Reduce Air Emissions Research Articles

Impact of Air Emission Reduction Measures during the Asian Games on Air Quality and Health Risks in Hangzhou and Surrounding Cities

The purpose of this study was to analyze the air quality in Hangzhou and its surrounding areas during the 2023 Asian Games and assess the impact of safeguard measures on air quality. By comparing air quality monitoring data from Hangzhou and nearby cities between 23 September 2023, and 8 October 2023, with the same period in 2022, the analysis focused on the changes in air quality and the impact of PM2.5 and O3 on human health. The results show that during the 2023 Asian Games in Hangzhou, compared to the same period in 2022, the concentrations of pollutants showed the following changes: PM10 and NO2 concentrations decreased by 16.1% and 34.1%, respectively. PM2.5, CO, and O3 concentrations increased by 0.9%, 9.5%, and 14.4%, respectively. Spatially, compared with the same period in 2022, the PM2.5 concentration in Quzhou City decreased the most, reaching 23%, while the PM2.5 concentration in Huzhou City increased the most, reaching 27.1%. The largest decrease in PM10 concentration is in Wenzhou City, which is up to 28.2%, while the largest increase is in Zhoushan City, which is 9.2%. The concentration of NO2 generally decreases in all regions, with the biggest decrease in Zhoushan City, which reaches 36.2%. The concentration of CO only decreases in Shaoxing, and the highest increase is in Huzhou City. In terms of O3, the largest proportion increase is 23% in Ningbo. During the 2023 Asian Games in Hangzhou, the number of deaths from all-cause and cardiovascular diseases caused by short-term exposure to PM2.5 was 1780 and 795, respectively, which was 8.2% lower than the same period in 2022. During the Asian Games, the number of deaths from all-cause and cardiovascular diseases due to short-term exposure to O3 was 7332 and 3177, respectively, an increase of 2.8% compared with the same period in 2022.

Investigations on an integrated air-conditioning system using technologies of desiccant dehumidification, indirect evaporative cooling and CO2 capture

The advance of air-conditioning systems has become a popular topic, due to its huge energy consumption and the increasing demand of improving indoor air quality. Although various approaches have been proposed for humidity, temperature and CO2 control, their coordination has not yet been studied. In this study, the technologies of desiccant dehumidification, indirect evaporative cooling and direct CO2 capture are innovatively integrated in an air-conditioning system, by which their respective advantages can be exerted and limitations can be compensated. Under a base working condition with ambient temperature of 35 °C and relative humidity of 80%, the overall coefficient of performance of the integrated system reaches 0.93, with an improvement of 53.3% against a conventional scheme. The integrated system is more efficient at higher crowdedness. With occupant number from 2 to 22 in a room, the advantage of the integrated system ranges from 50.7% to 85.6%. Parametric studies on different indoor and outdoor conditions are conducted, indicating that the energy efficiency advantage is more outstanding at higher indoor temperature, lower ambient temperature and lower ambient humidity. The factors of economic, environment and health are discussed, where the integrated system exhibits superiority against conventional systems and existing studies as well. Approaches are raised to improve the performance and promote future studies. The results in this paper contribute to providing a scheme for the integration of different technologies and enlightening insights for the advance of air-conditioning systems for the sake of air quality improvement, energy saving and emission reduction.

Sustainable pathways for mitigating externalities in long-distance terrestrial transport

