10 hydrocarbons and halogenated hydrocarbons from a boreal wetland and Scots pine forest floor were measured by static chamber technique in south-western Finland. Isoprene was the main non-methane hydrocarbon emitted by the wetland but also small emissions of ethene, propane, propene, 1-butene, 2-methylpropene, butane, pentane and hexane were detected. The isoprene emission from the wetland was observed to follow the commonly used isoprene emission algorithm. The mean emission potential of isoprene was 224 μg m−2 h−1 for the whole season. This is lower than the emission potentials published earlier and probably least partly due to the cold and cloudy weather during the measurements. No emissions of monoterpenes or halogenated hydrocarbons from the wetland were detected. Highest hydrocarbon emissions from the Scots pine forest floor were measured in spring and autumn. Main emitted compounds were monoterpenes. Isoprene emissions were negligible. Highest monoterpene emissions were measured in spring after the snow had melted. Emissions dropped in the summer and increased again in autumn. The total monoterpene emission rates varied from zero to 373 μg m−2 h−1. Probable source for these emissions is decaying plant litter. Also small emissions of chloroform (100–800 ng m−2 h−1), ethene, propane, propene, 2-methylpropene, cis-2-butene, pentane, hexane and heptane were detected.
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Wang, Zhong Hua, and Xin Ye Chen. "Carbon Emission of Mining Industry’s Energy Consumption in Heilongjiang Province." Advanced Materials Research 1092-1093 (March 2015): 1597–600. http://dx.doi.org/10.4028/www.scientific.net/amr.1092-1093.1597.
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The need to reduce carbon emission in Heilongjiang Province of China is urgent challenge facing sustainable development. This paper aims to make explicit the problem-solving of carbon emission to find low carbon emission ways. According to domestic and foreign literatures on estimating and calculating carbon emissions and by integrating calculation methods of carbon emissions, it was not possible to consider all of the many contributions to carbon emissions. Calculation model of carbon emissions suitable to this paper is selected. The carbon emissions of energy consumption in mining industry are estimated and calculated from 2005 to 2012, and the characteristics of carbon emission are analyzed at the provincial level. It makes the point that carbon emissions of energy consumption in mining industry can be reduced when we attempt to alter energy consumption structure, adjust industrial structure and improve energy utilization efficiency.
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Zhang, Mingzhi, Mingshi Chen, Fengbin Wang, Mingqiu Gao, and Tieqiang Fu. "Study on CO2 Emission Characteristics of China VI Heavy Duty Diesel Engine." E3S Web of Conferences 338 (2022): 01017. http://dx.doi.org/10.1051/e3sconf/202233801017.
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CO2 emission control is of great urgency, and the decrease of heavy-duty diesel engines’ CO2 emission is one of the significant methods to reduce CO2 emission. This paper uses a full-flow constantvolume dilution sampling system to experiment on the China VI heavy-duty diesel engine in order to measure CO2 emissions under WHTC and WHSC cycles and different loads, with studying the instantaneous emissions characteristics of CO2, post-processing effects on CO2 emissions, influence factors of CO2 emissions. The study found that the CO2 emissions before the post-treatment of the WHSC cycle are 37% higher than that of the WHTC cycle, while emissions of CO2 are 3.45% higher than that before post-treatment. Simultaneously, cold start increases the CO2 emissions of the heavy-duty diesel engines by more than 1%. Post-treatment still increases the CO2 emissions of heavy-duty diesel engines by 3.5%. In addition, CO2 emissions have different trends with power at different speeds. CO2 emissions get an incremental within 600rpm and 900rpm, which gradually becomes slower until it reaches the peak, as engine power increases; the CO2 emissions initially increase, followed by a decrease, and then continue to increase within 1000rpm and 1400rpm; the CO2 emissions are almost not affected by the speed within 1500rpm and 1900rpm.
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Gao, Ting Ting, Hai Yi Li, and Yan Xia Su. "The Prediction Research of COD Emissions in Jilin Province Based on the Environment of the 12th Five-Year Plan." Advanced Materials Research 765-767 (September 2013): 2980–83. http://dx.doi.org/10.4028/www.scientific.net/amr.765-767.2980.
