ACP Atmospheric Chemistry and Physics ACP 1680-7324 Copernicus GmbH Göttingen, Germany 10.5194/acp-12-9365-2012 The challenge to NO<sub>x</sub> emission control for heavy-duty diesel vehicles in China Wu Y. 1 Zhang S. J. 1 Li M. L. 2 Ge Y. S. 3 Shu J. W. 1 Zhou Y. 1 Xu Y. Y. 2 Hu J. N. 4 Liu H. 1 Fu L. X. 1 He K. B. 1 Hao J. M. 1 School of Environment, State Key Joint Laboratory of Environment Simulation and Pollution Control, Tsinghua University, Beijing 100084, China China Automobile Technology and Research Center, Tianjin 300162, China National Lab of Auto Performance and Emission Test, School of Mechanical and Vehicular Engineering, Beijing Institute of Technology, Beijing 100081, China Chinese Research Academy of Environmental Sciences, Beijing 100012, China 15 10 2012 12 19 9365 9379 This is an open-access article ditributed under the terms of the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited. This article is available from http://www.atmos-chem-phys.net/12/9365/2012/acp-12-9365-2012.html The full text article is available as a PDF file from http://www.atmos-chem-phys.net/12/9365/2012/acp-12-9365-2012.pdf

China's new "Twelfth Five-Year Plan" set a target for total NO<sub>x</sub> emission reduction of 10% for the period of 2011–2015. Heavy-duty diesel vehicles (HDDVs) have been considered a major contributor to NO<sub>x</sub> emissions in China. Beijing initiated a comprehensive vehicle test program in 2008. This program included a sub-task for measuring on-road emission profiles of hundreds of HDDVs using portable emission measurement systems (PEMS). The major finding is that neither the on-road distance-specific (g km<sup>−1</sup>) nor brake-specific (g kWh<sup>−1</sup>) NO<sub>x</sub> emission factors for diesel buses and heavy-duty diesel trucks improved in most cases as emission standards became more stringent. For example, the average NO<sub>x</sub> emission factors for Euro II, Euro III and Euro IV buses are 11.3 ± 3.3 g km<sup>−1</sup>, 12.5 ± 1.3 g km<sup>−1</sup>, and 11.8 ± 2.0 g km<sup>−1</sup>, respectively. No statistically significant difference in NO<sub>x</sub> emission factors was observed between Euro II and III buses. Even for Euro IV buses equipped with SCR systems, the NO<sub>x</sub> emission factors are similar to Euro III buses. The data regarding real-time engine performance of Euro IV buses suggest the engine certification cycles did not reflect their real-world operating conditions. These new on-road test results indicate that previous estimates of total NO<sub>x</sub> emissions for HDDV fleet may be significantly underestimated. The new estimate in total NO<sub>x</sub> emissions for the Beijing HDDV fleet in 2009 is 37.0 Gg, an increase of 45% compared to the previous study. Further, we estimate that the total NO<sub>x</sub> emissions for the national HDDV fleet in 2009 are approximately 4.0 Tg, higher by 1.0 Tg (equivalent to 18% of total NO<sub>x</sub> emissions for vehicle fleet in 2009) than that estimated in the official report. This would also result in 4% increase in estimation of national anthropogenic NO<sub>x</sub> emissions. More effective control measures (such as promotion of CNG buses and a new in-use compliance testing program) are urged to secure the goal of total NO<sub>x</sub> mitigation for the HDDV fleet in the future.

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