【雙語(yǔ)閱讀】中國(guó)空氣污染是由什么造成的?.

　　在中國(guó)這個(gè)世界最大的汽車市場(chǎng)，北京和其他中國(guó)城市的空氣污染突然加劇，令人們對(duì)汽車尾氣排放的擔(dān)憂變得突出，但分析師說(shuō)，當(dāng)前中國(guó)空氣污染禍患的重點(diǎn)是卡車和較為老舊的汽車，而不是新的乘用車。

　　In China, Older Cars Clog the Air

　　A spike in air pollution in Beijing and other Chinese cities has brought concern over auto fumes to the fore in the world&aposs largest car market, but analysts say trucks and older cars─rather than new passenger vehicles -- lie at the heart of China&aposs current pollution woes.

　　China overtook the U.S. as the biggest auto market by number of new vehicles sold in 2009. Last year, Chinese customers bought 19.3 million vehicles, a figure the semiofficial China Association of Auto Manufacturers forecasts will grow a further 7% this year.

　　A fourth day of severe pollution across large parts of China has put scrutiny on industries that contribute to China&aposs pollution problems, including auto makers, power companies, steel makers and other firms.

　　China has fewer cars on the road than the U.S. -- 92.7 million compared with about 245 million. But according to China&aposs Ministry of Environmental Protection, only 5.7% of China&aposs vehicles meet the country&aposs highest national Grade IV standards that limit toxic emissions from vehicles including greenhouse gas and tiny particulate matter known as PM2.5.

　　The majority meet relatively low emission standards. The 10% of vehicles that don&apost meet the minimal Grade I emission standard account for 40% of the total emissions of major pollutants, the ministry said.

　　&aposMitigation of the problem lies much more in getting rid of old vehicles and improving traffic flow,&apos said Janet Lewis, an analyst at Macquarie Securities.

　　Public outcry about the recent spike in pollution could also motivate the government to re-examine its once-ambitious plans for electric vehicles, implementation of which have recently stalled.

　　Long term, the current pollution crisis could prompt a rethink of Beijing&aposs policy on electric-vehicle technology, said Bill Russo, founder and president of auto consulting firm Synergistics Ltd. and a former Chrysler executive. &aposIf pollution is becoming a very visible problem, then it could change attitudes about alternatives&apos such as clean diesel and conventional hybrid engines, he said.

　　Last year, the State Council, China&aposs cabinet, said it hopes output of pure electric and plug-in hybrid vehicles reaches 500,000 by 2015 and 5 million by 2020.

　　However, progress has been slow on more immediate steps. For example, China has twice delayed the nationwide rollout of tighter vehicle-emissions standards amid opposition from the rining industry. Tighter emission standards have also met with resistance from truck-engine manufacturers as well as buyers of trucks. A.T. Kearney consultant Stephen Dyer estimates the additional cost for engine makers to comply with stricter rules at around 10,000 yuan (about $1,600) per engine. &aposWhile this may only represent 5% of the total cost, engine makers say it&aposs enough to significantly impact sales,&apos he said.

　　The Environment Ministry said in January 2012 that the National IV standards would be applied to diesel-engine vehicles from July 2013.

　　China has other options, such as promoting the scrapping of old vehicles.

　　Last year, the city of Beijing offered financial incentives to car owners to get rid of older cars. But the amounts involved were modest -- up to around 16,000 yuan for larger cars.

　　Lin Huaibin, manager for China vehicle-sales forecasts at research firm IHS considers such incentives &aposa start&apos toward increasing the scrappage ratio in China, which currently stands at around 3% of total registered vehicles, considerably less than the U.S. rate of around 8%. Mr. Lin said it&aposs &apospretty likely&apos that other Chinese cities will follow in the steps of Beijing.

　　The latest pollution episode also could see more Chinese cities introduce restrictions on auto purchases.

　　Last year, the southern city of Guangzhou and the southwestern city of Guiyang joined Beijing and Shanghai by putting car-ownership restrictions in place that seek to relieve traffic conditions and limit air pollution.

　　It is unclear whether such moves could specifically result in a fall in auto sales. Macquarie&aposs Ms. Lewis said she didn&apost expect any further restrictions on the purchase of new vehicles as a consequence of the recent pollution problems.