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Based on Jilin province and nine cities COD emissions data of 2010, this paper is an attempt to quantitatively analyze the area distribution patterns of two indices (COD emissions per capita and COD emissions per unit production value) as well as their causes. The COD emissions from 2000-2010 and the per capita GDP to establish the environmental learning curve of Jilin province are constructed, in order to analyze the load of emission and potential mitigation. And prediction of the COD emissions discharge trend during the 12th Five-Year plan, the potential mitigation to make sure the direction of emission reduction is analyzed.The chemical oxygen demand (COD) emissions of Jilin province were 352200 tons in 2010. It was declined by 2.4% over the previous year. These emissions were accomplished 130.5% of the "11th five-year plan" emission reduction task[1]. However, in the process of urbanization, they continue to accelerate and high-speed economic growth. The task of the COD emission reduction at 8.8% is hard to achieve by 2015. Predictions can be made by using the environment learning curve on the relationship between the COD emissions and Jilin province economic development through environmental statistics. We analysed the potential reduction of COD emission of "twelfth five-year" in Jilin province and determined the direction of emission reduction.
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Erdmann, Georg, and Aaron Praktiknjo. "Energy economics: The case of emission markets." EPJ Web of Conferences 246 (2020): 00020. http://dx.doi.org/10.1051/epjconf/202024600020.
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The typical proposition of economists to solve the greenhouse gas problem (GHG) is that governments should put a price on these emissions. As human behavior can be influenced by prices, high prices on GHG emissions would imply lowering these emissions. One reaction would be to substitute the burning fossil fuels by non-fossil fuels such as wind, photovoltaics, geothermal and hydropower, eventually nuclear. The second would be innovations towards satisfying human needs by less energy. The third would be to avoid the GHG emissions by carbon capture and storage technologies. However, putting a price on GHG emissions requires political actions. Politicians have basically two alternatives. One would be to introduce a fiscal tax on GHG emissions, whereby the tax rate represents the price of the emission. The other is to implement a cap-and-trade system for GHG emissions, which requires that companies have to cover each emission unit by an emission right issued by the government. When these emission rights are traded, the market price of these rights represents the emission price. Common to both systems are sanctions on companies that do not comply. Today both systems have been implemented somewhere in the world to control GHG emissions so that their comparable benefits and disadvantages can be studied in reality.
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Liu, Ti, Zhen Wu, Cong Chen, Huan Chen, and Hongyang Zhou. "Carbon Emission Accounting during the Construction of Typical 500 kV Power Transmissions and Substations Using the Carbon Emission Factor Approach." Buildings 14, no. 1 (January 7, 2024): 145. http://dx.doi.org/10.3390/buildings14010145.
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Carbon emission calculation during power transmission and substation construction provides valuable insights into the trend of carbon emissions and the development of low-carbon power grids. In this regard, this study divides the power transmission and substation construction process into production, transportation, and construction stages based on the sources of carbon emissions and employs a life cycle assessment to calculate the total carbon emissions using the carbon emission factor method for typical 500 kV projects. The results show that in the construction process the production stage contributes the most carbon emissions, with material and equipment production for power transmission accounting for 78% and 14% of the total emissions, respectively. The transportation and construction stage contribute 1% and 7% of the total emissions, respectively. For substations, material and equipment production contribute 67% and 30% of the total emissions, respectively. The transportation and construction phases contribute 1% and 2% of the total emissions. Through the qualitative and quantitative analysis of the carbon emission results, the construction scale and the topography and geology have significant impacts on carbon emissions from power transmission and substation projects. Finally, some targeted recommendations for carbon emission reduction for power transmissions and substations are proposed based on the influencing factors of each stage of the construction.
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Ravi, Sai Sudharshan, Sergey Osipov, and James W. G. Turner. "Impact of Modern Vehicular Technologies and Emission Regulations on Improving Global Air Quality." Atmosphere 14, no. 7 (July 18, 2023): 1164. http://dx.doi.org/10.3390/atmos14071164.
