共查询到18条相似文献,搜索用时 218 毫秒
1.
2.
3.
基于2014年南充市大气污染源排放清单调查,通过实地调研、现场测试与统计年鉴等获得活动水平数据,采用排放系数法估算建立排放清单。结果表明道路机动车保有量为877 197辆,摩托车、载客汽车、载货汽车占比分别为61.8%、29.9%、8.3%。道路移动源CO 39 631.2t,NO_X26 448t、VOCs 20 544t、HC 3 648t、PM101 777t、PM_(2.5)1 600t、SO2391.7t,主要污染物为CO、NO_X和VOCs。柴油重型载货汽车、柴油轻型载货汽车、柴油大型载客汽车是NO_X、SO2、PM10和PM_(2.5)主要排放源,普通摩托车、其他燃料小型载客汽车是CO、VOCs主要排放源。普通摩托车和汽油中型载货汽车是HC主要排放源。非道路移动源污染物总量NO_X2 322t,CO 1 173t,HC 657.2t、PM 467.7t、PM_(2.5)252.9t、VOCs 179.8t。农业机械对CO、PM_(2.5)、PM、THC排放贡献率高,分别为49.5%、50.2%、48.3%、30.0%;工程机械对NO_X、PM_(2.5)、PM、THC的贡献率高,分别为51.4%、40.3%、38.9%、39.3%;船舶对VOCS排放贡献为90.3%。顺庆、高坪、嘉陵的CO、NO_X、THC、PM排放贡献率较高,蓬安VOCS排放贡献率较高。 相似文献
4.
选取中国市场上纯电动、油电混合、燃油和天然气动力四种类型的小型乘用车典型车型,从全生命周期视角对比能源效率与环境影响的差异。从一次能源消耗看,四种动力乘用车单位公里动力能耗均值分别为1.74MJ、2.19MJ、2.28MJ、2.94MJ。即在行驶同样的里程下,纯电动、混合动力车比传统燃油车平均一次能源分别节省19.7%、4.4%。从动力能耗生命周期的环境影响看,燃油汽车的酸化潜值和全球变暖潜值都高于其他动力车型,而纯电动和混合动力汽车的推广有助于降低汽车行驶过程中SO_2、NO_X、CO等污染物的排放。敏感性分析结果显示,煤电占比、供电煤耗的降低与火电机组脱硫脱硝除尘率的提升都有助于纯电动和混合动力乘用车减排。 相似文献
5.
全球有六个城市对于已经拥塞的地区做出了严格的交通限制。香港 :在汽车上安装了记录每天公路行驶里程和时间的电子传感器。驾车者每个月都会收到一份帐单 ,针对其行车里程和时间收费。新加坡 :在高峰期驶入市中心的汽车必须买一张每月3 0美元的通行证 ,但是若车上乘客在四人或四人以上就可以免费通行。哥森堡 (瑞典 ) :为了鼓励步行 ,把市中心分隔成若干扇形区域 ,汽车不能直接从一个区驶进另一个区 ,而必须绕外环线。罗马和佛罗伦萨 :从早上 7:3 0到下午 7:3 0 ,除了公共汽车、送货车和城区居民的轿车 ,其它车辆一律禁止通行。东京 :购车… 相似文献
6.
生态文明视野下的区域承载力评价打破了传统承载力评价的局限,构建了经济、社会、环境、文化、制度"五位一体"的承载力评价模型。成都经济区区域承载力总体较好,但评价系统间差距较大。在时间上看呈波动上升趋势,不同年份间受外部政策和环境的强烈影响。在空间上不均衡,分3种类型,不同城市间差异较大且关键因素各异。 相似文献
7.
8.
9.
10.
本文对卫星定位汽车行驶记录仪按DB44/T578-2009测试时常见不合格问题及对策进行简要的分析,解决这些问题对设计和测试卫星定位汽车行驶记录仪是很有必要的。 相似文献
11.
Jordan Carroll-Larson 《Journal of Environmental Planning and Management》2009,52(3):315-344
This study estimates the effectiveness of a vehicle miles travelled (VMT) tax in controlling mobile-source emissions of particulate matter (PM2.5) in a non-attainment area located in northern Utah. Using a recently updated household-level dataset, the study finds no evidence of an endogenous relationship between choice of vehicle type and VMT. VMT elasticities are also estimated with respect to cost per mile that are in some cases larger in magnitude than those reported in previous studies. Based on vehicle emissions tests performed by the Houston Advanced Research Center, the study estimates the reduction in particulate emissions that would occur with two different sets of VMT tax rates. Principal findings are that a VMT tax rate of $0.003 per passenger car mile and $0.01 per light-duty truck mile (resulting in a mean annual tax burden of $128 per household in the first year) would reduce annual particulate emissions by between 7% and 11%, depending upon the degree of heterogeneity in household driving behaviour. Assuming constant elasticity, this means that at tax rates of $0.006 and $0.02 per mile for passenger cars and light-duty trucks, respectively (resulting in double the mean annual tax burden), annual particulate emissions would be reduced by between 12% and 23%. Both the advantages and limitations of the VMT tax are discussed. 相似文献
12.
