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1.
利用MOVES模型对2012年西安市出租车油改气后污染物排放因子进行模拟,得出污染物CO、NOx、PM2.5、PM10、HC的排放因子分别为3.488 1 g/km、0.370 0 g/km、0.004 7 g/km、0.005 1 g/km、0.095 2 g/km,计算得到5种污染物的年排放总量分别为4 830.76 t、512.42 t、6.51 t、7.06 t、131.85 t。将得到的数据与2010年相关数据比对,说明出租车油改气后污染物排放量在机动车总排放量中所占比例有所下降。  相似文献   

2.
基于成都双流国际机场活动水平数据,采用排放因子法和计算模型等,编制了机场大气污染物排放清单,并完成了时空分配和不确定性分析,建立了高分辨率网格化排放清单。结果表明,成都双流国际机场标准起飞着陆(LTO)循环数为2.4×10~5次/a,CO、VOCs、NO_x、PM_(10)、PM_(2.5)、SO_2排放量分别为1.2×10~3、1.3×10~2、2.1×10~3、2.8×10、2.7×10、2.5×10~2t/a,且主要由飞机发动机排放;活动水平数据仅包括LTO循环数和地面保障设备两部分;污染物排放分布和跑道类型相关性较高;排放清单活动水平数据可靠性较高,而排放因子存在一定的不确定性。  相似文献   

3.
沈阳市机动车大气污染物排放清单的研究   总被引:1,自引:0,他引:1  
基于机动车主要污染物排放量计算方法,对主要污染物排放因子进行识别与修正,建立沈阳市机动车污染物排放清单。结果表明:沈阳市机动车污染物的排放总量为206 804. 3 t,CO、NOx、HC和PM10的排放量分别为128 500. 4 t、44 206. 3 t、32 104. 8 t和1 992. 8 t;机动车排放的各污染物二环以内的排放量占总量70. 0%以上,和平区、沈河区和铁西区是该市机动车污染物高排放区域;小型客车和出租车对CO、HC的排放分担率较高,重型货车和轻型货车是NOx、PM10的主要排放源;沈阳市机动车污染物主要来自汽油车和柴油车,新能源机动车排放量较低。  相似文献   

4.
天津市北辰区大气污染物小尺度精细化源排放清单   总被引:4,自引:1,他引:3  
以天津市北辰区空气站周边3 km为研究对象,基于拉网式实地调查,获得该地区2016年各类典型行业污染源详细的活动水平数据,以环境保护部发布的"清单编制技术指南"为参考,建立了2016年天津市北辰区空气站周边3 km大气污染源排放清单。结果表明:2016年天津市北辰区空气站周边3 km大气污染源的排放总量PM_(10)为431.28 t、PM_(2.5)为147.94 t、SO_2为48.67 t、CO为1 395.39 t、NO_x为469.52 t、VOCs为305.66 t;PM_(10)和PM_(2.5)的最大排放源是工地,贡献率分别为25.49%、15.16%;SO_2的最大排放源是散煤,贡献率为49.36%;CO和NO_x的最大排放源是道路机动车,贡献率分别为45.85%、53.89%;VOCs的最大排放源是制造业企业,贡献率为48.80%。天津市北辰区改善空气质量应从控煤、控尘、控车3个方面入手。  相似文献   

5.
以2015年佛山市禅城区的公交车为研究对象,利用COPERTⅣ模型计算本地化的排放因子,分析该区公交车污染排放现状,以及天然气公交车相对于柴油公交车的减排效果。结果表明,禅城区公交车污染物年排放量分别为CO180.73 t、VOCs 176.92 t、NO_x672.87 t、PM_(2.5)14.17 t,用天然气公交车替代柴油公交车,NO_x和PM_(2.5)分别减排53.39%和79.11%。通过遥感监测数据进一步分析禅城区天然气公交车的排气污染特点,表明其CO排放基本处于稳态,NO_x排放波动较大,并据此提出了相应的污染控制措施。  相似文献   