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Over the past few decades, criteria emissions such as carbon monoxide (CO), hydrocarbons (HCs), nitrogen oxides (NOx) and particulate matter (PM) from transportation have decreased significantly, thanks to stricter emission standards and the widespread adoption of cleaner technologies. While air quality is a complex problem that is not solely dependent on transportation emissions, it does play a significant role in both regional and global air quality levels. Emission standards such as Euro 1–6 in Europe, Corporate Average Fuel Economy (CAFE) regulations, Tier I—III standards in the US and the low emission vehicle (LEV) program in California have all played a huge role in bringing down transportation emissions and hence improving air quality overall. This article reviews the effect of emissions from transportation, primarily focusing on criteria emissions from road transport emissions and highlights the impact of some of the novel technological advances that have historically helped meet these strict emission norms. The review also notes how modern road engine vehicles emissions compare with national and international aviation and shipping and discusses some of the suggested Euro 7 emissions standards and their potential to improve air quality.
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Zhang, Yahui, Jianfeng Li, Siqi Liu, and Jizhe Zhou. "Spatiotemporal Effects and Optimization Strategies of Land-Use Carbon Emissions at the County Scale: A Case Study of Shaanxi Province, China." Sustainability 16, no. 10 (May 14, 2024): 4104. http://dx.doi.org/10.3390/su16104104.
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Land use, as one of the major sources of carbon emissions, has profound implications for global climate change. County-level land-use systems play a critical role in national carbon emission management and control. Consequently, it is essential to explore the spatiotemporal effects and optimization strategies of land-use carbon emissions at the county scale to promote the achievement of regional dual carbon targets. This study, focusing on Shaanxi Province, analyzed the spatiotemporal characteristics of land use from 2000 to 2020. By establishing a carbon emission evaluation model, the spatiotemporal effects of county-level carbon emissions were clarified. Utilizing Geodetector and K-means clustering methods, the driving mechanisms and clustering characteristics of county-level carbon emissions were elucidated, and optimization strategies for land use carbon emission were explored. The results showed that during 2000–2020, land use in Shaanxi Province underwent significant spatiotemporal changes, with constructed land increasing by 97.62%, while cultivated land and grassland were substantially reduced. The overall county-level carbon emissions exhibited a pattern of North > Central > South. The total carbon emissions within the province increased nearly fourfold over 20 years, reaching 1.00 × 108 tons. Constructed land was the primary source of emissions, while forest land contributed significantly to the carbon sink of the study area. Interactions among factors had significant impacts on the spatial differentiation of total county-level carbon emissions. For counties with different types of carbon emissions, differentiated optimization strategies were recommended. Low-carbon emission counties should intensify ecological protection and rational utilization, medium-carbon emission counties need to strike a balance between economic development and environmental protection, while high-carbon emission counties should prioritize profound emission reduction and structural transformation.
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Lin, Xiaojuan, Ronald van der A, Jos de Laat, Henk Eskes, Frédéric Chevallier, Philippe Ciais, Zhu Deng, et al. "Monitoring and quantifying CO2 emissions of isolated power plants from space." Atmospheric Chemistry and Physics 23, no. 11 (June 15, 2023): 6599–611. http://dx.doi.org/10.5194/acp-23-6599-2023.
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Abstract. Top-down CO2 emission estimates based on satellite observations are of great importance for independently verifying the accuracy of reported emissions and emission inventories. Difficulties in verifying these satellite-derived emissions arise from the fact that emission inventories often provide annual mean emissions, while estimates from satellites are available only for a limited number of overpasses. Previous studies have derived CO2 emissions for power plants from the Orbiting Carbon Observatory-2 and 3 (OCO-2 and OCO-3) satellite observations of their exhaust plumes, but the accuracy and the factors affecting these emissions are uncertain. Here we advance monitoring and quantifying point source carbon emissions by focusing on how to improve the accuracy of carbon emission using different wind data estimates. We have selected only isolated power plants for this study, to avoid complications linked to multiple sources in close proximity. We first compared the Gaussian plume model and cross-sectional flux methods for estimating CO2 emission of power plants. Then we examined the sensitivity of the emission estimates to possible choices for the wind field. For verification we have used power plant emissions that are reported on an hourly basis by the Environmental Protection Agency (EPA) in the US. By using the OCO-2 and OCO-3 observations over the past 4 years we identified emission signals of isolated power plants and arrived at a total of 50 collocated cases involving 22 power plants. We correct for the time difference between the moment of the emission and the satellite observation. We found the wind field halfway the height of the planetary boundary layer (PBL) yielded the best results. We also found that the instantaneous satellite estimated emissions of these 50 cases, and reported emissions display a weak correlation (R2=0.12). The correlation improves with averaging over multiple observations of the 22 power plants (R2=0.40). The method was subsequently applied to 106 power plant cases worldwide and yielded a total emission of 1522 ± 501 Mt CO2 yr−1, estimated to be about 17 % of the power sector emissions of our selected countries. The improved correlation highlights the potential for future planned satellite missions with a greatly improved coverage to monitor a significant fraction of global power plant emissions.