International agreements and European policies emphasise the necessity to reduce transport externalities, particularly by focusing on greenhouse gas (GHG) emissions. This reduction should align with improved accessibility to major urban areas, which is a goal explicitly associated with the Trans-European Transport Network (TEN-T). However, the correlation between these two objectives is not necessarily straightforward, as an increase in travel demand may contribute to the growth in transport externalities. This study economically evaluates the transport externalities generated along the Italian segment of the Brenner axis, which is the central part of the TEN-T Scandinavian–Mediterranean corridor. The aim of the analysis is twofold: (i) to ascertain whether the evolution of travel demand over the last decade aligns with European objectives on transport externalities; (ii) to project the expected effects to 2030 and 2040 under alternative scenarios. Existing data fail to reveal a clear trend, owing to fluctuating travel demands in recent years. Instead of indicating a generalised reduction in externalities, the data reflect a redistribution of costs among categories, with less effects from local pollutants and higher congestion and accident costs. The anticipated increase in travel demand is likely to exacerbate these externalities, thus further increasing road congestion and accident costs. This increase is not expected to be fully offset by the reduction in air and GHG emissions despite the enhanced efficiency of the vehicular fleet. The modal shift from road to rail, as well as the ongoing digitalisation processes, are imperative for effective road traffic management and reducing costs along the corridor.

Temporal variation of the PM2.5/PM10 ratio and its association with meteorological factors in a South American megacity: Metropolitan Area of Lima-Callao, Peru.

The Metropolitan Area of Lima-Callao (MALC) is a South American megacity that has suffered a serious deterioration in air quality due to high levels of particulate matter (PM2.5 and PM10). Studies on the behavior of the PM2.5/PM10 ratio and its temporal variability in relation to meteorological parameters are still very limited. The objective of this study was to analyze the temporal trends of the PM2.5/PM10 ratio, its temporal variability, and its association with meteorological variables over a period of 5years (2015-2019). For this, the Theil-Sen estimator, bivariate polar plots, and correlation analysis were used. The regions of highest mean concentrations of PM2.5 and PM10 were identified at eastern Lima (ATE station-41.2µg/m3) and southern Lima (VMT station-126.7µg/m3), respectively. The lowest concentrations were recorded in downtown Lima (CDM station-16.8µg/m3 and 34.0µg/m3, respectively). The highest average PM2.5/PM10 ratio was found at the CDM station (0.55) and the lowest at the VMT station (0.27), indicating a predominance of emissions from the vehicular fleet within central Lima and a greater emission of coarse particles by resuspension in southern Lima. The temporal progression of the ratio of PM2.5/PM10 showed positive and highly significant trends in northern and central Lima with values of 0.03 and 0.1 units of PM2.5/PM10 per year, respectively. In the southern region of Lima, the trend was also significant, showcasing a value of 0.02 units of PM2.5/PM10 per year. At the hourly and monthly level, the PM2.5/PM10 ratio presented a negative and significant correlation with wind speed and air temperature, and a positive and significant correlation with relative humidity. These findings offer insights into identifying the sources of PM pollution and are useful for implementing regulations to reduce air emissions considering both anthropogenic sources and meteorological dispersion patterns.

Cleaning up while Changing Gears: The Role of Battery Design, Fossil Fuel Power Plants, and Vehicle Policy for Reducing Emissions in the Transition to Electric Vehicles.

Plug-in electric vehicles (PEVs) can reduce air emissions when charged with clean power, but prior work estimated that in 2010, PEVs produced 2 to 3 times the consequential air emission externalities of gasoline vehicles in PJM (the largest US regional transmission operator, serving 65 million people) due largely to increased generation from coal-fired power plants to charge the vehicles. We investigate how this situation has changed since 2010, where we are now, and what the largest levers are for reducing PEV consequential life cycle emission externalities in the near future. We estimate that PEV emission externalities have dropped by 17% to 18% in PJM as natural gas replaced coal, but they will remain comparable to gasoline vehicle externalities in base case trajectories through at least 2035. Increased wind and solar power capacity is critical to achieving deep decarbonization in the long run, but through 2035 we estimate that it will primarily shift which fossil generators operate on the margin at times when PEVs charge and can even increase consequential PEV charging emissions in the near term. We find that the largest levers for reducing PEV emissions over the next decade are (1) shifting away from nickel-based batteries to lithium iron phosphate, (2) reducing emissions from fossil generators, and (3) revising vehicle fleet emission standards. While our numerical estimates are regionally specific, key findings apply to most power systems today, in which renewable generators typically produce as much output as possible, regardless of the load, while dispatchable fossil fuel generators respond to the changes in load.