Transportation sector is the second largest producer of greenhouse gas in Malaysia next to energy sector. It contributes to nearly 28 % of annual national carbon emissions due to its heavy dependency of hydrocarbons such as gasoline. If not properly managed, carbon dioxide emissions per capita are expected to nearly double in the next 5 years. Lack of interdisciplinary study on this sector has caused proper mitigation initiatives to be delayed, compounding the damage to the ecosystem. The objective of this study is to develop a dynamic probabilistic model to determine emissions and pollutants of transportation system in Malaysia using Analytica software, with focus on passenger cars for its large number over other vehicle classes. Several vehicle fleet management policies based on several key governmental, industrial and stakeholder’s intervention have been constructed and analyzed for a period of 25 years. This analysis found that greenhouse gas emissions and pollutants in 2040 can be reduced by up to 80 %, compared to emissions of 2020, without any adverse effect on vehicle demand nor the economy. However, without proper intervention, personal transportation system in Malaysia will generate nearly 80,000 kilotons of greenhouse gas annually by the year 2040. 相似文献
13.
Doron Lavee 《Journal of Environmental Planning and Management》2009,52(6):777-795
High taxes on new cars in Israel provide an incentive for car owners to defer the purchase of new vehicles. The result is a vehicle fleet of older, more polluting vehicles, with air pollution costs estimated at up to $530 million annually. The purpose of this paper is to conduct a cost benefit analysis (CBA) of an accelerated vehicle-retirement (AVR) programme. The analysis considers the private car fleet as well as trucks and buses. The study develops an economic model to identify the optimal payment level that will maximise the net benefit of the programme, and then apply the model to three different vehicle categories. It finds that an AVR programme for private cars may indeed yield significant net benefits, while a similar programme for trucks and buses fails to meet the cost-benefit test. For private cars, the study finds that even according to a conservative estimate, the programme will result in the voluntary retirement of approximately 98,000 private cars, with a present value net benefit of more than $50 million. This is equal to a 17% reduction in total annual private car air pollution costs for the five-year time span of the proposed programme. 相似文献
14.
This paper critically analyses the voluntary agreement of the European Automobile Manufacturers Association (ACEA) which is intended to ensure a significant reduction of average CO2 emissions from new passenger cars. It concludes that the voluntary agreement is far from being an adequate solution in terms of both ecological effectiveness and economic cost-efficiency. Therefore, the paper proposes to replace the voluntary agreement by an emission trading scheme which directly places car makers under obligation. This switch in policy should be accompanied by further phased increases in the ecotax levied on fuels and a vehicle taxation system that places greater focus on CO2 emission. 相似文献
15.
中国环境保护产业协会机动车污染防治委员会 《中国环保产业》2010,(10):24-27
综述了近年来我国机动车污染防治行业的市场特点,介绍了重型柴油机排放控制技术、摩托车排放控制技术、轻型柴油车排放控制技术,以及机动车污染防治行业的新技术开发应用情况,并对机动车的排放控制技术进行了发展预测。 相似文献
16.
AbstractEuropean cities have emerged as laboratories for ‘sustainable mobility'. In the last few years, they have supported numerous electric car projects which combine clean engine technologies with offers on public or shared mobility. This paper compares two ongoing public electric car services in Berlin (BeMobility) and Paris (Autolib’). We explain how both projects shape future visions of sustainable mobility and transform regional transport systems in specific ways through their performative impact as local transport policy tools. Focusing on the socio-economic and political processes through which both projects were conceived and put into practice, we explain their differences as they reflect participating actors' interests in a French versus German industrial and transport policy context after the economic crisis in 2008. We find that whereas BeMobility integrates electric cars as one element in Berlin's intermodal transport system, and thus is centred around ‘intermodality' as the central vision of sustainable transport, Autolib’ in Paris essentially reproduces the dominant mode of private passenger car transport through adding a shared electric car fleet. 相似文献
17.
四川省气溶胶光学厚度时空分布特征 总被引:2,自引:0,他引:2
本文利用MODIS气溶胶光学厚度产品,建立了气溶胶光学厚度与PM10/2.5的线性关系。分析了2008年~2012年四川省的气溶胶光学厚度时空分布特征,以成都市为特例分析了2003年~2012年的气溶胶光学厚度时空分布。结果显示:气溶胶光学厚度与PM10/2.5的线性关系较高;川西高原具有较低的气溶胶光学厚度,康定、马尔康、西昌、雅安等地年均气溶胶光学厚度约0.2;四川盆地区域具有较高的气溶胶光学厚度,以成都、德阳等地为代表,年均值在0.8~1.0之间,并具有明显季节变化特征;成都市的气溶胶光学厚度时空分布具有明显的城市特点。这些时空分布的特征与四川省的工业情况、地理位置、气候条件有关。 相似文献
18.
Light duty vehicles, i.e. passenger cars and light trucks, account for approximately half of global transportation energy demand and, thus, a major share of carbon dioxide and other emissions from the transport sector. Energy consumption in the transport sector is expected to grow in the future, especially in developing countries. Cars with alternative powertrains to internal combustion engines (notably battery, hybrid and fuel-cell powertrains), in combination with potentially low carbon electricity or alternative fuels (notably hydrogen and methanol), can reduce energy demand by at least 50%, and carbon dioxide and regulated emissions much further. This article presents a comparative technical and economic assessment of promising future fuel/vehicle combinations. There are several promising technologies but no obvious winners. However, the electric drivetrain is a common denominator in the alternative powertrains and continued cost reductions are important for widespread deployment in future vehicles. Development paths from current fossil fuel based systems to future carbon-neutral supply systems appear to be flexible and a gradual phasing-in of new powertrains and carbon-neutral fluid fuels or electricity is technically possible. Technology development drivers and vehicle manufacturers are found mainly in industrialised countries, but developing countries represent a growing market and may have an increasingly important role in shaping the future. 相似文献