Air pollution and climate change co-benefit opportunities in the road transportation sector in Durban, South Africa

In this study, we selected the production processes and main products of three typical chemical enterprises in Shanghai, namely SH Petrochemical (part of the oil-refining sector), SK Ethylene, and HS Chlor-Alkali, to quantitatively assess the synergistic effects across technology, policy, and emission mechanisms. The localized air pollutant levels and greenhouse gas emissions of the three enterprises were calculated. The synergistic effects between the end-of-pipe emission reductions for air pollutants and greenhouse gas emissions were analyzed using the pollutant reduction synergistic and cross-elasticity coefficients, including technology comparisons (e.g., acrylonitrile gas incineration (AOGI) technology vs. traditional flare). Based on these data, we used the SimaPro software and the CML-IA model to conduct a life cycle environmental impact assessment regarding the production and upstream processes of their unit products. By combining the life cycle method and the scenario simulation method, we predicted the trends in the environmental impacts of the three chemical enterprises after the implementation of low-carbon development policies in the chemical industry in 2030. We also quantified the synergistic effects of localized air pollutant and greenhouse gas (GHG) emission reductions within the low-carbon development scenario by using cross-elasticity coefficients based on life cycle environmental impacts. The research results show that, for every ton of air pollutant reduced through end-of-pipe treatment measures, the HS Chlor-Alkali enterprise would increase its maximum CO2 emissions, amounting to about 80 tons. For SK Ethylene, the synergistic coefficient for VOC reduction and CO2 emissions when using AOGI thermal incineration technology is superior to that for traditional flare thermal incineration. The activities of the three enterprises had an impact on several environmental indicators, particularly the fossil fuel resource depletion potential, accounting for 69.48%, 53.94%, and 34.23% of their total environmental impact loads, respectively. The scenario simulations indicate that, in a low-carbon development scenario, the overall environmental impact loads of SH Petrochemical (refining sector), SK Ethylene, and HS Chlor-Alkali would decrease by 3~5%. This result suggests that optimizing the upstream power structure, using “green hydrogen” instead of “grey hydrogen” in hydrogenation units within refining enterprises, and reducing the consumption of electricity and steam in the production processes of ethylene and chlor-alkali are effective measures in reducing carbon emissions in the chemical industry. The quantification of the synergies based on life cycle environmental impacts revealed that there are relatively strong synergies for air pollutant and GHG emission reductions in the oil-refining industry, while the chlor-alkali industry has the weakest synergies.

Early in the planning of the Panama Canal, Navy Commander Thomas Oliver Selfridge, Jr., wrote that “advantageous as an interoceanic canal would be to the commercial welfare of the whole world, it is doubly so for the necessities of American interests.”1 And indeed, since the Canal opened in 1914, it has been the main conduit for ocean-going ships carrying trade worldwide. Today the United States ranks number one in tons of cargo passing through the Canal (China ranks number two).2 In 2011 nearly 13,000 ocean-going cargo ships made the passage.3 Starting in the late 1950s (and expanding rapidly thereafter), internationally traded goods started being shipped in large metal containers, making it possible to load and unload cargo by machine instead of by hand and spurring the manufacture of larger ships.4 “Panamax” ships were designed to be just small enough to squeeze through the locks of the Canal.5 Today, even larger ships—called “post-Panamax” because they are too large to fit through the Canal6—make up 16% of the world’s container fleet but account for nearly half the fleet’s cargo capacity.7 To allow these larger ships to transit the Canal and increase its ability to handle higher volumes of ships, Panama is building a third set of locks, with construction expected to be finished in 2015.7 The Panama Canal expansion has sparked the competitive imagination of East Coast and Gulf Coast (EC/GC) port authorities, who hope to capture some of the 70% of U.S. imports currently controlled by West Coast (WC) ports.8 Ports typically make their revenues through leases with shipping lines, wharfage fees, and tariffs. So the more containers a port handles, the more money it can make. Experts at the U.S. Army Corps of Engineers (USACE) call the Panama Canal expansion a likely “game changer” for U.S. trade, potentially redistributing the market share of each coast’s ports, as well as opening up new import and export markets for agricultural and other products along inland waterways.7 Some have estimated that container volumes at EC/GC ports could more than double from 2012 to 2029.7 But with this growth come questions about what major initiatives to expand cargo capacity could mean for public health in these port cities.