A Review of Transportation Aviation Operational Safety Research in China and the United States

According to relevant data from ICAO and China's civil aviation, the global aviation industry is in a gradual recovery phase. As the world's first and second largest aviation markets, China and the U.S. have extensive cooperation in a number of fields such as aircraft and airborne equipment manufacturing, pilot training, air traffic management, energy conservation and emission reduction. Working together to address challenges and accelerate economic recovery is the main theme of the world today, and is a common priority for the global civil aviation industry. China and the United States have the responsibility to cooperate in all aspects under the framework of ICAO's Global Development Initiative and play a greater role in the recovery and development of global civil aviation.

Сотрудничество Китая и Республики Корея в экологической сфере и его влияние на регион Восточной Азии

In this article, the authors consider the issues of cooperation between China and the Republic of Kazakhstan in the field of Ecology. Recently, severe air pollution in China is becoming a serious environmental problem in East Asia. Air pollutants from China are becoming the main external factor in the deterioration of air quality in the Republic of Korea. Fine dust is transported over long distances, and under conditions of high concentration in the air, it looks like fog. Over the past few years, the Korean government and the PRC government have actively promoted policies to reduce "fine dust" and improve the air in the region. The solution of air pollution problems between South Korea and China involves the consideration of the issue of reducing air emissions by the PRC, expanding cooperation between the two states in the field of Environmental Policy. The study of environmental cooperation between the PRC and the Republic of Korea, the analysis of current issues in the field of Ecology on the basis of fine dust and the results of bilateral cooperation will determine the outcome of the environmental problem in the region. The main approach and method of studying this topic of research is"case studies", empirical methods of content analysis and information collection. In the article, the authors tried to use the most relevant data to help future readers conduct research. In conclusion, the authors conclude that the need to create conditions for the unhindered promotion of cooperation in the field of the air environment and the development of environmental cooperation between Korea and China is the priority task of the two states.

Co-benefits as a rationale and co-benefits as a factor for urban climate action: linking air quality and emission reductions in Moscow, Paris, and Montreal

If local governments reduce greenhouse gas emissions, they will not see effects unless a very large number of other actors do the same. However, reducing greenhouse gas emissions can have multiple local “co-benefits” (improved air quality, energy savings, even energy security), creating incentives for local governments to reduce emissions—if just for the local side-effects of doing so. Available empirical research yet shows a large gap between co-benefits as a rationale and an explanatory factor for climate mitigation by local governments: co-benefits are seemingly very large, but do not seem to drive local mitigation efforts. Relying on policy documents, available research, and other written sources, the present paper consists of a multiple case study addressing the link between co-benefits and climate mitigation in Moscow, Paris, and Montreal. Air quality plays a very different role in each case, ranging from a key driver of mitigation to a liability for local climate action. This heterogeneity of mechanisms in place emerges as a likely explanation for the lack of a clear empirical link between co-benefits and local mitigation in the literature. We finally discuss implications for urban climate action policy and research.

Analysis of Spatio-temporal Characteristics of Air Quality, Meteorological Impact, and Emission Reduction Effect During the Winter Olympics in Beijing-Tianjin-Hebei and Its Surrounding Areas

