Search

This study evaluated the impact of changing climate elements on CO2 emission distribution using AERMOD model results derived from different meteorological inputs while maintaining consistent orography and emission data. Surface and upper air meteorological data spanning 14 years from 2005 to 2023 were used as inputs. The study focused on highways and state roads in Kocaeli, with CO2 emission data obtained from an inventory study. Significant differences in meteorological factors were observed over the 14 years, including a 64% decrease in average wind speed, a 91% increase in the Calm Winds ratio, and a 4 °C rise in average temperature, along with notable changes in wind direction frequencies. Significant statistical differences were found between years and surface meteorological data and between years and higher air layer data, according to statistical tests. Additionally, statistical testing revealed statistically significant differences between the the annual modeling results (p < 0.05). CO2 emissions per km ranged from 1–78,535 kg/day. Modeling showed that maximum CO2 concentrations in 2023 increased by 94% compared to 2005, attributed to meteorological changes. The results underscore that meteorological factors significantly influence pollution distribution, and climate changes due to global warming can alter pollution levels even without increased emissions. [ABSTRACT FROM AUTHOR]

• Iron & steel industry contributed the most for unintentional PCNs emissions • Overall upward trend of unintentional PCNs emissions from 1960 to 2019 was revealed. • Per-capita emissions follows the typical inverted U-shaped environmental Kuznets curves. • Low-chlorinated PCNs dominate emissions by mass, while it's high-chlorinated PCNs by toxicity. Polychlorinated naphthalenes (PCNs) are detrimental to human health and the environment. With the commercial production of PCNs banned, unintentional releases have emerged as a significant environmental source. However, relevant information is still scarce. In this study, provincial emissions for eight PCNs homologues from 37 sources in the Chinese mainland during the period of 1960-2019 were estimated based on a source-specific and time-varying emission factor database. The results showed that the total PCNs emissions in 2019 reached 757.0 kg with Hebei ranked at the top among all the provinces and iron & steel industry as the biggest source. Low-chlorinated PCNs comprised 90% of emissions by mass, while highly chlorinated PCNs dominated in terms of toxicity, highlighting divergent priorities for mitigating emissions and safeguarding human health. The emissions showed an overall upward trend from 1960 to 2019 driven by emission increase from iron & steel industry in terms of source, and from North China and East China in terms of geographic area. Per-capita emissions followed an inverted U-shaped environmental Kuznets curve while emission intensities decreased with increasing per-capita Gross Domestic Product (GDP) following a nearly linear pattern when log-transformed. [Display omitted] [ABSTRACT FROM AUTHOR]

This study measured emissions from 76 oil tankers at Eastern Black Sea petroleum terminals to determine their emission factors. Emissions of CO, CO2, NOX, and SO2 were measured during cruise (C), maneuvering (M), and hotelling (H) activities of main engines (ME) and auxiliary engines (AE). Using an activity-based approach, emission factors were calculated from the collected data. Real-time data from 2013 to 2021 were utilized to determine total emissions for each year, while regression analysis forecasted emissions until 2040 under various scenarios. Weighted emission factors for ME were determined as 1.1 ± 0.22 g/kWh for CO, 654 ± 13 g/kWh for CO2, 13.95 ± 2.75 g/kWh for NOX, and 11.45± g/kWh for SO2, and for AE, 1.1 ± 0.21 g/kWh for CO, 706 ± 15 g/kWh for CO2, 15.3 ± 1.4 g/kWh for NOX, and 11.15 ± 2.25 g/kWh. Average load factors were as follows: C (ME): 67%, C (AE): 35%, M (ME): 34%, M (AE): 53%, H (ME): 76%, H (AE): 62%. Total emissions from oil tankers in 2022 were projected to be 235 tons for CO, 151580 tons for CO2, 3018 tons for NOX, and 2251 tons for SO2. Future scenarios indicate these amounts could increase by 3, 5, and 12 times by 2040 under optimistic, normal, and pessimistic scenarios, respectively. [ABSTRACT FROM AUTHOR]

