Inland shipping is pivotal to the comprehensive transport system of China. However, ship emission has become a major air polluter in inland river regions, and relevant emission inventories are urgently needed. Currently, the Automatic identification System based (AIS-based)emission model is widely used in calculating the ocean-going ship emission inventory. However, due to the lack of AIS data in the river area, the inland ship emission inventory mainly uses the fuel consumption method. With the continuous improvement of AIS data quality in the river area, the AIS-based emission model can be adopted in the development of inland ship emission inventory. However, there are few studies on the evaluation of the accuracy of the inland ship emissions using the AIS-based emission model. This study makes a comparison between test data and model-calculated data to evaluate the accuracy of the AIS-based emission models. Inland ship activities are divided into being at berth, maneuvering (port departure and port arrival), and on cruise modes in an AIS-based emission model. The model-calculated CO₂, HC, and NOx emission rates can cover those onboard emission test data, but the values from the model are much lower. The total average ratios of test data to model-calculated data for CO₂, CO, HC, and NOx are 2.66, 19.12, 2.46, and 3.16 when engine loads are below 60%. In upstream cruise mode, average emission rates of CO₂, CO, HC, and NOx from the real-world test are 1.91–6.48, 8.78–27.83, 3.05–8.96, and 4.06–5.96 times higher than those from the AIS-based model, respectively. However, those are only 1.08–1.51, 6.74–9.67, 2.03–3.75, and 1.65–2.75 times higher than those from the AIS-based model in downstream cruise mode.

With the rapid development of industrialization and urbanization in China, civil aviation plays an increasingly important role in the transportation industry. However, pollutants and greenhouse gas (GHG) emissions from civil aviation are becoming an increasingly concerning environmental problem. In order to mitigate the resulting environmental pollution, such as air quality deterioration, regional and global climate warming, and declining human health, more and more efforts have been devoted to reducing both pollutants and GHG emissions. Among these efforts, emissions inventories from civil aviation provide a basis for quantifying pollutants and GHG emissions, establishing evaluation standards of environmental impact, and formulating management policies for both air quality improvement and climate change mitigation. In this paper, we reviewed both compilation approaches and data collection methods for civil aviation emissions inventories, introduced several typical calculation methods for aviation emissions inventories, and analyzed specific cases of actual application based on typical methods of inventory compilation. We also described in detail the activity level and emission index calculation methods of several pollutants and greenhouse gases. Furthermore, based on the above research methods, four typical application cases were investigated, including a specific airport, the landing and takeoff (LTO) cycle of a nation, the entire period with the LTO cycle and the climb–cruise–descent (CCD) phase of a country, and global emissions inventories from civil aviation. The results suggest that, in addition to quantifying the emissions of both pollutants and GHG produced by civil aviation, the selection of inventory compilation methods is likely to be important for improving aviation emission inventory accuracy and for further reducing the environmental, economic, and health impacts resulting from aviation emissions. Moreover, this paper can also provide a reference and theoretical basis for the development of aviation emission inventory compilation methods in the future.

Carbon emissions are currently a hot topic in the international community. CO₂ reduction from heavy-duty commercial vehicles plays a significant role in slowing down the global greenhouse effect and promoting sustainable development. To control carbon emissions, many countries have tightened CO₂ emission regulations and policy requirements for heavy-duty commercial vehicles in recent years. Various CO₂ emission simulation models have been developed, such as the Greenhouse Gas Emissions Model (GEM) in the United States and the Vehicle Energy Consumption Calculation Tool (VECTO) in the European Union, to evaluate the real CO₂ emission levels of commercial vehicles and provide a scientific basis for formulating corresponding emission reduction policies and control measures. This paper systematically analyzes the CO₂ emission regulations and policy requirements for heavy-duty commercial vehicles in the United States, the European Union, China, and other developed countries. It also analyzes the GEM software in the United States, the VECTO software used in Europe, and the energy consumption simulation software for commercial vehicles in China. The influencing factors of CO₂ emission simulation are explored in detail. This study found that, although GEM and VECTO software are recognized for their high accuracy, their applications are still dependent on local policies. In other countries and regions, VECTO software has broader applicability. On the other hand, China’s commercial vehicle energy consumption simulation software and other reported studies have only been validated for specific vehicle types. The accuracy and generalizability of these models should be further promoted and verified.

With increasingly stringent international limits on diesel particulate matter emissions, Continuous-Regeneration Particulate Filters (CRPFs) have been widely applied in heavy-duty vehicle (HDV) exhaust systems. However, their impacts on the complete gaseous pollutant profile remain insufficiently characterized. This study investigated the effects of three CRPF configurations on gaseous emissions from a China III diesel engine under the World Harmonized Transient Cycle (WHTC). Regulated pollutants (CO, total hydrocarbons (THC), NOx, and CO₂) and unregulated pollutants (benzene series compounds and aldehydes) were measured before and after CRPF installation. The results demonstrated that CRPFs achieved high reduction efficiencies for CO (98.5–99.9%) and THC (77.4–99.9%) through catalytic oxidation, while showing negligible effects on NOx (0.2–3.0% reduction) and slight increases in CO₂ (0.07–0.55%). For unregulated pollutants, aldehydes were effectively reduced (formaldehyde: 84.1–100.0%; acetaldehyde: 47.4–100.0%), whereas benzene series compounds exhibited variable responses, with some species showing increased emissions. These findings reveal complex pollutant transformation mechanisms within CRPF systems and provide references for optimizing aftertreatment configurations to meet China VI and subsequent emission standards, thereby contributing to the mitigation of air pollution, the protection of public health, and the promotion of sustainable societal development.