From January 31st to February 20th, 2015 to 2022, the spatio-temporal characteristics of the PM2.5 pollution evolution of 44 cities in the Beijing-Tianjin-Hebei Region and its surrounding areas were analyzed. The contribution of simultaneous meteorology, coordinated emission reduction, and cross-regional transmission to PM2.5 concentration and chemical component changes were quantified, respectively, with the aim to provide scientific reference for regional air quality joint prevention and control under adverse meteorological conditions. The results showed that the mean value of PM2.5 concentration of 44 cities in 2022 was the lowest(46 μg·m-3) without heavy pollution in the same period of the lunar calendar since 2015, whereas the proportion of days with good air quality was the highest(83.3%). PM2.5 pollution was more serious in the southern region than that in the northern region, and the high values were mainly concentrated along the Taihang Mountains and Yanshan transmission channel cities. In 2016, under the unregulated emission of fireworks in the Spring Festival, the proportion of unpolluted days was 93.5%, which means that the strong atmospheric diffusion ability was crucial to improve air quality. In 2022, the static weather index(SWI) increased by 2.1 compared with that in 2021, indicating unfavorable atmospheric diffusion capacity. The average and peak values of PM2.5 decreased by 14 μg·m-3 and 76 μg·m-3, respectively. The reduction in PM2.5 concentration in Beijing owing to emission reduction measures increased by 96% compared with that before one month. Under the adverse atmospheric background in the Shanxi-Shandong-Henan Region, which contributed to the increase in PM2.5 concentration, the peak value of PM2.5 concentration decreased by 87 μg·m-3, indicating that the peak clipping effect of regional collaborative pollution emission reduction was significant. From 2019 to 2022, the concentration of PM2.5 chemical components decreased yearly with narrowed spatial differences, and the high value was concentrated in the central and southern regions. The descending order of PM2.5 secondary component concentration decrease was as follows:organic matter(21.9%)>sulfate(20%)>ammonium salt(16.7%)>nitrate(9.7%). The proportion of nitrate in PM2.5 increased yearly to 30.1%, indicating that the contribution of traffic pollution was relatively prominent. In 2022, the SNA concentration in the Shanxi-Shandong-Henan Region increased. Pollution from external sources accounted for the main contribution in the Beijing-Tianjin-Hebei Region(>50%). Liaoning Province contributed significantly to the PM2.5 concentration in cities along the Bohai(>10%), and nitrate and sulfate were easy to transport over long distances. It is necessary to strengthen the coordinated control of precursors of secondary chemical components SO2, NOx, and NH3.

Spatiotemporal Variation and Driving Factors for NO2 in Mid-Eastern China

Nitrogen dioxide (NO2) is one of the major air pollutants in cities across mid-eastern China. Comprehending the spatial and temporal dynamics of NO2 drivers in various urban areas is imperative for tailoring effective air control strategies. Using data from ground-based monitoring stations, we investigated the impact of socioeconomic and meteorological factors on NO2 concentrations in cities in mid-eastern China from 2015 to 2021 using the Geographically and Temporally Weighted Regression (GTWR) model. The findings reveal a notable reduction of over 10% in NO2 concentrations since 2015 in most cities, notably a 50.5% decrease in Bozhou. However, certain areas within Anhui and Jiangsu have experienced an increase in NO2 concentrations. Significant spatial heterogeneity is observed in the relationship between NO2 concentrations and influencing factors. The permanent population density (POP) and the electricity consumption (EC) of the entire society exhibited the strongest correlations with NO2 concentrations, with average coefficients of 0.431 and 0.520, respectively. Furthermore, other economic factors such as urbanization rate (UR), the share of secondary sector output in total GDP (IS), and the coverage rate of urban green areas (CG) were predominantly positively correlated, while GDP per capita (PGDP) and civil car vehicles (CV) demonstrated primarily negative correlations. Furthermore, we examined the correlations between four meteorological factors (temperature, relative humidity, wind speed, and precipitation) and NO2 concentrations. All these factors exhibited negative correlations with NO2 concentrations. Among them, temperature exhibited the strongest negative correlation, with a coefficient of −0.411. This research may contribute valuable insights and guidance for developing air emission reduction policies in various cities in mid-eastern China.