• We built a whole-phase emission inventory based on flight information. • In many areas with a high flight route density, the emissions were high. • CO 2 could be reduced by 38% under four feasible abatement measures. • Switching travel modes is most the effective measure in reducing emissions. Civil aviation is one of the industries facing the greatest challenge in reaching carbon neutrality by the middle of this century, and this sector also contributes to adverse impacts on the regional air quality and human health. China exhibits the second highest air passenger turnover worldwide. Our understanding of civil aviation emissions must be urgently enhanced, and the mitigation potential should be explored. In this study, on the basis of real domestic flight information for 2019, we built a greenhouse gas and air pollution emission inventory for the civil aviation sector in China with the fuel flow method based on the cruise and other phases. We thoroughly analyzed emissions by region, aircraft and engine types, and aircraft age, based on which we designed four measures to evaluate the abatement potential. We found that the hydrocarbon (HC), CO, NO x , SO 2 , particulate matter (PM) and CO 2 emissions in 2019 reached 79.9 kt (95% CI [51.6–114.5]), 176.3 kt (95% CI [114.5–248.2]), 304.2 kt (95% CI [203.4–420.7]), 23.2 kt (95% CI [14.2–33.7]), 1.0 kt (95% CI [0.61–1.44]) and 87.0 Mt (95% CI [57.4–119.6]), respectively. The cruise phase was the major emission phase, accounting for 67%-87% of the total pollutant emissions. If four measures were jointly implemented, the HC, CO, NO x , SO 2 , PM and CO 2 emissions could be reduced by 61%, 54%, 55%, 45%, 32% and 38%, respectively. Utilizing lower-emission aircraft and switching travel modes could substantially reduce civil aviation emissions in China. [ABSTRACT FROM AUTHOR]

• A wide range of transportation sectors including on-road mobile, non-road mobile, and oil storage and transportation sales were considered. • 3 km × 3 km grid-resolution emissions were allocated. • Future energy demand, air pollutants and greenhouse gas emissions were predicted based on LEAP model. • The emission peak and peak time under different scenarios were analyzed. Recently, the transportation sector in China has gradually become the main source of urban air pollution and primary driver of carbon emissions growth. Considering air pollutants and greenhouse gases come from the same emission sources, it is necessary to establish an updated high-resolution emission inventory for the transportation sector in Central China, the most polluted region in China. The inventory includes on-road mobile, non-road mobile, oil storage and transportation, and covers 9 types of air pollutants and 3 types of greenhouse gases. Based on the Long-range Energy Alternatives Planning System (LEAP) model, the emissions of pollutants were predicted for the period from 2020 to 2035 in different scenarios. Results showed that in 2020, emissions of SO 2 , NO x , CO, PM 10 , PM 2.5 , VOCs, NH 3 , BC, OC, CO 2 , CH 4 , and N 2 O in Henan Province were 27.5, 503.2, 878.6, 20.1, 17.4, 222.1, 21.5, 9.4, 2.9, 92,077.9, 6.0, and 10.4 kilotons, respectively. Energy demand and pollutant emissions in Henan Province are simulated under four scenarios (Baseline Scenario (BS), Pollution Abatement Scenario (PA), Green Transportation Scenario (GT), and Reinforcing Low Carbon Scenario (RLC)). The collaborative emission reduction effect is most significant in the RLC scenario, followed by the GT scenario. By 2035, under the RLC scenario, energy consumption and emissions of SO 2 , NO x , CO, PM 10 , PM 2.5 , VOCs, NH 3 , CO 2 , CH 4 , and N 2 O are projected to decrease by 72.0%, 30.0%, 55.6%, 56.0%, 38.6%, 39.7%, 51.5%, 66.1%, 65.5%, 55.4%, and 52.8%, respectively. This study provides fundamental data support for subsequent numerical simulations. [Display omitted] [ABSTRACT FROM AUTHOR]