6.
基于全省72个国控点位、185个网格化监测点位数据,利用GIS空间分析技术开展夏秋季江苏省大气臭氧与PM2.5污染热点分析。结果表明:江苏省夏秋季臭氧和PM2.5高值热点重合区域主要分布于徐州、宿迁,镇江、扬州、泰州、南通交界,以及苏州南部一带。结合该省污染源排放清单,在热点重合区域污染来源中,VOCs单位面积年均排放量居前三的为工业源[219.84 t/(km2·a)]、溶剂使用[87.13 t/(km2·a)]、居民生活源[47.77 t/(km2·a)],PM2.5污染行业单位面积排放量前三名为发电厂[129.79 t/(km2·a)]、工业源[39.67 t/(km2·a)]、扬尘源[29.20 t/(km2·a)];工业源与溶剂使用贡献73%的VOCs排放,工业源与发电厂贡献77%的PM2.5排放。为了有效推进江苏省臭氧与PM2.5的协同防控,须着重加强工业源、溶剂使用、发电厂、居民生活和扬尘的管控力度。  相似文献   

7.
杭州市大气污染物排放清单及特征   总被引:15,自引:9,他引:6  
以杭州市区为研究区域,通过调查整合多套污染源数据库及其他统计资料,研究文献报道及模型计算的各种污染源排放因子,获得杭州市区各行业PM10、PM2.5、SO2、NOx、CO、VOCs、NH3等污染物的排放量,建立了杭州市区2010年1 km×1 km大气污染物排放清单。结果表明,2010年杭州市区PM10、PM2.5、SO2、NOx、CO、VOCs和NH3的排放总量分别为7.96×104、4.02×104、7.23×104、8.98×104、73.90×104、39.56×104、3.32×104t。从排放源的行业分布来看,机动车尾气排放是杭州市区大气污染物最重要排放源之一,对PM10、PM2.5、NOx、CO和VOCs的贡献分别达到14.4%、27.1%、40.3%、21.4%、31.1%。道路扬尘、电厂锅炉、工业炉窑、植被、畜禽养殖对不同污染物分别有着重要贡献,道路扬尘对PM10和PM2.5的贡献分别为44.6%和20.0%、电厂锅炉对SO2和NOx的贡献分别为37.0%和25.7%、工业炉窑对CO的贡献为41.5%、植被排放对VOCs的贡献为27.1%、畜禽养殖对NH3的贡献为76.5%。从空间分布来看,萧山区和余杭区对SO2、NH3和植被排放BVOC的贡献要显著高于主城区;而主城区机动车对PM2.5、NOx和VOCs的贡献分别达到36.3%、56.0%和47.4%,较市区范围内显著增加,表明机动车尾气排放已成为杭州主城区大气污染最重要的来源之一。  相似文献   

8.
基于洛阳市不同类型氨排放源的活动水平数据,主要采取排放因子法构建了2017年洛阳市大气氨排放清单,并以GIS技术为基础进行2 km分辨率的空间网格分配。通过研究得出,2017年洛阳市的大气氨排放量为63.2 kt,排放强度达到4 t/km~2以上,全市主要的氨排放源为畜禽养殖和农田生态系统,排放量分别为43.7 kt和10.4 kt,分别占氨排放总量的69.2%和16.5%。在畜禽养殖源中,肉牛是最大的贡献源,贡献率为30.4%;在农田生态系统中,氮肥施用是最大的贡献源,贡献率为87.7%。各区县中,宜阳县和伊川县排放量最大,共占氨排放总量的32.0%;偃师市、伊川县为排放强度最高;空间分布特征上呈现北部氨排放量大、南部排放量少、在城市区周边氨排放量较突出的现象。  相似文献   

9.
为研究长三角典型城市公交车细颗粒物排放特征,采用便携式排放测试系统(PEMS),对上海、杭州和苏州三大城市的8辆典型城市公交车开展实际道路细颗粒物排放实验。研究结果表明:长三角典型城市车辆的实际道路平均车速为22.7 km/h,怠速比例为20.4%,加减速比例为54.5%;在稳态行驶工况下,随车速增大,公交车颗粒物质量及数量排放呈逐渐增大趋势;在20 km/h车速范围内,上海国III、国IV和苏州国III公交车颗粒数浓度呈双峰粒径分布,其他公交车均为单峰分布;随比功率的增大,公交车颗粒质量呈逐渐增大的趋势,国IV公交车颗粒数量呈先下降再增大趋势,国III公交车颗粒数量呈上升趋势;公交车颗粒质量综合排放因子为0.8~189 mg/km,颗粒数量综合排放因子为6.2×1012~9.6×1014#/km。  相似文献   

