Department of Environmental Science and Engineering, Tsinghua University, Beijing 100084, PR China.
Environ Sci Technol. 2011 Jan 1;45(1):147-53. doi: 10.1021/es1014289. Epub 2010 Aug 9.
Beijing, the capital of China, has experienced rapid motorization since 1990; a trend that is likely to continue. The growth in vehicles and the corresponding emissions create challenges to improving the urban air quality. In an effort to reduce the impact of vehicle emissions on urban air quality, Beijing has adopted a number of vehicle emission control strategies and policies since the mid 1990 s. These are classified into seven categories: (1) emission control on new vehicles; (2) emission control on in-use vehicles; (3) fuel quality improvements; (4) alternative-fuel and advanced vehicles; (5) economic policies; (6) public transport; and (7) temporal traffic control measures. Many have proven to be successful, such as the Euro emission standards, unleaded gasoline and low sulfur fuel, temporal traffic control measures during the Beijing Olympic Games, etc. Some, however, have been failures, such as the gasoline-to-LPG taxi retrofit program. Thanks to the emission standards for new vehicles as well as other controls, the fleet-average emission rates of CO, HC, NO(X), and PM(10) by each major vehicle category are decreasing over time. For example, gasoline cars decreased fleet-average emission factors by 12.5% for CO, 10.0% for HC, 5.8% for NO(X), and 13.0% for PM(10) annually since 1995, and such a trend is likely to continue. Total emissions for Beijing's vehicle fleet increased from 1995 to 1998. However, they show a clear and steady decrease between 1999 and 2009. In 2009, total emissions of CO, HC, NO(X), and PM(10) were 845,000 t, 121,000 t, 84,000 t, and 3700 t, respectively; with reductions of 47%, 49%, 47%, and 42%, relative to 1998. Beijing has been considered a pioneer in controlling vehicle emissions within China, similar to the role of California to the U.S. The continued rapid growth of vehicles, however, is challenging Beijing's policy-makers.
北京作为中国的首都，自 1990 年以来经历了快速的机动化进程；这一趋势可能还将继续。车辆的增长和相应的排放给改善城市空气质量带来了挑战。为了减少车辆排放对城市空气质量的影响，自 20 世纪 90 年代中期以来，北京采取了多项车辆排放控制战略和政策。这些政策分为七类：（1）新车排放控制；（2）在用车排放控制；（3）燃油质量改进；（4）替代燃料和先进车辆；（5）经济政策；（6）公共交通；（7）临时交通控制措施。其中许多已被证明是成功的，例如欧洲排放标准、无铅汽油和低硫燃料、北京奥运会期间的临时交通控制措施等。然而，也有一些是失败的，例如汽油-液化石油气出租车改装计划。由于新车排放标准和其他控制措施，每一大类车辆的车队平均排放率都在随着时间的推移而降低，例如，自 1995 年以来，汽油车的 CO、HC、NO(X)和 PM(10)车队平均排放因子每年分别减少了 12.5%、10.0%、5.8%和 13.0%，这种趋势可能还将继续。北京机动车保有量的总排放量从 1995 年到 1998 年有所增加。然而，自 1999 年到 2009 年，它们呈现出明显且稳定的下降趋势。2009 年，CO、HC、NO(X)和 PM(10)的总排放量分别为 84.5 万吨、12.1 万吨、8.4 万吨和 3700 吨，与 1998 年相比，分别减少了 47%、49%、47%和 42%。北京在中国的车辆排放控制方面一直被视为先驱，就像加利福尼亚在美国的作用一样。然而，车辆的持续快速增长给北京的决策者带来了挑战。