Impact of real-world driving characteristics on the actual fuel consumption of motorcycles and implications for traffic-related air pollution control in Vietnam

This study aims to identify the impact of real-world driving characteristics on the actual fuel consumption (FC) of motorcycles (MC) so that drivers can have better driving behavior to save fuel and reduce air emissions. A data logger installed directly on MC was utilized to gather real-world operation data of MC which includes instantaneous speed and fuel consumption rate (FRinst), second by second. The collected data were preprocessed, then fed to extract typical driving characteristic parameters that strongly impact the fuel consumption of MC. Among the extracted parameters, vehicle-specific power (VSP) and its distribution best reflect the impact of real-world driving characteristics on the FC rate of MC (R2 = 0.88). The VSP bin in the range [0, 1] has the highest FC, 3.6 L/100 km, while the actual FC corresponding to the full VSP distribution of MC in Hanoi is 3.01 L/100 km only. Among the running modes of MC, creeping mode is the most fuel-wasting one, up to 7.9 L/100 km. In steady running mode, FRinst in the high-speed range is higher than that in the low-speed range. Overall, the larger the average speed and cruising time proportion plus the smaller the proportions of stopping and creeping time, the lower the emissions and the better the fuel economy. Thus, smooth driving technique could save fuel and reduce air pollutant emissions.

The road to zero emission shipbuilding Industry: A systematic and transdisciplinary approach to modern multi-energy shipyards

The International Maritime Organisation focuses on decarbonising the operational phase of a ship's life cycle. However, shipbuilding contributes to a significant amount of greenhouse gas emissions and air pollutants and has negative impacts on society. Holistic and transdisciplinary studies of the shipbuilding energy sector are lacking and a holistic approach is needed to discuss the potential of measures and tools to improve the shipbuilding industry with zero emissions. This study is an interdisciplinary approach to provide trends, recommendations and policies for decarbonisation of the shipping industry from a life cycle perspective. Taking into account a holistic and transdisciplinary approach, the energy sector in shipbuilding is categorised into an energy supply system, an energy economic system and an energy ecosystem, and the main disciplines for improving energy efficiency and promoting “zero emissions” for shipyards are identified, measures and tools within each discipline are proposed, and their mitigation potential and key issues for improving energy efficiency and reducing air emissions from shipyard activities are discussed. The case study highlights the economic, environmental and sustainability benefits of implementing the proposed modern energy system in an Italian shipyard. Although there is no silver bullet to eliminate air emissions in the shipbuilding industry due to the complexity, the different reduction potentials, the costs and the relationship and interaction between measures and tools, the implementation of the energy management framework can accelerate the transition to a zero-emission shipbuilding industry.

ЗАБЕЗПЕЧЕННЯ РОЗВИТКУ ТРАНСПОРТНОГО ПІДПРИЄМСТВА НА ЗАСАДАХ СТАЛОГО РОЗВИТКУ

The article is concerned with studying the theoretical and methodological aspects of development of a transport enterprise on the basis of sustainable development. The relevance of the issue is due to the acceleration of changes in the external environment of economic activity of transport enterprises, which necessitates adjustments to the management system. Climate change, a decrease in the amount of available resources, changing societal requirements and the need to ensure energy efficiency are increasing the relevance of a sustainable development strategy in the modern economy. The issue of phasing out fossil fuels and developing sustainable closed supply chains is a critical issue. At the same time, the transportation sector is one of the largest sources of pollution and energy consumption. An obstacle to sustainable development is the widespread belief that development should be defined primarily as economic growth. This is the frame-work that has been used for many years by developed countries to achieve their current levels of material well-being. The problem with this approach is that, firstly, economic growth does not always guarantee social justice, and secondly, natural resources are depleting in terms of both quality (environmental pollution) and supply (oil reserves). The concept of sustainable development of a transport company is based on achieving a reasonable balance between environmental, economic, social and cultural needs of people. The economic component of sustainable development is focused on the efficient use of limited resources, energy savings, and the use of environmental and material-saving technologies. It includes the use of costeffective routes, combined transportation, ensuring fair prices for services and quality assurance to consumers, increasing the competitiveness of the enterprise, striving for higher added value. The socio-cultural component involves maintaining the sustainability of cultural and social systems, and fair distribution of benefits. It includes social responsibility of enterprises, competence of employees, ensuring occupational safety, as well as good and ergonomic working conditions for employees, and reducing road accidents. The environmental component is aimed at maintaining the integrity of natural systems for current and future generations. It includes the use of renewable energy sources, energy saving, reduction of air emissions and the use of environmentally friendly vehicles. The sustainable development of a transport enterprise is first of all its harmonious development, that is, one that involves the harmonization of all three components.