　　Beijing had about five million vehicles on the road at the end of 2011 or 260 vehicles per 1,000 people. As of the end of 2011, Guangzhou had 2.33 million vehicles on the road, meaning 180 vehicles per 1,000 people, according to a government-affiliated transportation think tank in the southern Chinese city.

　　There are more than 800 licensed vehicles for every kilometer of road in Beijing, data from the Beijing government show, compared with 306 vehicles in Hong Kong and 520 vehicles in Shanghai.

　　Globally, about one third of polluting emissions can be attributed to transportation-related sources, said Mr. Dyer of A.T. Kearney. Of this, about one-third is linked to passenger cars, one-third to commercial vehicles and the rest to other forms of transportation including airplanes and ships.

　　However, in the case of Beijing about 50% of harmful emissions are caused by transportation sources, he said.

　　【中文對(duì)照翻譯】

　　中國(guó)空氣污染要怪卡車和“老爺車”

　　在中國(guó)這個(gè)世界最大的汽車市場(chǎng)，北京和其他中國(guó)城市的空氣污染突然加劇，令人們對(duì)汽車尾氣排放的擔(dān)憂變得突出，但分析師說(shuō)，當(dāng)前中國(guó)空氣污染禍患的重點(diǎn)是卡車和較為老舊的汽車，而不是新的乘用車。

　　2009年，以新車銷量計(jì)算，中國(guó)取代美國(guó)成為世界最大的汽車市場(chǎng)。去年中國(guó)消費(fèi)者總共購(gòu)買了1,930萬(wàn)輛車，根據(jù)半官方的中國(guó)汽車工業(yè)協(xié)會(huì)的預(yù)測(cè)，這個(gè)數(shù)字今年還將增長(zhǎng)7%。

　　中國(guó)大片地區(qū)的重度污染情況進(jìn)入第四天，造成中國(guó)污染問(wèn)題的一些行業(yè)因此受到人們審視，其中包括汽車制造商、電力公司、鋼廠和其他一些公司。

　　中國(guó)上路行駛的車輛共有9,270萬(wàn)輛，低于美國(guó)約2.45億輛的規(guī)模。但據(jù)中國(guó)環(huán)境保護(hù)部的數(shù)據(jù)，中國(guó)僅有5.7%的車輛符合最嚴(yán)格的國(guó)家第四階段機(jī)動(dòng)車污染物排放標(biāo)準(zhǔn)(國(guó)IV標(biāo)準(zhǔn))，該標(biāo)準(zhǔn)對(duì)包括溫室氣體和微小顆粒物PM2.5在內(nèi)的廢氣排放做出了限制。

　　中國(guó)大多數(shù)機(jī)車都只符合相對(duì)較低的排放標(biāo)準(zhǔn)。環(huán)保部說(shuō)，有10%的車輛不符合最低的國(guó)I排放標(biāo)準(zhǔn)，其排放的污染物占主要污染物總排放量的40%。

　　麥格理證券(Macquarie Securities)分析師劉易斯(Janet Lewis)說(shuō)，緩和污染問(wèn)題更多地在于取締老舊車輛并改善交通擁堵狀況。

　　公眾對(duì)最近污染加劇的強(qiáng)烈抗議可能還會(huì)促使政府重新審視其曾經(jīng)雄心勃勃的電動(dòng)汽車發(fā)展計(jì)劃，該計(jì)劃的實(shí)施近來(lái)陷入停頓。

　　汽車行業(yè)咨詢公司Synergistics Ltd.創(chuàng)始人兼總裁、曾任克萊斯勒(Chrysler)高管的拉索(Bill Russo)說(shuō)，從長(zhǎng)遠(yuǎn)看，當(dāng)前的污染危機(jī)可能促使人們反思中國(guó)政府針對(duì)電動(dòng)汽車技術(shù)的政策。他說(shuō)，如果污染成為非常明顯的問(wèn)題，那它可能改變?nèi)藗儗?duì)替代技術(shù)的態(tài)度，比如清潔柴油和傳統(tǒng)的混合動(dòng)力發(fā)動(dòng)機(jī)。

　　中國(guó)國(guó)務(wù)院去年說(shuō)，希望純電動(dòng)汽車和插電式混合動(dòng)力汽車的產(chǎn)量2015年達(dá)到50萬(wàn)輛，2020年達(dá)到500萬(wàn)輛。