Metropolitan cities are often associated with anthropogenic activities that affect air quality. Tangerang, as a buffer city in the Greater Jakarta area, needs control strategies to tackle severe air pollution problem. Government Regulation No. 22/2021 requires the establishment of Air Quality Protection and Management Areas (AQPMA) in every city, including Tangerang. The determination of AQPMA involve emissions inventories, air quality, population density, land use, and meteorological conditions, using secondary data and air quality modeling with AERMOD. The results of the emission inventory show that the largest contribution comes from the manufacturing and road transportation industries, with NOx 19,747, CO 556,341, PM10 27,001, PM2.5 22,080, SO2 2,233, and NMVOC 295,482 (in Gigagrams/year). The result of the air model then accordance with measurements at AQMS Pasir Jaya in 2022. The average annual concentration results at this station are NOx 35, CO 1,200, PM10 38, PM2.5 39, and SO2 7.5 (in μg/m3). Ciledug is the sub-district with the highest population density, which is 19,233 people/km2. Based on AQPMA scores, eight very high-risk sub-districts must be a priority in mitigating clean air in Tangerang. A similar approach can be used in other cities to map vulnerability to air pollution as mandated by AQPMA.

Motor vehicles emit a large amount of air pollutants. NOx and particulate matter (PM) account for 53.2% and 74.7%, respectively, of vehicle emissions in China. Using the technical guidelines for compiling road vehicle emission inventories, the emission factors based on the onboard diagnostics (OBD) system of heavy-duty diesel vehicles are obtained. The trajectory of heavy-duty diesel vehicles is corrected using big data interpolation, and the correction coefficients for different vehicle speeds are fitted to calculate the corresponding correction factors. Simultaneously, the Weather Research and Forecasting model is used for the meteorological correction of emissions, a heavy-duty diesel vehicle emission inventory under the community multiscale air quality model is established, and the distribution characteristics of pollution emissions from heavy-duty diesel vehicles in Chengdu are analyzed at the time and space levels. Overall, the pollutant gasses emitted by heavy-duty diesel vehicles in Chengdu are largely concentrated at the city center. In 2023, the total annual emissions of the pollutants NOx, CO, fine PM, and volatile organic compounds from heavy-duty diesel vehicles in Chengdu were 10,590.60, 28,852.90, 686.18, and 657.60 tons, respectively. NOx and CO have the highest proportions among the major pollutants, accounting for 70.7% and 26%, respectively. [ABSTRACT FROM AUTHOR]

Soil fugitive dust (SFD) is a significant contributor to environmental particulate matter (PM), which not only pollutes and affects air quality but also poses risks to human health. The emission inventory can provide a basis for the effective prevention and control of SFD pollution. However, current emission inventories with low resolution and frequency make it difficult to assess dust emissions accurately. Obtaining monthly high-resolution bare soil information is one of the solutions for compiling SFD emission inventories. Taking Daxing District, Beijing, as a case study, this study first extracted bare soil for each month of 2020, 2021, and 2022, respectively, using high-spatial-resolution remote sensing satellite data, and then constructed a 10 m-size emission grid and monthly SFD emission inventories based on the wind erosion equation by inputting vegetation cover factor, meteorological data, and soil erosion index. The total emissions of TSP, PM10, and PM2.5 in Daxing District from 2020 to 2022 were 3996.54 tons, 359.26 tons, and 25.25 tons, respectively. Temporally, the SFD emissions showed a decreasing trend over the years and were mainly concentrated in the winter and spring seasons. Spatially, the SFD emissions were predominantly concentrated in the southern and northern areas. And the emissions of PM10 exhibit a significantly stronger correlation with wind speed and the extent of bare soil area. [ABSTRACT FROM AUTHOR]

This study inventoried the air pollutants from rice straw open burning (RSOB) in Hoa Vang district, Da Nang city, Vietnam. The rice straw in Hoa Vang district tended to decrease due to the shrinking rice cultivation area, of which 73% was reused in mushroom growing, livestock feeding, composting..., the remaining 27% was not reused and burned. The amount of rice straw burned in 2019 and 2023 was 25544 and 23377 tons, respectively. In 2023 the emissions of CO2, CO, PM10, PM2.5, SO2 and NO2 from RSOB were 27138, 1720, 509, 233, 25.9 and 11.4 tons/year, respectively. Burning conditions affected the air pollutant emissions from RSOB. At 5m from the burning site, the air pollutants were higher than the permissible standards, whereas at 200m from the burning site, the air pollutants decreased to the background concentration. These results are useful for both local and national environment managers in controlling air quality. [ABSTRACT FROM AUTHOR]