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Pang, Kaili, Xiangrui Meng, Shuai Ma, and Ziyuan Yin. "Characterization of Pollutant Emissions from Typical Material Handling Equipment Using a Portable Emission Measurement System." Atmosphere 12, no. 5 (May 5, 2021): 598. http://dx.doi.org/10.3390/atmos12050598.
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Non-road equipment has been an important source of pollutants that negatively affect air quality in China. An accurate emission inventory for non-road equipment is therefore required to improve air quality. The objective of this paper was to characterize emissions from typical diesel-fueled material handling equipment (loaders and cranes) using a portable emission measurement system. Instantaneous, modal, and composite emissions were quantified in this study. Three duty modes (idling, moving, and working) were used. Composite emission factors were estimated using modal emissions and time-fractions for typical duty cycles. Results showed that emissions from loaders and cranes were higher and more variable for the moving and working modes than the idling mode. The estimated fuel-based CO, HC, NO, and PM2.5 composite emission factors were 21.7, 2.7, 38.2, and 3.6 g/(kg-fuel), respectively, for loaders, and 8.7, 2.4, 28.3, and 0.3 g/(kg-fuel), respectively, for cranes. NO emissions were highest and should be the main focus for emission controls. CO, HC, NO, and PM2.5 emissions measured were different from emission factors in the US Environmental Protection Agency NONROAD model and the Chinese National Guideline for Emission Inventory Development for Non-Road Equipment. This indicates that improving emission inventory accuracy for non-road equipment requires more real-world emission measurements.
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Taipale, R., M. K. Kajos, J. Patokoski, P. Rantala, T. M. Ruuskanen, and J. Rinne. "Role of de novo biosynthesis in ecosystem scale monoterpene emissions from a boreal Scots pine forest." Biogeosciences Discussions 7, no. 6 (November 1, 2010): 8019–40. http://dx.doi.org/10.5194/bgd-7-8019-2010.
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Abstract. Monoterpene emissions from Scots pine have traditionally been assumed to originate as evaporation from specialized storage pools. More recently, the significance of de novo emissions, originating directly from monoterpene biosynthesis, has been recognized. To study the role of biosynthesis in the ecosystem scale, we measured monoterpene emissions from a Scots pine dominated forest in southern Finland using the disjunct eddy covariance method combined with proton transfer reaction mass spectrometry. The interpretation of the measurements was based on a hybrid emission algorithm describing both de novo and pool emissions. During the measurement period May–August 2007, the monthly medians of daytime emissions were 170, 280, 180, and 180 μg m−2 h−1. The emission potential for both de novo and pool emissions exhibited a decreasing summertime trend. The ratio of the de novo emission potential to the total emission potential varied between 30% and 46%. Although the monthly changes were not significant, the ratio always differed statistically from zero, i.e., the role of de novo biosynthesis was evident. The hybrid approach showed promising potential for the improvement of the ecosystem scale emission modelling. Given this feature and the significant role of biosynthesis, we recommend incorporating both de novo and pool emissions into the monoterpene emission algorithms for Scots pine dominated forests.
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Mihajlovic, Marina, Dimitrije Stevanovic, Jovan Jovanovic, and Mica Jovanovic. "VOC emission from oil refinery and petrochemical wastewater treatment plant estimation." Chemical Industry 67, no. 2 (2013): 365–73. http://dx.doi.org/10.2298/hemind120427077s.
