Regulations for the control of air-pollutant emissions from ships within pollutant emission control areas (ECAs) have been issued for several years, but the lack of practical technologies and fundamental theory in the implementation process remains a challenge. In this study, we designed a model to calculate the nitrogen-oxide-emission intensity of ships and the sulfur content of ship fuels using theoretical deduction from the law of the conservation of mass. The reliability and availability of the derived results were empirically evaluated using measurement data for NO_x, SO_2, and CO₂ in the exhaust gas of a demonstration ship in practice. By examining the model and the measured or registered fuel-oil-consumption rates of ships, a compliance-determination workflow for NO_x-emission intensity and fuel-sulfur-content monitoring and supervision in on-voyage ships were proposed. The results showed that the ship fuel’s NOx-emission intensity and sulfur content can be evaluated by monitoring the exhaust-gas composition online and used to assist in maritime monitoring and the supervision of pollutant emissions from ships. It is recommended that uncertainties regarding sulfur content should be considered within 15% during monitoring and supervision. The established model and workflow can assist in maritime monitoring. Meanwhile, all related governments and industry-management departments are advised to actively lead the development of monitoring and supervision technology for ship-air-pollutant control in ECAs, as well as strengthening the quality management of ships’ static data.

With the development of the shipping industry, the issue of CO₂ emitted by ships has received increasing attention. It is urgent to carry out research on calculation and emission reduction of CO₂ emissions from ships. Ship CO₂ emissions involves multiple fuel consumption, the navigational condition, and other main and auxiliary engines aspects. Based on the analysis of ship CO₂ emission calculation methods, this study describes the relationship between ship CO₂ and ship speed, ship status, and main and auxiliary engines. On this basis, the ship’s CO₂ emission system dynamic model was constructed, and the ship’s CO₂ emissions are simulated according to the actual data. The results show that the proposed the ship CO₂ emission system dynamics model can simulate single ship’s CO₂ emission in real-time changes in the cumulative cases and total emissions, the main engine CO₂ emissions account for this voyage ship total CO₂ emissions 86.1%.

To control emissions from vessels, the establishment of emission inventories is a basic work. The paper first calculates emission inventory from vessels in the Pearl River Delta (PRD) region using the bottom-up method based on Automatic Identification System (AIS) data, then analyses the emission characteristics, and based on which, the reduction effect of several emission control measures is discussed. The results of the study show that vessels in the PRD region emitted a total of 18,900 tons of SO₂, 284,800 tons of NOx, 24,300 tons of PM10, 70,800 tons of HC, and 18,400 tons of CO in the year of 2017; emissions of atmospheric pollutants are highest under the mode of Slow-steaming, and lowest under the mode of Anchored; emissions from vessels are mainly concentrated in the port area and near the channel; China’s scheme of domestic emission control areas (DECAs) for vessels can have a good effect on sulfur oxide control.

In this study, the PM_2.5 pollution transport budget in the atmospheric boundary layer (ABL) of Beijing–Tianjin–Hebei (BTH) and Chengdu–Chongqing (CY) was quantitatively evaluated from the perspective of horizontal and vertical exchange. Based on the aircraft meteorological data relay (AMDAR) observation data, the study found that the vertical exchange process of pollutants is mainly influenced by the combined effects of meteorological conditions and topographical factors. Meteorological factors determine the direction and intensity of the vertical exchange, while the complexity of the terrain affects the exchange pattern through local circulation and air flow convergence. The characteristics of the pollution transport budget between the BTH and CY regions show that the BTH region has a net output of pollutants throughout the year, while the CY region has a net input of pollutants. The total transport budget of the four typical representative seasons in BTH is negative. It indicated that BTH, as the region with the highest intensity of air pollution emission in China, is dominated by outward transport of air pollutants to surrounding regions. Due to the influence of topographic and meteorological conditions in the CY region, the air pollutants tend to accumulate in the basin rather than diffuse. The transport budget relationship of the four seasons is positive and the input of air pollutants can be obviously simulated. Combined with the results of the vertical wind profile, Beijing is more vulnerable to the prevailing cold air sinking in the northwest in winter, which is characterized by the inflow of the free troposphere (FT) into the ABL. As for Chongqing, it is blocked by mountains so that the gas convection at the top of the ABL is obvious. This horizontal convergence phenomenon induces upward vertical movement, which makes Chongqing show a strong characteristic of the ABL transport to the FT.

Based on the entropy weight and fuzzy matter-element model, the entropy weight method is used to determine the weight coefficient of the evaluation index. The matter element analysis and the calculated entropy weight are used to calculate Euclidean. The degree of proximity has established a fuzzy matter element evaluation model for the entropy weight of atmospheric pollutants in the port area, and completed a comprehensive evaluation of different emission sources in the port area, providing technical support for scientific and effective reduction of air pollutants in the port area.