A policy perspective on Nova Scotia's plans to reduce dependency on fossil fuels for electricity generation and improve air quality

Installed capacity of renewable resources to generate electricity is increasing globally. The global share of renewables is expected to grow sharply in the next decade by replacing fossil fuel-fired power generating stations with hydropower, wind, and solar generation. This increasing trend will help reduce air pollution and greenhouse gas (GHG) emissions from fossil fuel combustion, and contribute to limit the global temperature increase by 1.5 °C. Nova Scotia, Canada, is committed to follow this trend by closing the remaining coal-fired power plants by 2030, although it still relies heavily on coal as its major fuel for electricity generation and failed to meet renewable electricity generation targets of 40% in 2020. Although Nova Scotia is still committed to meet a supply of 80% renewables in less than ten years, it is not clear how this will be achieved. This short review analyzes the provincial plan to reduce dependency on coal and provides an overview of recent developments in policies to reduce air emissions from fossil fuel combustion. Existing monitoring and reporting programs revealed that provincial air emission caps on the electricity sector resulted in a reduction of more than 50% emissions of nitrogen oxides and sulphur oxides from 2002 to 2020. These annual caps, which will be progressively reduced until 2025, have already proven to be an effective strategy to reduce harmful air emissions from power stations in the province. However, volatile organic compounds (VOCs) and particulate matter (PM), two harmful air pollutants also relevant to the electricity sector, are not yet regulated by provincial policy. This review recommends a revision in the monitoring and reporting programs and transition to renewables to reduce air pollution. • Nova Scotia, Canada relies heavily on fossil fuels to generate electricity. • Fossil fuel combustion contributes to air pollution globally and in Nova Scotia. • Nova Scotia has committed to close all coal plants by 2030, but implementation is unclear. • Emission caps have helped reduce emissions of nitrogen oxides and sulphur oxides from 2002 to 2020. • Transition to renewables is recommended to reduce air pollution.

Long-Term Effects of COVID-19, and Its Impact on Business, Employees, and CO2 Emissions, a Study Using Arc-GIS Survey 123 and Arc-GIS Mapping

Further investigation is needed to study the impacts of the COVID-19 lockdown and subsequent lifestyle changes. The global pandemic caused a high degree of uncertainty, leading to extreme anxiety. These feelings were also compounded by the sudden changes in lifestyle at home, within families, work, studies, and recreation. With the end of the lockdown approaching in most regions of the world, many of these lifestyle changes, including work-from-home, might remain for a good percentage of the workforce. The primary objective of this research is to explore employees’ work-from-home model and its impact on commute time, job satisfaction, and carbon footprint. Quantitative variables include data from North America and Global country-specific carbon dioxide (CO2) emissions, and quantitative data, including employee satisfaction, commute time, miles traveled, and more, was collected using ArcGIS Survey123. This research focus on CO2 emissions data, comparing 2019 data (March to May) as a baseline to 2020, 2021, and 2022 (March to May) as the target year. The hypothesis is that the work-from-home order had a significant impact on short-term CO2 reductions and could have potential long-term impacts due to many corporations’ adoption of the “work-from-home” model. The data collected regarding CO2 were analyzed using ArcGIS Pro and Geostatistical Interpolation. This study also explored the potential impacts of this adoption on employee job satisfaction and CO2 emissions reductions based on surveyed employees. Another objective of this research is to look at the relationship between the COVID-19 lockdown with the work-from-home model and the reduction in air emissions, namely CO2.