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The introduction of environmental legislation improvement for industrial producers in Serbia, notably the Integrated Pollution Prevention Control (IPPC) license, will oblige the industrial producers to provide annual report on the pollutant emissions into the environment, as well as to pay certain environment fee. Wastewater treatment plant can be a significant source of volatile organic compounds (VOCs) diffuse emissions, which are difficult to measure directly. In the near future reporting obligations might expend to benzene and other VOCs. This paper deals with gaseous emissions calculations from API separator based on the emission factors and the adequate software applications. The analyzed results show that the estimated emission values differ depending on the applied method. The VOC emissions have been estimated using US EPA and CONCAWE emissions factors. The calculated emissions range from 40 to 4500 tons/year for oil refinery WWTP of 2,000,000 m3/year. The calculations of benzene and toluene emissions have been performed using three methods: US EPA emission factors, WATER9, and Toxchem+ software. The calculated benzene and toluene emissions range from 5.5-60 and 0.7-20 tons/year, respectively. The highest emission values were obtained by the US EPA emission factors, while the lowest values were the result of Toxchem+ analysis. The sensitivity analysis of obtained results included the following parameters: flow, temperature, oil content, and the concentration of benzene and toluene in the effluent. Wide range of results indicates the need for their official interpretation for the conditions typical for Serbia, thus establishing adequate national emission factors for future utilization of the ?polluter pays principle? on the VOC and benzene emissions.
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Qiao, Fengxiang, Lei Yu, and Michal Vojtisek-Lom. "On-Road Vehicle Emission and Activity Data Collection and Evaluation in Houston, Texas." Transportation Research Record: Journal of the Transportation Research Board 1941, no. 1 (January 2005): 60–71. http://dx.doi.org/10.1177/0361198105194100108.
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The newly developed on-road emission measurement device OEM-2100 was used to collect emissions in the Houston, Texas, area. The device can measure second-by-second fuel consumption and emissions of nitrogen oxides, hydrocarbons, carbon monoxide, carbon dioxide, and particulate matter. A total of 459.0 mi of on-road tests and 813.9 min of idling tests were conducted on three passenger cars and two trucks under 170 different test conditions (170 bags placed). Global Positioning System data were recorded simultaneously in line with the emission data. Data were analyzed by a six-step data processing procedure. The bag-based analysis indicated that vehicle emissions varied strongly, not only with vehicle activity data but also with roadway facility types and vehicle specifications. Spatial distributions of tested emissions illustrated how the emissions altered along the driving routes. The tested vehicle emissions were compared with the MOBILE6.2 estimates, and significant differences were found for all vehicles and for most testing conditions. Among the roadway facility types, the largest difference was on arterial roads, where the tested on-road emissions were higher than MOBILE6.2 estimates. As for idling conditions, the tested emissions were much higher than MOBILE6.2 estimates and indicates a need for further investigation of idling emissions. The large amount of emission and vehicle activity data collected initiated a useful database in Houston with promising potential uses. More on-road vehicle emission tests are necessary to obtain more accurate and reliable local vehicle emission individuality and to establish a richer on-road emission database.
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Peng, Zhen, Lili Lei, Zhe-Min Tan, Meigen Zhang, Aijun Ding, and Xingxia Kou. "Dynamics-based estimates of decline trend with fine temporal variations in China's PM2.5 emissions." Atmospheric Chemistry and Physics 23, no. 22 (November 24, 2023): 14505–20. http://dx.doi.org/10.5194/acp-23-14505-2023.
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Abstract. Timely, continuous, and dynamics-based estimates of PM2.5 emissions with a high temporal resolution can be objectively and optimally obtained by assimilating observed surface PM2.5 concentrations using flow-dependent error statistics. The annual dynamics-based estimates of PM2.5 emissions averaged over mainland China for the years 2016–2020 without biomass burning emissions are 7.66, 7.40, 7.02, 6.62, and 6.38 Tg, respectively, which are very closed to the values of the Multi-resolution Emission Inventory (MEIC). Annual PM2.5 emissions in China have consistently decreased by approximately 3 % to 5 % from 2017 to 2020. Significant PM2.5 emission reductions occurred frequently in regions with large PM2.5 emissions. COVID-19 could cause a significant reduction of PM2.5 emissions in the North China Plain and northeast of China in 2020. The magnitudes of PM2.5 emissions were greater in the winter than in the summer. PM2.5 emissions show an obvious diurnal variation that varies significantly with the season and urban population. Compared to the diurnal variations of PM2.5 emission fractions estimated based on diurnal variation profiles from the US and EU, the estimated PM2.5 emission fractions are 1.25 % larger during the evening, the morning peak is 0.57 % smaller in winter and 1.05 % larger in summer, and the evening peak is 0.83 % smaller. Improved representations of PM2.5 emissions across timescales can benefit emission inventory, regulation policy and emission trading schemes, particularly for especially for high-temporal-resolution air quality forecasting and policy response to severe haze pollution or rare human events with significant socioeconomic impacts.
