Accounting for the aircraft emissions of China's domestic routes during 2014-2019.
Ontology highlight
ABSTRACT:
SUBMITTER: Cui Q
PROVIDER: S-EPMC9258460 | biostudies-literature |
REPOSITORIES: biostudies-literature
Similar Datasets
Project description:This study seeks to build a database of China's 413 main routes in 2018, which contains the carbon emission intensity of the leading aircraft types, the Climb/Cruise/Descent (CCD) carbon emissions of each airline and each route, and the probable emissions when the routes are straight. First, the Modified Fuel Percentage Method (MFPM) is applied to calculate the carbon emission intensity of main aircraft types at various distances. Next, the carbon emissions and the Revenue Passenger Kilometers of 413 routes and 40 airlines are calculated. Then the carbon emissions of the actual route and straight route are analyzed. Dali-Kunming and Joy Air have the most significant emission intensity among the routes and airlines. However, the excess emissions from the non-straight routes account for about 10.15% of the actual emissions.
| S-EPMC8752901 | biostudies-literature
Project description:Recently, aviation pollution has drawn important social attention. The protocol proposed in this paper can simultaneously calculate the overall emissions of six aviation pollutants (CO2, CO, HC, NOx, SO2, and PM2.5), including the landing and take-off emissions and climb/cruise/descent emissions. The international routes in South America during 2019-2021 are an example to illustrate the use of this protocol. This protocol can provide a methodological basis for calculating aviation pollutant emissions in different countries and regions. For complete details on the use and execution of this protocol, please refer to Cui et al. (2022b).1.
| S-EPMC9757906 | biostudies-literature
Project description:The COVID-19 pandemic has had a significant impact on South America's economic development, as well as its international civil aviation industry. This paper seeks to calculate the emissions of six pollutions (CO2, CO, HC, NOx, SO2, and PM2.5) from the international routes in South America during 2019-2021 and discusses the impacts of COVID-19 on the emission change. The modified BFFM2-FOA-FPM method is proposed to unify the CO2 and non-CO2 calculations. The calculated results' average error rate is about 5.12%. The results showed that COVID-19 affected all emissions, including the number of routes, average flight distance, aircraft configuration, the proportion of CCD phase emissions, average emissions, etc. In addition, some airlines increased the number of flights and aircraft types during the pandemic, increasing emissions. The results give a reasonable data basis for the aviation industry in South America to formulate emission reduction policies.
| S-EPMC9356760 | biostudies-literature
Project description:This article calculates the carbon emissions from China-foreign and India-foreign routes in 2019. The error rate of China's and India's external routes is about 2.75% and 5.21%, respectively. First, it obtains the aircraft with the least emission intensity in each distance segment. Then, we use the aircraft with the lowest emission intensity to replace the original aircraft and compare the emission reduction. The results show that after the aircraft is reconfigured, the CO2 of China-foreign and India-foreign routes has declined by 57.08% and 35.45%, respectively. Interestingly, the average aircraft costs of China-foreign and India-foreign routes also dropped 8.04% and 39.39%, respectively, after the reconfiguration. Therefore, fleet schedule reconfiguration is one of the most feasible ways for airlines to reduce emissions. However, for airlines with increased average aircraft costs, only when the carbon price is eight times the current level can they offset the increase in the average aircraft costs.
| S-EPMC9676550 | biostudies-literature
Project description:This paper reports trends in the input of underwater noise source energy emission from global shipping, based on bottom-up modeling of individual ships. In terms of energy, we predict the doubling of global shipping noise emissions every 11.5 years, on average, but there are large regional differences. Shipping noise emissions increase rapidly in Arctic areas and the Norwegian Sea. The largest contributors are the containerships, dry bulk and liquid tanker vessels which emit 75% of the underwater shipping noise source energy. The COVID-19 pandemic changed vessel traffic patterns and our modeling indicates a reduction of -6% in global shipping noise source energy in the 63 Hz ⅓ octave band. This reduction was largest in the Greenland Sea, the Coastal Waters of Southeast Alaska and British Columbia as well as the Gulf of California, temporarily disrupting the increasing pre-pandemic noise emission trend. However, in some sea areas, such as the Indian Ocean, Yellow Sea and Eastern China Sea the emitted noise source energy was only slightly reduced. In global scale, COVID-19 pandemic reduced the underwater shipping noise emissions close to 2017 levels, but it is expected that the increasing trend of underwater noise emissions will continue when the global economy recovers.
| S-EPMC9489924 | biostudies-literature
Project description:CO(2) emissions from the burning of fossil fuels are the primary cause of global warming. Much attention has been focused on the CO(2) directly emitted by each country, but relatively little attention has been paid to the amount of emissions associated with the consumption of goods and services in each country. Consumption-based accounting of CO(2) emissions differs from traditional, production-based inventories because of imports and exports of goods and services that, either directly or indirectly, involve CO(2) emissions. Here, using the latest available data, we present a global consumption-based CO(2) emissions inventory and calculations of associated consumption-based energy and carbon intensities. We find that, in 2004, 23% of global CO(2) emissions, or 6.2 gigatonnes CO(2), were traded internationally, primarily as exports from China and other emerging markets to consumers in developed countries. In some wealthy countries, including Switzerland, Sweden, Austria, the United Kingdom, and France, >30% of consumption-based emissions were imported, with net imports to many Europeans of >4 tons CO(2) per person in 2004. Net import of emissions to the United States in the same year was somewhat less: 10.8% of total consumption-based emissions and 2.4 tons CO(2) per person. In contrast, 22.5% of the emissions produced in China in 2004 were exported, on net, to consumers elsewhere. Consumption-based accounting of CO(2) emissions demonstrates the potential for international carbon leakage. Sharing responsibility for emissions among producers and consumers could facilitate international agreement on global climate policy that is now hindered by concerns over the regional and historical inequity of emissions.
