Academic literature on the topic 'Sulfur oxides China'

The real solution to the emissions of carbon dioxide and nitrogen and sulfur oxides is obvious: China needs to break its addiction to fossil fuels. The perfect alternative fuel will be hydrogen. The reaction of water with aluminum and its alloys can generate hydrogen. This paper introduces the concept of aluminum hydrogen energy industry and discusses the development of aluminum hydrogen energy industry in China.

IIn therapeutic mud (peloids) of Lake Nuhu Nur, major oxides, trace elements, and mineral phases are determined from sedimentary columns taken in the central and near-coastal parts of the lake. In the center of the lake, layers with high and low contents of total sulfur (Stot) and S2− alternate. Sulfur is part of sulfates: gypsum, tenardite, and hexahydrite. The distribution of S is generally correlated with Na2O, CaO, Sr, and U with a strong negative correlation with other major oxides and trace elements. In near-coastal parts of the lake, there are layers enriched and depleted with CaO, which strongly correlates with Sr. Lithogeochemical signatures of peloids show concentration of therapeutic components in the bottom sediments of the lake due to processes similar to weathering of rocks of silicic composition in arid climate. In terms of major oxides and trace elements, peloids from Lake Nuhu Nur are generally comparable to those from Wudalianchi (Northeast China), coastal regions of Brazil, as well as Georgia and Spain, but are closest to therapeutic high-sulfur sulfate mud of Kopahue in Argentina.

Abstract. Shipping emissions have significant influence on atmospheric environment as well as human health, especially in coastal areas and the harbor districts. However, the contribution of shipping emissions on the environment in China still need to be clarified especially based on measurement data, with the large number ownership of vessels and the rapid developments of ports, international trade and shipbuilding industry. Pollutants in the gaseous phase (carbon monoxide, sulfur dioxide, nitrogen oxides, total volatile organic compounds) and particle phase (particulate matter, organic carbon, elemental carbon, sulfates, nitrate, ammonia, metals) in the exhaust from three different diesel engine power offshore vessels in China were measured in this study. Concentrations, fuel-based and power-based emissions factors for various operating modes as well as the impact of engine speed on emissions were determined. Observed concentrations and emissions factors for carbon monoxide, nitrogen oxides, total volatile organic compounds, and particulate matter were higher for the low engine power vessel than for the two higher engine power vessels. Fuel-based average emissions factors for all pollutants except sulfur dioxide in the low engine power engineering vessel were significantly higher than that of the previous studies, while for the two higher engine power vessels, the fuel-based average emissions factors for all pollutants were comparable to the results of the previous studies. The fuel-based average emissions factor for nitrogen oxides for the small engine power vessel was more than twice the International Maritime Organization standard, while those for the other two vessels were below the standard. Emissions factors for all three vessels were significantly different during different operating modes. Organic carbon and elemental carbon were the main components of particulate matter, while water-soluble ions and elements were present in trace amounts. Best-fit engine speeds during actual operation should be based on both emissions factors and economic costs.

The construction of a power plant using a 660 MWe supercritical circulating fluidized bed (CFB) boiler with co-combustion of coal and gangue has been proposed in China. Therefore, this study simulated the distribution law and transformation mechanism of sulfur-containing phases using three low-calorific samples of gangue and coal mixtures under different conditions, based on the thermodynamic simulation software HSC Chemistry. The results showed that sulfur low in calorific value coal is mainly converted into gas phase SO2, solid phase alkali metal sulfate (Na2SO4 and K2SO4), and alkaline earth metal sulfate (CaSO4 and MgSO4) in an oxidizing atmosphere. Under a reductive atmosphere, sulfur in coal is mainly converted into gaseous H2S, COS (Carbon oxysulfide), and solid FeSx. With an increase in the O/C ratio, the distribution curve of sulfur-containing substances contracted to lower temperatures. It was established that the sulfur fixation capacity of coal ash depends on the relative amounts of basic oxides and sulfur present in it. Relevant conclusions were also verified and compared to those of the laboratory small-fluidized bed test bench and the 3 MWth CFB combustion test bench.