10.
为了研究长三角典型城市公交车在实际道路的氮氧化物(NO_x)排放特性,采用便携式车载排放测试系统(PEMS),对上海、杭州和苏州3大城市的国Ⅲ、国Ⅳ柴油公交车及LNG公交车共8辆进行实际道路NO_x排放试验。结果表明:在稳态行驶工况下,柴油公交车NO_x稳态每秒排放呈上升趋势,LNG公交车呈波动变化;国Ⅲ柴油公交车NO_x稳态燃料排放呈波动变化,国Ⅳ柴油及LNG公交车呈下降趋势;随比功率增加,柴油公交车NO_x瞬态排放大体呈逐渐增加的趋势,而LNG公交车呈先减少后增大的趋势,公交车NO_x综合单位里程排放因子在5.0 g/km~19.1 g/km之间,排放因子约为5.1 g/(kW·h)~15.8 g/(kW·h)。  相似文献   

11.
This paper presents emission factors of a class of passenger cars obtained by applying a statistical model developed to evaluate average emission factors based on driving cycle emission measurements. A multivariate regression method based on principal components, namely, the partial least squares (PLS) method, is applied to calculate the model. The method was applied to emission data from a sample of petrol Euro III 1,200- to 1,400-cc passenger cars taken from the ARTEMIS database. A vehicle effect analysis showed that vehicle effect is considerable, in some cases comparable to or greater than the driving cycle effect. Determination of emission factors is obviously affected by these aspects. Thus, the CO2 PLS model fit results are good, CO, HC and NOX more or less sufficient. PLS-predicted quantities were compared with corresponding quantities estimated by a multiple regression model (GLM) based on a quadratic polynomial equation of sub-cycle overall mean speed. GLM goodness of fit was poorer than PLS ones. A validation effort of models is in progress, which is considering the ARTEMIS database extended with tests performed within other national or international projects. In this way, an extended population of combinations of vehicles and driving cycles will provide a better calculation of models and emission factors.  相似文献   

12.
采用上海市车辆数据和机动车年检站实地调查方式获取车辆技术及分布,用GPS设备采集机动车行驶工况,通过交通流量录像的现场计数的方法获得道路车流分布。调查结果显示,在用汽车排放水平85%以上都达到或超过国Ⅱ标准;在低速、怠速工况区间内,社会车辆的比功率比例最低;道路轻型客车(含出租车)日平均车流量占总车流量的80%以上。机动车活动水平的详细调查将有助于上海实际道路机动车排放清单的精确计算,并获取主要的排放源及其影响因素。  相似文献   

13.
系统测量了5辆小型载客汽车分别以20~100 km/h匀速行驶时的车外噪声频谱,得到了低、中、高各频段声压级随车速的变化关系,进一步与城市道路交通噪声频谱相比较,为从声源上控制城市道路交通噪声提供有力的参考依据。  相似文献   

14.
通过对南京市机动车排气污染物的年检监测,表明南京市的汽油车、柴油车、摩托车排气合格率总体呈上升趋势,2002年全市机动车排气监测总合格率为99.9%,比1993年上升了8.6个百分点;汽车尾气达标率也呈上升趋势,2002年达83.8%,比1993年上升了2.6个百分点。对机动车排气路检结果表明,CO超标的车辆占84.4%,CO、HC两项指标都超标的车辆占31.1%。对各类汽油助力车排气监测结果表明,二冲程汽油助力车尾气中CO、HC排放量要高于四冲程汽油助力车的排放量。对各类正三轮摩托车排气抽检结果表明,大部分四冲程正三轮摩托车尾气排放污染物能达标,且排气管无碳烟;二冲程正三轮摩托车尾气中HC值偏高,排气管碳烟明显。  相似文献   

