[雙語翻譯]--外文翻譯-中國乘用車燃料經(jīng)濟(jì)性標(biāo)準(zhǔn)的組成和影響（英文）

1、Structure and impacts of fuel economy standards for passenger cars in ChinaDavid Vance Wagner ?, Feng An, Cheng WangThe Innovation Center for Energy and Transportation, Room 1904, e-Tower Building, No. C12 Guanghua Rd.,

2、Chaoyang District, Beijing 100020, Chinaa r t i c l e i n f oArticle history:Received 28 May 2009Accepted 15 July 2009 Available online 8 August 2009Keywords:ChinaFuel economyPassenger carsa b s t r a c tBy the end of 20

3、06, there were about 24 million total passenger cars on the roads in China, nearly threetimes as many as in 2001. To slow the increase in energy consumption by these cars, China beganimplementing passenger car fuel econo

4、my standards in two phases beginning in 2005. Phase 1 fuelconsumption limits resulted in a sales-weighted new passenger car average fuel consumption decreaseof about 11%, from just over 9 l/100 km to approximately 8 l/10

5、0 km, from 2002 to 2006. However, weproject that upon completion of Phase 2 limits in 2009, the average fuel consumption of new passengercars in China may drop only by an additional 1%, to approximately 7.9 l/100 km. Thi

6、s is due to the factthat a majority of cars sold in 2006 already meets the stricter second phase fuel consumption limits.Simultaneously, other trends in the Chinese vehicle market, including increases in average curb wei

7、ghtand increases in standards-exempt imported vehicles, threaten to offset the efficiency gains achievedfrom 2002 to 2006. It is clear that additional efforts and policies beyond Phase 2 fuel consumptionlimits are requir

8、ed to slow and, ultimately, reverse the trend of rapidly rising energy consumption andgreenhouse gases from China’s transportation sector.these are shown in Table 1. All vehicle fuel economy regulations in China, includi

9、ng current and future passenger vehicle fuel economy standards as well as commercial vehicle regulations, are based on the categorizations shown in Table 1. However, vehicles in China are additionally classified accordin

10、g to a slightly different classification system dictated by the Ministry of Public Security. These classifications are used both for official statistical reporting by the National Bureau of Statistics as well as for admi

11、nistrative management, e.g. licensing. Under this system, highway vehicles are categorized as passengerARTICLE IN PRESSContents lists available at ScienceDirectjournal homepage: www.elsevier.com/locate/enpolEnergy Policy

12、0301-4215/$ - see front matter fax: +8610 65857394.E-mail addresses: dvwagner@icet.org.cn, dvwagner@gmail.com (D.V. Wagner).Energy Policy 37 (2009) 3803–3811ARTICLE IN PRESSenergy consumed (Kn¨ orr and D¨ unne

13、beil, 2008). However, this percentage is likely to grow as China’s automobile industry continues to grow and as other industries improve efficiency. The Chinese government is particularly driven to limit energy use by th

14、e transportation sector because this sector is one of the major consumers of petroleum in the country. As a result of rising petroleum demand coupled with limited domestic supply, Chinabecame a net importer of petroleum

15、in 1993. As shown in Fig. 5, China’s petroleum import percentage has grown ever since, reaching 50% in 2006 (CSY, 2007). Because China’s on-road transportation vehicles are fueled almost exclusively by gasoline and diese

16、l, much of the rapid growth of petroleum consumption in China can be linked to the growth of on-road transportation vehicles. CATARC data indicate that, in 2006, motor vehicles consumed 86.4% of all gasoline consumed in

17、China and 24.1% of all diesel (CATARC, 2007b). Controlling petroleum consumption by this sector is a critical goal for China in order to slow the growth in its oil dependence. Though China’s current energy saving policie

18、s primarily target energy security, there is increasing pressure internationally – and domestic recognition of the need – for China to slow the growth of its CO2 emissions. This is especially true now that China is thoug

19、ht to be the world’s largest emitter of greenhouse gases (Rosenthal, 2008). Within the transportation sector, the increased use of petro- leum has led to a corresponding increase in CO2 emissions from on-road transportat

20、ion. Wang et al. estimate that, as early as 2028, China’s total on-road CO2 emissions could match those of the United States in 2004 (Wang et al., 2006). However, this may even be a low estimate due to higher-than-expect

21、ed growth, as mentioned previously.05,000,00010,000,00015,000,00020,000,00025,000,00030,000,00035,000,00040,000,0001978YearNumber of VehiclesTotal On-Road Civil Vehicles in China (not incl motorcycles)Total Civil Passeng

22、er Cars in ChinaTotal Private Passenger Cars in ChinaTotal Civil Trucks in China1983 1988 1993 1998 2003Fig. 1. Possession of civil vehicles in China, by type, 1978–2006. Solid lines show data from the China National Bur

23、eau of Statistics (CSY, 2007). Dotted lines show ourestimates.0%10%20%30%40%50%60%70%80%90%100%2000YearPrivate Passenger Cars Non-Private Passenger Cars Trucks Other Vehicles2001 2002 2003 2004 2005 2006Fig. 2. Percentag

24、e growth in overall on-road vehicles coming from various vehicletypes.01002003004005006002000YearNumber of Cars, millionsWang et al Low Growth Scenario Wang el al Mid Growth Scenario Wang et al High Growth Scenario Ng an

25、d Schipper Baseline Scenario Ng and Schipper Oil Saved Scenario Ng and Schipper Integrated Transport Scenario Approximate Current US Car Population2005 2010 2015 2020 2025 2030 2035 2040 2045 2050Fig. 3. Recent Chinese p

26、assenger car population projections.01020304050607080901001985YearNumber of Cars, millionsWang et al Low Growth Scenario Wang el al Mid Growth Scenario Wang et al High Growth Scenario Ng and Schipper Baseline Scenario Ng

27、 and Schipper Oil Saved Scenario Ng and Schipper Integrated Transport Scenario Actual Population Data1990 1995 2000 2005 2010 2015 2020Fig. 4. Chinese passenger car population projections compared with actualpopulation g