Environmental assessment model for scrubbers versus alternative mitigation systems for feeder vessels in liner shipping

Implementation of the Global Sulphur Cap (GSC), in January 2020, boosted scrubber installation in vessels to fulfill the new air emission limitations. This increase in scrubbers' use has intensified concern about its environmental performance. Even though achievement of GSC requirements through this mitigation system has been widely proven, the impact of wash water discharge on the marine environment remains under discussion. In this paper, an assessment environmental model is introduced to quantify in monetary terms the performance of feeder vessels that operate with several mitigation systems. This model attempts to improve traditional air emission evaluations by including the impact of scrubbers' discharges on the marine environmental. In this way, the analysis not only allows different mitigations systems to be ranked by considering their capacity to reduce air emissions, but also provides further information about the marine eutrophication and ecotoxicity impact from scrubbers' discharge. Through the model's application to a regular shipping line between the Canary Islands and the Iberian Peninsula, it was found that, the scrubber, regardless of its operation mode (open- or closed loop), is the most efficient mitigation option after the Liquefied Natural Gas (LNG) fuel shift. The impact of scrubbers' discharge was not as significant as expected on the feeder vessel's total pollution since this provides similar relative weight to the methane emissions from a dual-engine option by operating with LNG. The results also show the need to more closely research the marine eutrophication impact of closed-loop scrubbers.Finally, this paper warns about a significant dispersion on the monetary values of marine ecotoxicity and eutrophication, due to a high dependence of the results on the frameworks’ localization. Consequently, further research is needed on the homogenization of pollution monetization in the marine environment.

Biorefinery upgrading of herbaceous biomass to renewable hydrocarbon fuels, Part 2: Air pollutant emissions and permitting implications

The development of advanced biofuel production facilities is still at a nascent stage, and the biorefineries could face challenges in obtaining air permits required for their construction and operation because they are novel emission sources. To fill gaps in knowledge regarding potential emissions, we perform a detailed federal regulatory analysis and estimate air pollutant emissions for an advanced biorefinery that produces renewable diesel blendstock (RDB) from lignocellulosic biomass via aerobic respiration documented in Part 1 of the paper. We evaluate 12 design permutations that include two feedstocks, a uniform format blend (UFB) and corn stover; three biorefinery scales, 2,000, 5,200, and 9,100 dry metric tons per day (dmtd) of lignocellulosic biomass feed; and two lignin uses, as either a boiler fuel or for pellet production. We also evaluate 6 additional design permutations by incorporating non-emitting renewable power, which could reduce up to 63% carbon monoxide (CO) and nitrogen oxides (NO x ) each, 21% volatile organic compounds (VOC), and 43% hazardous air pollutants (HAP) as opposed to on-site power production, for biorefineries that produce pellets, using either UFB or corn stover. Our results indicate that all 18 design permutations would be classified as a major source under the Clean Air Act's New Source Review program without additional emission controls. Compared to using lignin as a boiler fuel, diverting lignin for pellet production reduces the emissions of CO up to 88%, NO x up to 73%, sulfur dioxide (SO 2 ) up to 99%, VOCs up to 72%, and HAPs up to 66%. Additionally, we explore control options that could further reduce emissions and assess whether reductions are enough to achieve minor source classification. Insights from our analysis can help biorefinery developers and regulators develop permitting strategies to mitigate investment risks. • Air emissions from 12 biorefinery process design variations are quantified. • Biorefineries would be classified as major sources without additional controls. • Control options are available for compliance with applicable federal regulations. • Diverting lignin for pellet production could reduce air emissions by at least 66%. • Integrating non-emitting renewable power could help achieve minor source.