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Guo, Xixuan, Kaixiang Huang, Lanyu Li, and Xiaonan Wang. "Renewable Energy for Balancing Carbon Emissions and Reducing Carbon Transfer under Global Value Chains: A Way Forward." Sustainability 15, no. 1 (December 23, 2022): 234. http://dx.doi.org/10.3390/su15010234.
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Research on the relationship between a country’s renewable energy consumption and carbon emissions is of great significance for reducing carbon emissions embodied in international trade. There always exists a gap between production-based and consumption-based carbon emissions. Accordingly, this paper investigates the influence of renewable energy consumption on carbon emission balance, the ratio of production-based emissions to consumption-based emissions, in various countries using the ordinary least square (OLS) method and generalized method of moments (GMM) method. We found that a 1% increase in renewable energy consumption can decrease the carbon emission balance by 5.8%. Furthermore, renewable energy consumption can help narrow the gap between production-based and consumption-based carbon emissions in net emission exporters. In addition, renewable energy consumption can also weaken the negative impact of the global value chains (GVCs) division system on the carbon emission balance. The findings in this study fill the research gap by analyzing the heterogeneous impacts of renewable energy consumption on carbon emission balance embodied within a GVC division system in various countries and provide policy suggestions that renewable energy consumption should be encouraged in net emission exporters to reduce the carbon emission transfers.
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Wang, Guofeng, Maolin Liao, and Jie Jiang. "Research on Agricultural Carbon Emissions and Regional Carbon Emissions Reduction Strategies in China." Sustainability 12, no. 7 (March 26, 2020): 2627. http://dx.doi.org/10.3390/su12072627.
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Carbon emissions and strategies for reducing them have become hot topics in recent years. This study firstly measured the total amount and the intensity of agricultural carbon emissions (i.e., agricultural carbon emission per capital) in China. The results show that China’s total carbon emission in 2016 was 272.022 million tons, which is 26.67% more than that in 2000, with an average annual increase of 1.67%. It then compared the regional differences of agricultural carbon emissions in China using the method of coefficient of variation and the Theil index. Following this, this paper finally provides scientific and technological support for the reduction of agricultural carbon emissions in China based on a matrix of carbon emission reduction strategies.
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Zhou, Bingji, and Jiandong Li. "A review of the Spatial and Temporal Evolution of Carbon Emissions and Emission Reduction Potential in the Power Industry." International Journal of Global Economics and Management 3, no. 3 (July 28, 2024): 270–79. http://dx.doi.org/10.62051/ijgem.v3n3.31.
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The situation of global warming is becoming more and more serious. As an important field of total carbon emission control, it is of great significance to study the power industry for achieving global climate goals and sustainable development. Firstly, the related concepts of carbon emissions, carbon peaking, carbon neutralization and emission reduction potential in the power industry are introduced. Secondly, from the international and domestic perspectives, the latest research progress of carbon emissions accounting, carbon emissions influencing factors, carbon emissions prediction and emission reduction potential in the power industry are summarized and sorted out. Finally, the existing research on carbon emissions in the power industry is analyzed from four aspects.
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Zhang, Ying, Xinping Yang, and Mingliang Fu. "Emission Characteristics of Particle Number from Conventional Gasoline and Hybrid Vehicles." Sustainability 16, no. 1 (December 19, 2023): 12. http://dx.doi.org/10.3390/su16010012.