Volatile Organic Compounds (VOCs) are not only essential precursors for the formation of ozone and PM2.5, but also hazardous to human health and responsible for unpleasant odors. The pharmaceutical industry has become an important industrial source of VOCs due to China's large emissions and complex emission chains. In total, 245 VOCs samples were collected and analyzed from 11 typical pharmaceutical companies in Zibo City of the North China Plain, in order to investigate the VOCs emission characteristics and odor impacts. The emission factor for the pharmaceutical industry was 7.97 ± 8.21 g/kg pharmaceuticals, while the main emission links were chimney emissions, equipment sealing leakage, and so on. Finally, considering both purifying efficiency and economic benefits, the multistage absorption (AB) method is most effective for VOCs concentrations below 100 mg/m3, while UV photo-oxygenation combined with adsorption (UVA) is more suitable for concentrations below 300 mg/m3. The Regenerative Thermal Oxidizer (RTO), Catalytic Oxidizer (CO), and Condensation + Adsorption (CA) technologies demonstrated greater stability and efficiency, particularly in the treatment of complex organic pollutants, highlighting their advantages in both VOCs and odor removal at higher concentrations. [ABSTRACT FROM AUTHOR]

Accurate measurement of carbon footprint (CFP) is crucial for achieving carbon emission reduction goals. In India's agricultural carbon emission, a consistent and effective conclusion regarding the estimation method, sample selection and calculations of results does not exist. The present study introduces the main accounting method for agricultural carbon emissions in the Indian context, i.e. the customized methodologies based on the Intergovernmental Panel on Climate Change guidelines and International Organization for Standardization (ISO) standards. The present study highlights the critical need to standardize the CFP assessment methodologies following the ISO to obtain credible information for making sound decisions. [ABSTRACT FROM AUTHOR]

Aviation emissions are continuously increasing along with the rapid development of air transportation, and results in the deterioration in regional air quality and the global climate. Accurate emission estimation is of great importance for relevant policies promotion and the sustainable development of the environment. Previous studies focused on the total emissions of a flight and lacked high precision in both spatial and temporal resolutions, especially aviation activities near ground. In this research, we propose an open-sourced emission calculation framework based on actual flight trajectories (TrajEmission), which calculates both the ground and airborne emissions simultaneously according to the configuration parameters, trajectory characteristics, and ambient conditions. We compare the emission results with five emission inventory methods. The results indicate that pollutant (nitrogen oxides, carbon monoxide, and unburned hydrocarbons) emissions in the landing and takeoff (LTO) cycle might usually be underestimated due to a lack of trajectory-based methods. In addition, in the overall results, the method based on the great circle route leads to an overestimation of 56.8% of pollutant emissions compared to the method based on actual routes. We also investigate the extent to which other factors could influence the emission results. To summarize, the TrajEmission framework can build inventories for the whole process of flight movements with high spatial–temporal resolutions and provide solid data support for environmental science and other related fields. [ABSTRACT FROM AUTHOR]

Understanding the pollution levels, potential sources, and chemical reactivity of atmospheric volatile organic compounds (VOCs), the key precursors of ozone (O3) and fine particulate matter (PM2.5), is important for emission control and air pollution abatement. This study presents a systematic VOCs analysis in a less studied heavy industrial urban agglomeration located in Northeast China. Using a cruising platform, we conducted real-time monitoring of VOC concentrations and components at Changchun (CC), Jilin (JL), Siping (SP), and Liaoyuan (LY) in Jilin Province. During the observation period, the average VOC concentrations at CC, JL, SP, and LY were 63.38 ± 127.03, 260.39 ± 855.76, 18.06 ± 17.17, and 10.12 ± 17.48 µg/m3, respectively. Halocarbons were predominant with a high percentage of contribution (22.4–31.1%) to the total observed VOCs for all cities. Combined with 2020-based anthropogenic VOCs emission inventory of Jilin Province, we concluded that industrial processes had the largest contribution to VOCs concentration in CC, whereas petrochemical emission was the major source of VOCs in JL. The assessment of atmospheric photochemical reactivity indicates the dominant role of aromatics and alkenes in O3 formation potential (OFP). As the second-most abundant species in CC and JL, aromatics contributed over 50% of the OFPs. Alkenes played a dominant role in O3 formation in SP and LY, accounting for nearly half of the total OFPs. Considering the VOC emission characteristics and OFP results, we suggest that reducing aromatics emissions, particularly benzene, toluene, ethylbenzene, and xylene, should be given higher priority to mitigate O3 pollution and prevent health risks. Moreover, industrial-related, and petrochemical sources are crucial in the evolution of O3 pollution, which should be incorporated into heavy industrial urban air quality management and targeted control of O3 pollution in Northeast China. [ABSTRACT FROM AUTHOR]