　　然而更為直接的措施進(jìn)展一直很緩慢。舉例來(lái)說(shuō)，由于遭到煉油行業(yè)的反對(duì)，中國(guó)已經(jīng)兩次推遲在全國(guó)范圍內(nèi)推出更嚴(yán)格的汽車排放標(biāo)準(zhǔn)。卡車發(fā)動(dòng)機(jī)制造商和卡車買家也抵制更嚴(yán)格的排放標(biāo)準(zhǔn)。咨詢公司科爾尼(A.T. Kearney)的咨詢師戴加輝(Stephen Dyer)估計(jì)，發(fā)動(dòng)機(jī)制造商如果要遵循更嚴(yán)格的標(biāo)準(zhǔn)，每臺(tái)發(fā)動(dòng)機(jī)的成本將增加大約人民幣1萬(wàn)元。他說(shuō)，雖然這可能只占總成本的5%，但發(fā)動(dòng)機(jī)制造商認(rèn)為，這足以對(duì)銷售造成重大影響。

　　2012年1月環(huán)護(hù)部說(shuō)，從2013年7月起柴油車將實(shí)行國(guó)IV排放標(biāo)準(zhǔn)。

　　中國(guó)還有其他選擇，比如推進(jìn)舊車報(bào)廢。

　　去年，北京市提供資金支持以鼓勵(lì)車主報(bào)廢舊車。但鼓勵(lì)額度并不高，報(bào)廢大中型車最多能享受大約人民幣1.6萬(wàn)元的補(bǔ)貼。

　　研究機(jī)構(gòu)IHS中國(guó)汽車銷售預(yù)測(cè)部門負(fù)責(zé)人林懷濱認(rèn)為，上述刺激措施朝提高中國(guó)車輛報(bào)廢率邁出了第一步。中國(guó)目前報(bào)廢車輛占登記車輛總數(shù)的比例約為3%，遠(yuǎn)低于美國(guó)約8%的報(bào)廢率。林懷濱說(shuō)，中國(guó)其他城市很有可能會(huì)效仿北京的做法。

　　最近這起污染事件可能會(huì)令中國(guó)內(nèi)地更多城市引入車輛限購(gòu)措施。

　　去年，南方城市廣州和西南部城市貴陽(yáng)也加入北京上海的行列，這兩個(gè)城市將落實(shí)車輛限購(gòu)措施，以緩解交通擁堵的現(xiàn)狀，防止空氣污染進(jìn)一步惡化。

　　目前還不清楚此舉是否會(huì)導(dǎo)致汽車銷量下降。麥格理證券的劉易斯說(shuō)，她預(yù)計(jì)最近一系列污染問(wèn)題不會(huì)導(dǎo)致政府進(jìn)一步出臺(tái)新車限購(gòu)措施。

　　2011年底，北京約有500萬(wàn)輛汽車在路上行駛，平均每千人擁有260輛車。廣州一家政府下屬的交通運(yùn)輸方面的智庫(kù)說(shuō)，截至2011年底，廣州有233萬(wàn)輛汽車在路上行駛，這意味著每千人擁有180輛車。

　　北京市政府?dāng)?shù)據(jù)顯示，在北京每公里道路上擁有牌照的車輛超過(guò)800輛，香港為306輛，上海為520輛。

　　科爾尼的戴加輝說(shuō)，在全球范圍內(nèi)，大約三分之一的污染排放可以歸因?yàn)榕c交通相關(guān)的污染源。其中大約有三分之一是乘用車造成的，三分之一是商業(yè)車輛，剩下三分之一是包括飛機(jī)和輪船在內(nèi)的其它交通工具。

　　但戴加輝說(shuō)，就北京的情況而言，約50%的有害氣體排放是交通污染源造成的。

　　在中國(guó)這個(gè)世界最大的汽車市場(chǎng)，北京和其他中國(guó)城市的空氣污染突然加劇，令人們對(duì)汽車尾氣排放的擔(dān)憂變得突出，但分析師說(shuō)，當(dāng)前中國(guó)空氣污染禍患的重點(diǎn)是卡車和較為老舊的汽車，而不是新的乘用車。

　　In China, Older Cars Clog the Air

　　A spike in air pollution in Beijing and other Chinese cities has brought concern over auto fumes to the fore in the world&aposs largest car market, but analysts say trucks and older cars─rather than new passenger vehicles -- lie at the heart of China&aposs current pollution woes.