Compensation and reduction of carbon dioxide emissions in international aviation

Abstract: Sustainable development, i.e. the coherence of economic and social progress with environmental protection, are goals that must be achieved in order to prevent global environmental degradation. Reducing the emission of harmful compounds and noise is a current problem raised in various sectors of the economy. Through the ICAO International Civil Aviation Organization, the aviation sector worldwide is committed to meeting its commitments to reduce air emissions from aircraft. Despite the dynamic development of the unmanned aerial vehicle sector, manned aviation remains the leading means of passenger and cargo transport in civil aviation. In view of the emission of compounds having a negative impact on the environment by airplanes, it was deemed necessary at the global level to take steps aimed at a real limitation of the functioning of aviation, which is destructive to the nature. The International Civil Aviation Organization (ICAO) has developed a program that introduces a new approach to reducing negative effects on the environment called CORSIA (Carbon Offsetting and Reduction Scheme for International Aviation). The article presents the principles of its operation and implementation, as well as the project phases. The practical impact of the CORSIA program on aircraft operators and examples of costs for operators related to the implementation of the project were indicated. The aspect of mutual coexistence for the CORSIA program and the EU CO2 emissions trading system (EU-ETS) was also raised. European Emissions Trading Scheme - also known as the "Community carbon market" or the ETS. It is the first, by 2017, the largest and currently the largest, after China, CO₂ emissions trading system in the world. Keywords: CORSIA, EU ETS, CO2; Emission; Civil aviation; Sustainable development of aviation

Fuel use and emission rates reduction potential for light-duty gasoline vehicle eco-driving

Eco-driving offers potential to reduce fuel use and emission rates for light-duty gasoline vehicles (LDGVs). The objective is to quantify real-world route-level and segment-level fuel use and emission rates reduction potential for LDGV eco-driving. Three million seconds of real-world speed trajectory data were analyzed based on predominantly naturalistic driving of 160 drivers on eight mesoscale routes. The routes were further divided into 199 segments. A Vehicle Specific Power modal model was used to estimate trajectory-average fuel use and emission rates of CO2, CO, hydrocarbons, NOx, and particulate matter and to identify eco-driving trajectories. For route-level eco-driving, fuel use and emission rates reduction potential ranges from 6% to 40%, compared to average fuel use and emission rates estimated based on all trajectories. Eco-driving focused on fuel savings typically reduced air emissions and vice versa. Route-level eco-driving typically but not always concurrently reduces segment-level fuel use and emission rates. These co-benefits and tradeoffs can be used to guide LDGV eco-driving decisions.

Planning of Conventional Air Emission Reduction Strategy from the Transportation, Domestic, and Solid Waste Sector in Salatiga City

In 2020 Salatiga City has a population of 192,322 people with a population growth rate of 1.18%. The increase in population causes an increase in consumption needs, waste generation, and the number of vehicles due to increased population mobility. The purpose of this plan is to take an inventory of conventional air emissions in the transportation, domestic, and waste sectors and to plan strategies to reduce conventional air emissions in Salatiga City. The transportation sector emissions inventory is calculated using the Tier 2 method, while the domestic and solid waste sectors are calculated by multiplying activity data by emission factors. In the calculation of the capacity, the box model method is used and the SWOT analysis is used to determine the emission control strategy. The results of the inventory of conventional air emissions in the transportation sector for SOx are 121.06 tons/year, NOx is 2,615.51 tons/year, CO is 18,040.89 tons/year, and PM10 is 299.66 tons/year. Meanwhile for the domestic sector, SOx is 0 kg/year, NOx is 14,755.53 kg/year, CO is 4,070.86 kg/year, and PM10 is 190,326 kg/year. Then from the solid waste sector, SOx emissions were 3,653,071.85 g/year, NOx was 21,918,429.85 g/year, CO was 306,858.017.94 g/year, and PM10 was 219,184,298.53 g/year. . The results of the capacity calculation show that the City of Salatiga can still accommodate conventional air emissions for SOx, NOx, CO, and PM10. However, a reduction strategy is still needed to control air pollution. The strategic plan used is an increase in green open space by 20%, the development of an Intelligent Transportation System, emission testing of private vehicles, the substitution of LPG with biogas from organic waste and livestock manure, as well as community development for waste reduction and optimization of waste facilities.