Biomass plays a crucial role in the low‐carbon energy transition, with a projected contribution of 18.7% to the global energy supply by 2050. However, biofuel combustion has been a notable source of toxic mercury emissions, yet the future trends and distribution of the emissions remain inadequately understood. Here, we projected biofuel combustion under various Shared Socioeconomic Pathways (SSPs) using the Global Change Assessment Model and assessed associated mercury emissions in cooking, heating, and power generation over 2020–2050, aligning with the carbon neutrality target. Our analysis reveals that global biofuel mercury emissions are projected to be 9.90–18.40 tons by 2050, compared to the annual emissions of 13.89 tons in 2020. Notably, a substantial increase in emissions from power generation is expected, escalating from 0.57 tons in 2020 to 4.69–8.27 tons by 2050, with China and Southeast Asia emerging as primary contributors. Conversely, mercury emissions from cooking and heating are expected to decrease from 13.32 tons in 2020 to 4.40–11.53 tons by 2050, except in Africa under SSP2, where the emissions may increase from 5.91 to 6.69 tons. Our findings provide a scientific basis for policies aimed at achieving carbon neutrality targets while adhering to the Minamata Convention on Mercury. Plain Language Summary: Biomass plays a crucial role in the low‐carbon energy transition, but its combustion releases toxic mercury. Our study projected mercury emissions from biofuel combustion from 2020‐2050 under different Shared Socioeconomic Pathways scenarios and global net‐zero emissions constraints. We find that while mercury emissions from cooking and heating will decrease, emissions from power generation will significantly increase, especially in China and Southeast Asia. To achieve carbon neutrality and reduce mercury pollution, there is an urgent need for the deployment of air pollution control devices in biomass direct‐fired power plants and the transformation of biomass into cleaner bioenergy should be promoted. Key Points: Spatial and temporal patterns of mercury emissions from biofuel combustion across 32 country/regions under carbon neutrality are delineatedCooking and heating constituted 95.9% of mercury emissions from biofuel combustion in 2020, dropping to one‐third of that level by 2050Mercury emissions of biomass power generation rise by 7.2–13.4 times in 2020–2050, dominated by carbon capture and storage technology in 2050 [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

The extent to which emission control technologies and policies have reduced anthropogenic NOx emissions from motor vehicles is large but uncertain. We evaluate a fuel-based emission inventory for southern California during the June 2021 period, coinciding with the Re-Evaluating the Chemistry of Air Pollutants in CAlifornia (RECAP-CA) field campaign. A modified version of the Fuel-based Inventory of Vehicle Emissions (FIVE) is presented, incorporating 1.3 km resolution gridding and a new light-/medium-duty diesel vehicle category. NOx concentrations and weekday-weekend differences were predicted using the WRF-Chem model and evaluated using satellite and aircraft observations. Model performance was similar on weekdays and weekends, indicating appropriate day-of-week scaling of NOx emissions and a reasonable distribution of emissions by sector. Large observed weekend decreases in NOx are mainly due to changes in on-road vehicle emissions. The inventory presented in this study suggests that on-road vehicles were responsible for 55-72% of the NOx emissions in the South Coast Air Basin, compared to the corresponding fraction (43%) in the planning inventory from the South Coast Air Quality Management District. This fuel-based inventory suggests on-road NOx emissions that are 1.5 ± 0.4, 2.8 ± 0.6, and 1.3 ± 0.7 times the reference EMFAC model estimates for on-road gasoline, light- and medium-duty diesel, and heavy-duty diesel, respectively.