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Vehicular particle number (PN) emissions have garnered increasing attention. In this study, nine light-duty vehicles, involving conventional internal combustion engine gasoline vehicles (ICEVs) and hybrid electric vehicles (HEVs), underwent testing on a chassis dynamometer to elucidate key factors influencing PN emissions. We found that with more stringent emission standards Gasoline Direct Injection (GDI) vehicles exhibited a reduction in PN emission factors. Higher PN emissions for GDI vehicles than vehicles with Multi-Port Fuel Injection (PFI) engines were observed; meanwhile, HEV showed lower PN emissions than ICEVs. PN emissions for cold start consistently exceeded warm start across vehicles with different standards and technologies. Notably, China VI HEV exhibited a substantial 19.2-fold increase in PN emissions for cold start compared to warm start. Analysis on a second-by-second basis revealed that cold-start emissions concentrated in low speed, while warm-start emissions were prominent in extra-high speed. Concerning vehicle specific power (VSP), the lowest mean PN emission rate occurred during idle conditions. PN emissions for China IV-VI ICEVs with GDI engines would increase with the increasing VSP, whereas China VI ICEVs with PFI engines and HEV with GDI engines showed varied patterns of PN emissions, especially under cold start. Our study would further facilitate formulating effective strategies for vehicular PN emissions.
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Ju, Liping, and Yibin Zhu. "CO2 Emission Accounting Model in Nonferrous Mining Industry." E3S Web of Conferences 358 (2022): 02019. http://dx.doi.org/10.1051/e3sconf/202235802019.
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The policy of carbon peak in 2030 address the question of how to account CO2 emissions of Nonferrous Mining. The aim of this study is to establish CO2 emissions accounting model, focused on usual activities, e.g. fuel combustion emission, process emission, emission from purchased and exported electricity and heat. And also to discuss explosive and urea emission sources to identify the significant process that contribute the most to climate change. Moreover, the accounting model is chosen to evaluate emissions of one mine in china, and explosive explosion and urea use of CO2 emissions accounting for 4.61% and 3.97%, respectively.
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Guo, Mengjie, Miao Ning, Shida Sun, Chenxi Xu, Gaige Zhang, Luyao Zhang, Runcao Zhang, et al. "Estimation and Analysis of Air Pollutant Emissions from On-Road Vehicles in Changzhou, China." Atmosphere 15, no. 2 (February 1, 2024): 192. http://dx.doi.org/10.3390/atmos15020192.
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Vehicle emissions have become a significant contributor to urban air pollution. However, studies specific to city-level vehicle emission inventories are still scarce and tend to be outdated. This study introduces a methodology for developing high-resolution monthly vehicle emission inventories. We applied this methodology to Changzhou in 2022 to analyze emission characteristics and generate gridded emission data with a resolution of 0.01° × 0.01°. The results show that the total vehicle emissions of carbon monoxide (CO), volatile organic compounds (VOCs), nitrogen oxides (NOx), and fine particulate matters (PM2.5) in Changzhou are 39.69, 8.68, 18.6, and 0.56 Gg, respectively. Light-duty passenger vehicles are the main contributors to CO (74.3%) and VOCs (86.1%) emissions, while heavy-duty trucks play a significant role in NOx (50.7%) and PM2.5 (34.7%) emissions. Gasoline vehicles are mainly responsible for CO (78.6%) and VOCs (91.4%) emissions, while diesel vehicles are the primary source of NOx (81.1%) and PM2.5 (70.6%) emissions. Notably, China IV vehicles have the highest emission contribution rates (ranging from 32.5% to 44.9%). Seasonally, emissions peak in winter and are lowest in April. Spatially, emission intensity is higher in the northeast of Changzhou compared to the west and south. The methodology presented in this study offers a valuable tool for developing comprehensive city-level emission inventories, and the results provide critical insights that can inform the formulation of effective environmental policies.
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Biliaieva, Viktoriia, Polina Mashykhina, Ivan Kalashnikov, Oleksandr Berlov, and Ivan Kravets. "Risk assessment in case of toxic chemical emission at railway transport." MATEC Web of Conferences 294 (2019): 02008. http://dx.doi.org/10.1051/matecconf/201929402008.