Abstract. We use a chemical transport model to examine the change of sulfate-nitrate-ammonium (SNA) aerosols over China due to anthropogenic emission changes of their precursors (SO2, NOx and NH3) from 2000 to 2015. From 2000 to 2006, annual mean SNA concentrations increased by about 60% over China as a result of the 60% and 80% increases in SO2 and NOx emissions. During this period, sulfate is the dominant component of SNA over South China (SC) and Sichuan Basin (SCB), while nitrate and sulfate contribute equally over North China (NC). Based on emission reduction targets in the 12th (2011–2015) Five-Year Plan (FYP), China's total SO2 and NOx emissions are projected to change by −16% and +16% from 2006 to 2015, respectively. The amount of NH3 emissions in 2015 is uncertain, given the lack of sufficient information on the past and present levels of NH3 emissions in China. With no change in NH3 emissions, SNA mass concentrations in 2015 will decrease over SCB and SC compared to their 2006 levels, but increase over NC where the magnitude of nitrate increase exceeds that of sulfate reduction. This suggests that the SO2 emission reduction target set by the 12th FYP, although effective in reducing SNA over SC and SCB, will not be successful over NC, for which NOx emission control needs to be strengthened. If NH3 emissions are allowed to keep their recent growth rate and increase by +16% from 2006 to 2015, the benefit of SO2 reduction will be completely offset over all of China due to the significant increase of nitrate, demonstrating the critical role of NH3 in regulating nitrate. The effective strategy to control SNA and hence PM2.5 pollution over China should thus be based on improving understanding of current NH3 emissions and putting more emphasis on controlling NH3 emissions in the future.

Manganese dioxide is typically reduced to a bivalent state before being extracted; here, sulfur is considered an efficient reductant and sulfur–based reduction has been industrialized in China. In this study, the reaction mechanism between MnO2 and gaseous sulfur was investigated. Thermodynamically, the reduction of MnO2 by gaseous sulfur is feasible. The predominant phase diagram as functions of temperature and input S2(g) fraction in the S2–MnO2 system was calculated. Experimental validation showed that MnO2 was reduced stepwise to low-valence manganese oxides and manganese sulfate. The phase composition of the roasted products was complex, and MnS was inevitably formed. The valence state as well as microstructure of manganese dioxide during reduction roasting were also investigated by X-ray photoelectron spectroscopy (XPS) and scanning electron microscopy–energy-dispersive spectroscopy (SEM–EDS). The reaction process could be described by an unreacted nuclear model. Manganese was extracted by sulfuric acid solution after reduction by sulfur waste. In sulfuric acid, 95.2 wt% Mn extraction was achieved, using a roasting temperature of 450 °C, roasting time of 30 min, and S2/MnO2 molar ratio of 0.40. With the same conditions, low Fe extraction was achieved. On the other hand, in deionized water, 24.3 wt% Mn extraction was achieved, confirming the formation of MnSO4.

Air pollutants emitted by ships are one of the major causes of global environmental and human health problems, especially for sulfur oxides (SO2). In this study, a mini-sniffing sensor was mounted on the unmanned aerial vehicle (UAV) to monitor the concentration relationship between CO2 and SO2 in the exhaust gas of sailing ships, then the sulfur content of the ship’s fuel oil was estimated to evaluate the compliance of the fuel sulfur content (FSC) with IMO regulations. In the experiment, the measurement results of the exhaust gas of sailing ships in the Pearl River Delta were presented, the data set from February to April 2022 was provided, and 445 ships were comprehensively analyzed from the perspectives of ship length and ship type. From the experimental results, considering the error of the sensor, the compliance rate of the FSC of sailing ships entering and leaving the Pearl River reached 93.7%. To some extent, the current situation for meeting the 0.5% (m/m) limit is basically optimistic. The results represent the effectiveness of DECA policy implementation. This paper demonstrates the effectiveness and reliability of the UAV monitoring method in monitoring emissions from ships, and in more effectively monitoring the impact of shipping on air quality. Furthermore, an accurate and non-contact monitoring method is proposed, which can allow law enforcement officers to judge in advance whether the ships sailing is suspected of illegally using high-sulfur fuels. It can improve the efficiency of law enforcement and reduce the cost of supervision.