| S-EPMC2851800 | biostudies-other
Project description:Microplastics are found in marine and freshwater environments; however, their specific sources are not yet well understood. Understanding sources will be of key importance in efforts to reduce emissions into the environment. We examined the emissions of microfibers from domestic washing of a new microfiber polyester fleece textile. Analyzing released fibers collected with a 200 ?m filter during 10 mild, successive washing cycles showed that emission initially decreased and then stabilized at approx. 0.0012 wt%. This value is our estimation for the long-term release of fibers during each washing. Use of detergent and softener did not significantly influence emission. Release of fibers during tumble drying was approx. 3.5 times higher than during washing.
| S-EPMC5099352 | biostudies-literature
Project description:As the world's most populous country, China has witnessed rapid urbanization in recent decades, with population migration from rural to urban (RU) regions as the major driving force. Due to the large gap between rural and urban consumption and investment level, large-scale RU migration impacts air pollutant emissions and creates extra uncertainties for air quality improvement. Here, we integrated population migration assessment, an environmentally extended input-output model and structural decomposition analysis to evaluate the NOx, SO2 and primary PM2.5 emissions induced by RU migration during China's urbanization from 2005 to 2015. The results show that RU migration increased air pollutant emissions, while the increases in NOx and SO2 emissions peaked in approximately 2010 at 2.4 Mt and 2.2 Mt, accounting for 9.2% and 8.7% of the national emissions, respectively. The primary PM2.5 emissions induced by RU migration also peaked in approximately 2012 at 0.3 Mt, accounting for 2.8% of the national emissions. The indirect emissions embodied in consumption and investment increased, while household direct emissions decreased. The widening gap between urban and rural investment and consumption exerted a major increasing effect on migration-induced emissions; in contrast, the falling emission intensity contributed the most to the decreasing effect benefitting from end-of-pipe control technology applications as well as improving energy efficiency. The peak of air pollutant emissions induced by RU migration indicates that although urbanization currently creates extra environmental pressure in China, it is possible to reconcile urbanization and air quality improvement in the future with updating urbanization and air pollution control policies.
| S-EPMC9488084 | biostudies-literature
Project description:BackgroundFatal mass shootings, defined as four or more people killed by gunfire, excluding the perpetrator, account for a small percentage of firearm homicide fatalities. Research has not extensively focused on the role of domestic violence (DV) in mass shootings in the United States. This study explores the role of DV in mass shootings in the United States.MethodsUsing 2014-2019 mass shooting data from the Gun Violence Archive, we indexed our data by year and mass shooting and collected the number of deaths and injuries. We reviewed news articles for each mass shooting to determine if it was 1) DV-related (i.e., at least one victim of a mass shooting was a dating partner or family member of the perpetrator); 2) history of DV (i.e., the perpetrator had a history of DV but the mass shooting was not directed toward partners or family members); or 3) non-DV-related (i.e., the victims were not partners or family members, nor was there mention of the perpetrator having a history of DV). We conducted descriptive analyses to summarize the percent of mass shootings that were DV-related, history of DV, or non-DV-related, and analyzed how many perpetrators died during the incidents. We conducted one-way ANOVA to examine whether there were differences in the average number of injuries or fatalities or the case fatality rates (CFR) between the three categories. One outlier and 17 cases with unknown perpetrators were excluded from our main analysis.ResultsWe found that 59.1% of mass shootings between 2014 and 2019 were DV-related and in 68.2% of mass shootings, the perpetrator either killed at least one partner or family member or had a history of DV. We found significant differences in the average number of injuries and fatalities between DV and history of DV shootings and a higher average case fatality rate associated with DV-related mass shootings (83.7%) than non-DV-related (63.1%) or history of DV mass shootings (53.8%). Fifty-five perpetrators died during the shootings; 39 (70.9%) died by firearm suicide, 15 (27.3%) were killed by police, and 1 (1.8%) died from an intentional overdose.ConclusionsMost mass shootings are related to DV. DV-related shootings had higher CFR than those unrelated to DV. Given these findings, restricting access to guns by perpetrators of DV may affect the occurrence of mass shootings and associated casualties.
| S-EPMC8165999 | biostudies-literature
Project description:Ultrafine particle number (UFPN) and size distributions, black carbon, and nitrogen dioxide concentrations were measured downwind of two of the busiest airports in the world, Los Angeles International Airport (LAX) and Hartsfield-Jackson International Airport (ATL - Atlanta, GA) using a mobile monitoring platform. Transects were located between 5 km and 10 km from the ATL and LAX airports. In addition, measurements were taken at 43 additional urban neighborhood locations in each city and on freeways. We found a 3-5 fold increase in UFPN concentrations in transects under the landing approach path to both airports relative to surrounding urban areas with similar ground traffic characteristics. The latter UFPN concentrations measured were distinct in size distributional properties from both freeways and across urban neighborhoods, clearly indicating different sources. Elevated concentrations of Black Carbon (BC) and NO2 were also observed on airport transects, and the corresponding pattern of elevated BC was consistent with the observed excess UFPN concentrations relative to other urban locations.
| S-EPMC5082839 | biostudies-literature