　　China overtook the U.S. as the biggest auto market by number of new vehicles sold in 2009. Last year, Chinese customers bought 19.3 million vehicles, a figure the semiofficial China Association of Auto Manufacturers forecasts will grow a further 7% this year.

　　A fourth day of severe pollution across large parts of China has put scrutiny on industries that contribute to China&aposs pollution problems, including auto makers, power companies, steel makers and other firms.

　　China has fewer cars on the road than the U.S. -- 92.7 million compared with about 245 million. But according to China&aposs Ministry of Environmental Protection, only 5.7% of China&aposs vehicles meet the country&aposs highest national Grade IV standards that limit toxic emissions from vehicles including greenhouse gas and tiny particulate matter known as PM2.5.

　　The majority meet relatively low emission standards. The 10% of vehicles that don&apost meet the minimal Grade I emission standard account for 40% of the total emissions of major pollutants, the ministry said.

　　&aposMitigation of the problem lies much more in getting rid of old vehicles and improving traffic flow,&apos said Janet Lewis, an analyst at Macquarie Securities.

　　Public outcry about the recent spike in pollution could also motivate the government to re-examine its once-ambitious plans for electric vehicles, implementation of which have recently stalled.

　　Long term, the current pollution crisis could prompt a rethink of Beijing&aposs policy on electric-vehicle technology, said Bill Russo, founder and president of auto consulting firm Synergistics Ltd. and a former Chrysler executive. &aposIf pollution is becoming a very visible problem, then it could change attitudes about alternatives&apos such as clean diesel and conventional hybrid engines, he said.

　　Last year, the State Council, China&aposs cabinet, said it hopes output of pure electric and plug-in hybrid vehicles reaches 500,000 by 2015 and 5 million by 2020.

　　However, progress has been slow on more immediate steps. For example, China has twice delayed the nationwide rollout of tighter vehicle-emissions standards amid opposition from the rining industry. Tighter emission standards have also met with resistance from truck-engine manufacturers as well as buyers of trucks. A.T. Kearney consultant Stephen Dyer estimates the additional cost for engine makers to comply with stricter rules at around 10,000 yuan (about $1,600) per engine. &aposWhile this may only represent 5% of the total cost, engine makers say it&aposs enough to significantly impact sales,&apos he said.

　　The Environment Ministry said in January 2012 that the National IV standards would be applied to diesel-engine vehicles from July 2013.

　　China has other options, such as promoting the scrapping of old vehicles.

　　Last year, the city of Beijing offered financial incentives to car owners to get rid of older cars. But the amounts involved were modest -- up to around 16,000 yuan for larger cars.

　　Lin Huaibin, manager for China vehicle-sales forecasts at research firm IHS considers such incentives &aposa start&apos toward increasing the scrappage ratio in China, which currently stands at around 3% of total registered vehicles, considerably less than the U.S. rate of around 8%. Mr. Lin said it&aposs &apospretty likely&apos that other Chinese cities will follow in the steps of Beijing.

　　The latest pollution episode also could see more Chinese cities introduce restrictions on auto purchases.

　　Last year, the southern city of Guangzhou and the southwestern city of Guiyang joined Beijing and Shanghai by putting car-ownership restrictions in place that seek to relieve traffic conditions and limit air pollution.

　　It is unclear whether such moves could specifically result in a fall in auto sales. Macquarie&aposs Ms. Lewis said she didn&apost expect any further restrictions on the purchase of new vehicles as a consequence of the recent pollution problems.

　　Beijing had about five million vehicles on the road at the end of 2011 or 260 vehicles per 1,000 people. As of the end of 2011, Guangzhou had 2.33 million vehicles on the road, meaning 180 vehicles per 1,000 people, according to a government-affiliated transportation think tank in the southern Chinese city.

　　There are more than 800 licensed vehicles for every kilometer of road in Beijing, data from the Beijing government show, compared with 306 vehicles in Hong Kong and 520 vehicles in Shanghai.

　　Globally, about one third of polluting emissions can be attributed to transportation-related sources, said Mr. Dyer of A.T. Kearney. Of this, about one-third is linked to passenger cars, one-third to commercial vehicles and the rest to other forms of transportation including airplanes and ships.

　　However, in the case of Beijing about 50% of harmful emissions are caused by transportation sources, he said.

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