Thermal power enterprises are not only a major energy consumer, but also a significant emission source of sulfur dioxide (SO2) and nitrogen oxides (NOx). Due to the imbalance between costs and benefits, thermal power enterprises in China are not very active in energy conservation and emission reduction. Therefore, it is imperative to establish a market mechanism and enact more incentive policies related to energy conservation and emission reduction for the thermal power enterprises. The paper summarizes the policies for energy conservation and emission reduction in the thermal power enterprises. Also, based on a few leading indicators, the paper analyzes the progress that China has made during the 11th Five-Year-Plan period. Finally, some suggestions for future work are provided.

Abstract. We use a chemical transport model to examine the change of sulfate-nitrate-ammonium (SNA) aerosols over China due to anthropogenic emission changes of their precursors (SO2, NOx and NH3) from 2000 to 2015. From 2000 to 2006, annual mean SNA concentrations increased by about 60% over China as a result of the 60%~80% increases in SO2 and NOx emissions. During this period, sulfate is the dominant component of SNA over South China (SC) and Sichuan Basin (SCB), while nitrate makes equal contribution as sulfate over North China (NC). Based on emission reduction targets in the 12th (2011–2015) Five Year Plan (FYP), China's total SO2 and NOx emissions are projected to change by −16% and +16% from 2006 to 2015, respectively. However, the amount of NH3 emissions in 2015 is uncertain, given our finding that bottom-up inventories tend to overestimate China's ammonia emissions during the 2000–2006 period. With no change in NH3 emissions, SNA mass concentrations in 2015 will decrease over SCB and SC compared to their levels in 2006, but increase over NC where the magnitude of nitrate increase exceeds that of sulfate reduction. This suggests that the SO2 emission reduction target set by the 12th FYP, although effective in reducing SNA over SC and SCB, will not be successful over NC for which NOx emission control needs to be strengthened. If NH3 emissions are allowed to keep their recent growth rate and increase by +16% from 2006 to 2015, the benefit of SO2 reduction will be completely offset over all of China due to the significant increase of nitrate, demonstrating the critical role of NH3 in regulating nitrate. The effective strategy to control SNA and hence PM2.5 pollution over China should thus be based on improving understanding of current NH3 emissions and putting more emphasis on controlling NH3 emissions in the future.

The International Maritime Organization has strengthened global environmental regulations related to sulfur and nitrogen oxides contained in ship fuel oil since the beginning of 2020. One strategy to comply with the regulations is to fuel ships with liquefied natural gas (LNG) rather than with traditional heavy fuel oil. China and Japan are both developing a business structure for the bunkering of LNG through public–private partnerships to expand their leadership in the field in Northeast Asia and secure a competitive advantage. Compared to China and Japan, Korea has relatively inadequate laws, policy support, and best practices for safe and efficient LNG bunkering for ships. This article provides a comprehensive overview of the LNG bunkering regulation systems in China and Japan and addresses how these systems can be mirrored by Korea to improve the Korean system. It compares the legislative and normative rules of China and Japan regarding the complex global scenario of maritime transportation. The results show that Korea must revise its guidelines and create the advanced institutional framework required for the LNG bunkering market to support an eco-friendly shipping industry and maintain a competitive edge against China and Japan.