The members of the Cooperation Council for the Arab States of the Gulf have typically addressed water scarcity problems by building energy-intensive desalination plants. Few efforts have addressed water scarcity through metering, pricing, and other efficiency measures to reduce demand. This paper examines how decreased leakage in the water distribution system and decreased residential water use in Abu Dhabi, United Arab Emirates, could decrease air pollutant and greenhouse gas emissions from desalination plants. We developed a probabilistic model to predict the effects of water use reductions on pollutant emissions from Abu Dhabi's major independent water and power plants, which use a combination of multi-stage flash distillation and multi-effect distillation to produce fresh water from seawater drawn from the Arabian Gulf. We examine three categories of scenarios for reducing water use: increasing the price signal to residential users, instituting demand management programs among residential users, and reducing water loss in the distribution system. Our analysis suggests that water conservation price incentives could reduce air pollutant and greenhouse gas emissions by 1% to 5%, depending on assumptions about how households respond to the incentives. Demand-side management programs curbing per capita water use to levels typical of the Singapore or the UK would curb emissions by 10% or 11%, respectively. Reducing water loss during distribution from the current high level of 35% to 15% (similar to loss rates in other developed nations) could cut emissions by more than 3%. Overall, our analysis suggests that high per capita water use contributes to ambient air pollution and greenhouse gas emissions in Abu Dhabi.

The Ports of Los Angeles and Long Beach, collectively known as the San Pedro Bay Ports, serve as vital gateways for freight movement in the United States. The COVID-19 pandemic and other influencing factors disrupted freight movement and led to unprecedented cargo surge, vessel congestion, and increased air pollution and greenhouse gas emissions from seaport and connected freight system operations beginning in June 2020. In this study, we conducted the first comprehensive monthly assessment of the excess particulate matter, oxides of nitrogen (NOx), and carbon dioxide (CO2) emissions due to the heightened congestion and freight transport activity from ocean-going vessels (OGVs), trucks, locomotives, and cargo handling equipment (CHE) supporting seaport operations. Excess emissions peaked in October 2021 at 23 tons of NOx per day and 2001 tons of CO2 per day. The strategic queuing system implemented in November 2021 significantly reduced the number of anchored and loitering OGVs and their emissions near the ports, even during continued high cargo throughput until Summer 2022. Looking forward, we analyzed projected emissions benefits of adopted California Air Resources Board regulations requiring cleaner and zero-emission trucks, locomotives, and CHE over the next decade. If a repeated port congestion event were to occur in 2035, NOx emissions from land-based freight transport should be lessened by more than 80%. Our study underscores the potential emissions impacts of disruptions to the freight transport network and the critical need to continue reducing its emissions in California and beyond.

Chapter 6 - Air pollutant and greenhouse gas emissions (GHG)

Exploring the public's willingness to reduce air pollution and greenhouse gas emissions from private road transport in Catalonia

Cap and Trade Legislation for Greenhouse Gas Emissions

Evaluation of potential co-benefits of air pollution control and climate mitigation policies for China's electricity sector

PurposeThe purpose of this investigation is the dynamic modelling of greenhouse gas (GHG) and air pollution emissions, to identify technology and policy options for reducing GHG and air pollution, and to explain how these options might affect the different variables of mobile source emission systems in Kosovo.Design/methodology/approachFor modelling impacts of the technology and policy options for reducing GHG and air pollution, the model STELLA software has been used. The annual total emission for air pollutants (CO, NOx, CHx, SO2 and dust) and GHG (CO2) from the year 2000 up to 2025 is calculated. 2000 is taken as the base year for emission. Initial data value for vehicle population is taken from MEM and from World Bank ESTAP Project for Kosovo. Projection for the total number of vehicles in Kosovo is calculated with the WB Atlas Method, while the projection for emission factors and total annual emission for Air Pollutants and GHG (CO2) are calculated with US EPA methodology.FindingsFrom the results obtained using this model, the variables that drive GHG and air pollutant emissions and reduction in transport are identified. This model, predicts high emission of air pollutions and GHG in the short term from 2000 to 2010. After 2015, due to implementing the emission reduction policies and introducing new technologies in transportation, a continual reduction in air pollution will take place, whereas the CO2 output up to 2025 will be reduced by 25 percent in comparison with the emission values of 2007.Originality/valueModels presented here are the first, together with original data and results, with the predictions which are regional, but accepted globally. This work is original, since no such analysis has been carried out about mobile source emission systems in Kosovo. The paper provides data and results on which further research could be carried out.

The objective of the study is to empirically examine the air pollution, greenhouse gas (GHG) emissions and low birth weight in Pakistan through the cointegration and error correction model over a 36-year time period, i.e., between 1975 and 2012. The study employed the Johansen cointegration technique to estimate the long-run relationship between the variables, while an error correction model was used to determine the short-run dynamics of the system. The study was limited to the following variables, including carbon dioxide emissions, methane emissions, nitrous oxide emissions, GHG emissions, and low birth weight in order to manage robust data analysis. The results reveal that air pollution and GHG emissions significantly affects the low birth weight in Pakistan. In the long run, carbon dioxide emissions act as a strong contributor for low birth weight, as the coefficient value indicates there is a more elastic relationship (i.e., -1.214, p<0.000) between them, whereas in the short run, this results has been evaporated. Subsequently, in the short run, GHG emissions have a one-to-one corresponding relationship with the low birth weight in Pakistan. Nitrous oxide emissions, both in the short and long run, have a significant and less elastic relationship (i.e., -0.517 with p<0.001 and -0.335 with p<0.090). Methane emissions have no significant relationship with the low birth weight in Pakistan.

