Assessing the co-benefits of CO2 mitigation on air pollutants emissions from road vehicles
Assessing the co-benefits of CO2 mitigation on air pollutants emissions from road vehicles
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DOI：
10.1016/j.apenergy.2011.12.029
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发表时间：
2012-09
期刊：
影响因子：
11.2
通讯作者：
T. Takeshita
中科院分区：
文献类型：
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作者：
T. Takeshita
本文使用详细处理道路运输部门的全球能源系统模型，定量评估了到 2100 年大气二氧化碳浓度稳定在 400ppmv 对道路车辆空气污染物排放的协同效益。据估计，2020-2100年期间，在400ppmv CO2稳定情景下，与无CO2约束情景相比，全球道路车辆SO2、NOx和PM累积排放量的减少率分别为22.1%、10.8%和14.4%。这种协同效益对于 SO2 来说是最大的，因为在前一种情况下，生物质衍生的费托产品被选为道路运输的主要替代燃料，并且它们的 SO2 排放因子为零，而它们的 NOx 和 PM 排放因子仅分别比石油产品低 27% 和 21%。这意味着引入液体生物燃料不会导致氮氧化物和颗粒物排放量的显着减少。对于氮氧化物来说，这种附带效益是最小的。第一个原因是，除了无二氧化碳约束情景下的2100年外，在整个时间范围内，重型卡车在这两种情景下占全球道路车辆氮氧化物排放量的最大份额。第二个原因是，在每个时间段，重型卡车在不同场景之间排放的 SO2、NOx 和 PM 量几乎相同，因为该行业的技术和燃料选择几乎相同。这意味着有必要促进研发，开发具有成本效益的低碳柴油重型卡车替代品，以进一步减少道路车辆的全球空气污染物排放。
This paper quantitatively assesses the co-benefits of atmospheric CO2stabilization at 400ppmv by 2100 on air pollutants emissions from road vehicles using a global energy system model treating the road transport sector in detail. It is estimated that the reduction rate of global cumulative emissions of SO2, NOx, and PM from road vehicles during the period 2020–2100 in the 400ppmv CO2stabilization scenario compared to the no CO2constraint scenario is 22.1%, 10.8%, and 14.4%, respectively. Such co-benefits are the largest for SO2because biomass-derived Fischer–Tropsch products are chosen as a major alternative fuel for road transport in the former scenario and because their SO2emission factor is zero, whereas their NOxand PM emission factors are lower than those for petroleum products only by 27% and 21%, respectively. This implies that introducing liquid biofuels would not lead to a noticeable reduction in NOxand PM emissions. Such co-benefits are the smallest for NOx. The first reason is that, except for 2100 in the no CO2constraint scenario, heavy-duty trucks account for the largest share of global road vehicles’ NOxemissions in the two scenarios throughout the time horizon. The second reason is that in each time period, heavy-duty trucks emit almost the same amount of SO2, NOx, and PM between the scenarios because of almost the same technology and fuel choices in this sector. This implies the necessity of promoting R&D for developing cost-effective low-carbon alternatives to diesel heavy-duty trucks to achieve a further reduction in global air pollutants emissions from road vehicles.