Any public debate about air pollution starts with the premise that air pollution cannot be good for you, so we should have less of it. However, it is much more difficult to determine how much is dangerous, and even more difficult to decide how much we are willing to pay for improvements in measured air pollution. Recent UK estimates suggest that fine particulate pollution causes about 6500 deaths per year, although it is not clear how many years of life are lost as a result. Some deaths may just be brought forward by a few days or weeks, while others may be truly premature. Globally, household pollution from cooking fuels may cause up to two million premature deaths per year in the developing world. The hazards of black smoke air pollution have been known since antiquity. The first descriptions of deaths caused by air pollution are those recorded after the eruption of Vesuvius in ad 79. In modern times, the infamous smogs of the early twentieth century in Belgium and London were clearly shown to trigger deaths in people with chronic bronchitis and heart disease. In mechanistic terms, black smoke and sulphur dioxide generated from industrial processes and domestic coal burning cause airway inflammation, exacerbation of chronic bronchitis, and consequent heart failure. Epidemiological analysis has confirmed that the deaths included both those who were likely to have died soon anyway and those who might well have survived for months or years if the pollution event had not occurred. Clean air legislation has dramatically reduced the levels of these traditional pollutants in the West, although these pollutants are still important in China, and smoke from solid cooking fuel continues to take a heavy toll amongst women in less developed parts of the world. New forms of air pollution have emerged, principally due to the increase in motor vehicle traffic since the 1950s. The combination of fine particulates and ground-level ozone causes ‘summer smogs’ which intensify over cities during summer periods of high barometric pressure. In Los Angeles and Mexico City, ozone concentrations commonly reach levels which are associated with adverse respiratory effects in normal and asthmatic subjects. Ozone directly affects the airways, causing reduced inspiratory capacity. This effect is more marked in patients with asthma and is clinically important, since epidemiological studies have found linear associations between ozone concentrations and admission rates for asthma and related respiratory diseases. Ozone induces an acute neutrophilic inflammatory response in both human and animal airways, together with release of chemokines (e.g. interleukin 8 and growth-related oncogene-alpha). Nitrogen oxides have less direct effect on human airways, but they increase the response to allergen challenge in patients with atopic asthma. Nitrogen oxide exposure also increases the risk of becoming ill after exposure to influenza. Alveolar macrophages are less able to inactivate influenza viruses and this leads to an increased probability of infection after experimental exposure to influenza. In the last two decades, major concerns have been raised about the effects of fine particulates. An association between fine particulate levels and cardiovascular and respiratory mortality and morbidity was first reported in 1993 and has since been confirmed in several other countries. Globally, about 90% of airborne particles are formed naturally, from sea spray, dust storms, volcanoes, and burning grass and forests. Human activity accounts for about 10% of aerosols (in terms of mass). This comes from transport, power stations, and various industrial processes. Diesel exhaust is the principal source of fine particulate pollution in Europe, while sea spray is the principal source in California, and agricultural activity is a major contributor in inland areas of the US. Dust storms are important sources in the Sahara, the Middle East, and parts of China. The mechanism of adverse health effects remains unclear but, unlike the case for ozone and nitrogen oxides, there is no safe threshold for the health effects of particulates. Since the 1990s, tax measures aimed at reducing greenhouse gas emissions have led to a rapid rise in the proportion of new cars with diesel engines. In the UK, this rose from 4% in 1990 to one-third of new cars in 2004 while, in France, over half of new vehicles have diesel engines. Diesel exhaust particles may increase the risk of sensitization to airborne allergens and cause airways inflammation both in vitro and in vivo. Extensive epidemiological work has confirmed that there is an association between increased exposure to environmental fine particulates and death from cardiovascular causes. Various mechanisms have been proposed: cardiac rhythm disturbance seems the most likely at present. It has also been proposed that high numbers of ultrafine particles may cause alveolar inflammation which then exacerbates preexisting cardiac and pulmonary disease. In support of this hypothesis, the metal content of ultrafine particles induces oxidative stress when alveolar macrophages are exposed to particles in vitro. While this is a plausible mechanism, in epidemiological studies it is difficult to separate the effects of ultrafine particles from those of other traffic-related pollutants.

Local air pollutants (LAPs), such as carbon monoxide, hydrocarbon, sulfur oxide, nitrogen oxide, ozone, and particulate matter, as well as greenhouse gas (GHG) emissions from the transport sector are rapidly increasing in the People’s Republic of China. Various measures to control LAPs have been implemented in the country, along with the adoption of strategies to mitigate GHG emissions. The connection between LAP and GHG emission control and reduction offers an opportunity to address both problems simultaneously. This paper presents a methodology that measures the benefits of co-control evaluation on mitigating LAP and GHG emissions. It highlights the methodology’s potential to help maximize measures and strategies that have significant co-control effects.