Abstract In recent years, air quality in Indian megacities has emerged as the most pressing global concern, with Asian megacities being the most polluted. Unlike India’s pollution capital, Delhi, Chennai is a megacity significantly impacted by industrial and transportation activities and has been designated as a non-attainment city by the Government of India under the National Clean Air Programme. The first step towards sustained clean air is identifying the sources causing the megacity’s air quality to deteriorate. The current study is the first-ever attempt to develop bottom-up inventory at ultra-fine resolution (i.e., ~0.4 km × ~0.4 km), where the annual emission includes 39.6 Gg yr-1 of PM2.5, 65.0 Gg yr-1 of PM10, 387.3 Gg yr-1 of CO, 175.2 Gg yr-1 of NOx, 70.9 Gg yr-1 of SO2, 271.4 Gg yr-1 of VOC, 10.5 Gg yr-1 of BC, and 17.7 Gg yr-1 of OC for the base year 2020. This cutting-edge data on surface emissions with identified hotspots, would be vital tool for air quality studies and the first step towards framing mitigation strategies for sustainable air in Chennai.

Biogenic volatile organic compounds (BVOCs) are regarded as important precursors for ozone and secondary organic aerosol, mainly from vegetation emissions. In the context of the expanding trend of vegetation greening, the development of high‐precision vegetation data and accurate BVOC emission estimates are essential to develop effective air pollution control measures. In this study, by integrating the multi‐source vegetation cover data, we established a high‐resolution vegetation distribution (HRVD) data set to develop a high spatio‐temporal resolution emission inventory and investigated the impact of different land cover data sets on emission simulation and impact of land cover change on BVOC emissions during 2001–2020. The annual total BVOC emissions in China for 2020 was 15.66 Tg, which were mainly from trees. The emissions simulated by CNLUCC and MODIS data sets were 1.53% and 1.72% higher than those simulated by HRVD data sets, respectively. The spatial distribution of emission differences was consistent with that of land cover differences. The simulated BVOC emissions by the HRVD data set had the best accuracy as they improved the bias between modeling and observation from 69.06% to 65.35% and decreased the underprediction of observations by a factor of 2.13 compared with simulation by MEGAN default vegetation data. The annual BVOC emissions caused by changing vegetation distribution and LAIv (LAI of vegetation covered surfaces) enhanced at a rate of 72.06 Gg yr−1 during 2001–2020. LAIv was the main driver of emission variations. The total OH reactivity of the resulted BVOC emissions increased at a rate of 1.59 s−1 yr−1, with isoprene contributed the most. Plain Language Summary: Biogenic Volatile organic compounds (BVOCs) are the key precursors of fine particulate matter and ozone, that mainly from vegetation emissions. To help to develop effective air pollution control measures in the context of expanding vegetation coverage for realizing carbon neutralization in China, it is urgent to develop highly precise vegetation data and accurately estimate BVOC emission. A high‐resolution vegetation distribution data set was established through integrating multi‐source vegetation cover data. Using it, the simulated annual BVOC emission in China was 15.66 Tg and mainly emitted from trees. Emissions from varied growth forms had different compound compositions. The BVOC emission simulated using the high‐resolution vegetation distribution data set we developed had better accuracy than that using the single vegetation databases. The annual BVOC emissions caused by changing vegetation cover and leaf area index (LAI) enhanced at a rate of 72.06 Gg yr−1 during 2001–2020. LAI was the main driver of BVOC emission variations. The interannual variation and its spatial pattern of the OH loss rates of BVOCs during 2001–2020 were consistent with that of BVOC emissions, especially isoprene. Key Points: Annual total BVOC emissions in China for 2020 was 15.66 Tg and emissions from varied growth forms had different compositionsBVOC emission inventory simulated by the developed high‐resolution vegetation distribution (HRVD) data set had better accuracyBVOC emission enhanced at a rate of 72.06 Gg yr−1 during 2001–2020 caused by land cover change, mainly driven by changing leaf area index [ABSTRACT FROM AUTHOR]