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Risk assessment during emission of toxic chemicals at railway transport is the problem of great scientific interest. To make such assessment we need special computer models. At present, in Ukraine,we have lack of such models. The authors present numerical models for territorial risk assessment in case of organized emissionsat railway transport (for example, emissions during locomotive movement) and in case of accident emissions (accident spills of dangerous cargo, emissions of NH3 from railway tank, etc.). The basis of the developed numerical models is the system of fundamental equations of fluid dynamics. These equations are solved numerically using implicit schemes of splitting. The developed models allow to take into account some important factors which influence the territorial risk value: probability of atmosphere conditions, train route, transport infrastructure at railway stations, probability of emission site.Also the process of pollutant chemical transformation in the atmosphere is taken into account in the developed models. The developed models allow to predict territorial risk in case of moving source of emission (moving damaged railway tank).The results of numerical experiments are presented. These results illustrate territorial risk maps for different sites near Prydniprovska railway.
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Avalakki, UK, WM Strong, and PG Saffigna. "Measurement of gaseous emissions from denitrification of applied N-15 .I. Effect of cover duration." Soil Research 33, no. 1 (1995): 77. http://dx.doi.org/10.1071/sr9950077.
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Measurement of gas emissions from denitrification of applied N has been restricted because of the lack of a convenient method. Recently a method using an electric are to measure 15N contents of dinitrogen (N2) and nitrous oxide (N2;O) in air has been developed. Gas emissions from denitrification of applied 15N were determined using this method for gas analysis of the 15N2 and 15N2O captured beneath an air-tight soil cover. Loss of 15N was calculated from gas emission measurements by two methods, accumulation of daily emissions and from the peak 15N emission value by assuming linear increase and decrease over the period of emissions. Losses estimated at low emissions with incomplete soil saturation were similar (1.9 - 5.6% 15N applied) for the two methods. Losses estimated at higher emissions with complete soil saturation were higher when calculated using peak emission values (14.8 - 28.5%) rather than accumulated daily emissions (9.5 - 18.7%). Losses estimated by emissions were compared with 15N loss estimated by mass balance at the completion of two successive soil saturations. As daily cover duration was shortened, gas emission estimates of loss more closely approximated total gaseous 15N as estimated from unaccounted for 15N in the15N balance. With shortest cover duration (15 min day-1) there was close agreement (94% estimated from peak emissions) with 15N loss estimated by 15N balance. A strategy for quantitatively estimating 15N loss by emission measurements is suggested.
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Denmead, O. T., D. Chen, D. W. T. Griffith, Z. M. Loh, M. Bai, and T. Naylor. "Emissions of the indirect greenhouse gases NH3 and NOx from Australian beef cattle feedlots." Australian Journal of Experimental Agriculture 48, no. 2 (2008): 213. http://dx.doi.org/10.1071/ea07276.
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Emissions of indirect greenhouse gases, notably the nitrogen gases ammonia (NH3) and the odd oxides of nitrogen (NOx), play important roles in the greenhouse story. Feedlots are intense, but poorly quantified, sources of atmospheric NH3 and although production of NOx is to be expected in feedlots, rates of NOx emission are virtually unknown. In the atmosphere, these gases are involved in several transformations, but eventually return to the earth in gaseous or liquid form and can then undergo further transformations involving the formation and emission of the direct greenhouse gas nitrous oxide (N2O). The IPCC Phase II guidelines estimate that indirect N2O emissions due to atmospheric deposition of N compounds formed from NH3 and NOx could be ~14% of the direct emissions from agricultural soils or from animal production systems. IPCC recommends that these indirect emissions be accounted for in making inventory estimates of N2O emission. This paper is a preliminary report of emissions of NH3 and NOx from two Australian feedlots determined with micrometeorological techniques. Emissions of nitrogen gases from both feedlots were dominated by emissions of NH3. The average NH3 emission rate over both feedlots in winter was 46 g N/animal.day, while that of NOx was less than 1% of that rate at 0.36 g N/animal.day. It was apparent that NH3 release was governed by the wetness of the surface. Rates of emission from the feedlot with the wetter surface were almost three times those from the other. The IPCC default emission factor for the combined emission of NH3 and NOx from livestock is 0.2 kg N/kg N excreted, but in our work, the emission factor was 0.59 kg N/kg N excreted. Potential emissions of N2O due to NH3 and NOx deposition were estimated to be of the same magnitude as the direct N2O emissions, the sum of direct and potential indirect amounting to ~3 g N2O-N/animal.day. If applied nationally, this would represent a contribution of N2O from Australian feedlots of 533Gg CO2-e or 2.2% of all Australian N2O emissions.