Well-to-wheel analysis of energy consumption, greenhouse gas and air pollutants emissions of hydrogen fuel cell vehicle in China

Motorcycles, cars, and buses in urban areas contribute significantly to greenhouse gas (GHG) emissions and air pollutants. Particularly, Ho Chi Minh City (HCMC) has the highest vehicle traffic intensity in Vietnam. To improve the traffic system, HCMC has implemented urban railway projects, and this research aims to quantify the co-benefits of these public transport systems. The study used the EMISENS model and the TAMP-EARMOD simulation model system to assess the current situation and to predict the GHG and air pollution emissions when Metro Line 1 (Ben Thanh – Suoi Tien) operates stably. The reduction of air pollution and GHG is calculated to identify the co-benefits when a part of personal transport means is substituted by Metro Line 1. The results show that, if Metro Line 1 is put into operation and reaches 80% of its transport capacity, the air emissions on the route parallel to Metro Line 1 decrease 429.94 tons/year, 13,639.32 tons/year, 11.36 tons/year, 1,137.84 tons/year, 24.27 tons/year for NOx, CO, SO2, NMVOC, and PM2.5, respectively. Importantly, the emission of CO2eq reduces above 49.6 million tons per year, equivalent to 25.4%. Based on these results, the study proposes measures to optimize the deployment of Metro Line 1 to maximize the attainment of co-benefits.

This study investigates the impact of Road Transport Emission Reduction Policies (RTERPs) on air pollutant and greenhouse gas (GHG) emissions in Vijayawada, a non-attainment city in India. Utilising the Activity-Structure-Emission Factor (ASF) modeling technique, we developed an on-road transportation sector emission inventory for the base year 2021, encompassing both vehicle exhaust and non-exhaust emissions. The study found that vehicle exhaust emissions of PM10, NO2, CO, and HC in 2021 were 4.7 Gg, 5.6 Gg, 17.3 Gg, and 2.4 Gg, respectively.The study evaluated the effectiveness of RTERPs under different scenarios for 2030. Alternative Scenario I (ALT-I-2030), incorporating national-level policies such as vehicle scrappage, cleaner fuels, and electric vehicle promotion, is projected to reduce pollutant emissions by 22-45%. For instance, PM10 emissions are expected to decrease by 22%, while NO2 emissions could see a reduction of up to 45%. ALT-II-2030, due to local-level strategies like low-emission zones in addition to national policies, demonstrates a more significant reduction in vehicle exhaust emissions, ranging from 42% to 68%. Under this scenario, PM10 emissions are projected to decrease by 42%, and NO2 emissions could potentially decline by 68%.While ALT-II-2030 reduces CO2 emissions from vehicle exhaust by 29% (from 550 Gg in 2021 to 390 Gg in 2030), the study highlights the potential for indirect CO2 emissions from coal-based electricity generation to power the growing electric vehicle fleet, potentially offsetting the positive effects of RTERPs.Non-exhaust emissions were also quantified, with resuspended road dust constituting the primary source, contributing approximately 94% of PM emissions (nearly 2.4 Gg) in 2021. Meanwhile, tyre, brake, and road wear contributed to 1%, 3%, and 2% respectively.&amp;#160; The spatial distribution of both vehicle exhaust and non-exhaust emissions exhibits significant heterogeneity, emphasising the need for localised control strategies in urbanising regions. This study underscores the importance of adopting balanced strategies that simultaneously address air quality concerns and promote sustainable transportation systems, aligning with Sustainable Development Goals 11.2 and 11.6.2.Keywords: Road transport emissions, Emission inventory, Urban air quality, Scenario analysis, Exhaust and non-exhaust emissions&amp;#160;

Exergetic life cycle assessment of hydrogen production from renewables

With increases in the economy and standards of living, energy consumption has grown significantly in China, which has resulted in serious local air pollution and greenhouse gas emissions. Because both carbon dioxide (CO2) and air pollutant emissions mainly stem from fossil energy use, a co-control strategy is simulated and compared with single control in China, using an integrated assessment model (Global Change Assessment Model-Tsinghua University (GCAM-TU)) in this paper. We find that end-of-pipe (EOP) control measures play an important role in reducing air pollution in the near future, but in the long run, optimizing the energy system is an effective way to control both emissions. Reducing air pollutant might take a “free-ride” of decarbonizing the energy system. Compared with a single control of air pollutants, a co-control strategy is likely to reduce the requirement of EOP control measures. The result guides the Chinese government to consider a systemic and scientific plan for decarbonizing the energy system and co-controlling CO2 and air pollutant, in order to avoid duplicate investments in infrastructure and lockup effect. The solution could be extended to many other developing countries, such as India and Africa, which is helpful to realize the goals of United Nations (UN) Sustainable Development Agenda.