15.
The CO, NO and NO2 concentrations, visibility and air flow velocity were measured using continuous analysers in a long Norwegian road tunnel (7.5 km) with traffic in both directions in April 1994 and 1995. The traffic density was monitored at the same time. The NO2 concentration exceeded Norwegian air quality limits for road tunnels 17% of the time in 1994. The traffic through the tunnel decreased from 1994 to 1995, and the mean NO2 concentration was reduced from 0.73 to 0.22 ppm. The ventilation fan control, based on the CO concentration only, was unsatisfactory and the air flow was sometimes low for hours. Models for NO2 concentration based on CO concentration and absolute air flow velocity were developed and tested. The NO2/NOx ratio showed an increase for NOx levels above 2 ppm; a likely explanation for this phenomenon is NO oxidation by O2. Exposure to high NO2 concentrations may represent a health risk for people with respiratory and cardiac diseases. In long road tunnels with two-way traffic, this study indicates that ventilation fan control based on CO concentration should be adjusted for changes in vehicle CO emission and should be supplemented by air flow monitoring to limit the NO2 concentration.  相似文献   

16.
This investigation adopts vehicle tracking manner to establish real-world driving patterns and estimates emission factors with dynamometers with 23 traffic-driving variables for 384 in-use light-duty passenger vehicles during non-rush hour. Adequate numbers of driving variables were decided with factor analysis and cluster analysis. The dynamometer tests were performed on FTP75 cycle and five local driving cycles derived from real-world speed profiles. Results presented that local driving cycles and FTP75 cycle were completely different in driving characteristic parameters of typical driving cycles and emission factors. The highest values of emission factor ratios of local driving cycle and FTP75 cycle for CO, NMHC, NO x , CH4, and CO2 were 1.38, 1.65, 1.58, 1.39, and 1.14, respectively.  相似文献   

17.
Exhaust emission and performance characteristics were evaluated in a Toyota van, powered by a 21 indirect injection (IDI) naturally aspirated diesel engine, operating on vegetable based waste cooking oil methyl ester (WCOME).Tests were performed on a chassis dynamometer and the data were compared with previous results conducted on the same vehicle using mineral diesel fuel. The data obtained includes smoke opacity, carbon monoxide (CO), carbon dioxide (CO2), oxygen (O2), nitrogen dioxide (NO2), nitric oxide (NO), sulfur dioxide (SO2) and brake power. Engine lubricating oil samples were also taken. Results from this study indicated a difference of approximately 9% in brake power between the two fuels. WCOME developed a significant lower smoke opacity level and reduced CO, CO2, SO2 emissions. However, O2, NO2 and NO levels were higher with the vegetable oil based fuel. Power values were comparable for both fuels. Lubricating oil analysis gave little change of viscosity and wear metal concentrations after 2887km were: Silicon 35ppm, Chromium 3.3ppm, Iron 33.8ppm, Copper 14.1ppm and lead 78.6ppm.  相似文献   

18.
An assessment of air quality in the vicinity of a selected school has been carried out by monitoring the concentrations of primary pollutants. The results has shown that during the school hours, the measured pollutants emitted from the cars next to the selected school, such as CO and NO(2), are always under the allowable limits for Kuwaiti air quality standards. On the other hand, the concentrations of non methane hydrocarbon pollutant (nm-HC), some of which are considered to be cancergenic, are found to be above the Kuwaiti standard most of the times. A traffic counter is used to record the number of cars in the main road next to the school in 15 min intervals for 10 days during the monitoring period for air quality. Statistical analysis is performed to develop a relation for prediction of the necessary reduction in traffic, based on CO concentrations, during morning and afternoon periods on working days. A computer dispersion model (CALINE4) is also used to assess the CO concentrations based on recorded flow of traffic and emission inventory with the prevailing meteorological conditions existed at the specified time. After the validation of model, different scenarios have been evaluated to provide an acceptable solution to resolve the traffic congestion problem near the schools in the early morning hours with substantial reduction in pollution levels. The optimal solution for CO concentration reduction by managing smooth traffic flow is to reduce the traffic intensity by half in early morning and afternoon rush hours. The results of the predicted CO concentration in the vicinity of the school for the model and the statistical analysis has shown reduction of 30% and 42% respectively, for approximately 50% decrease in the car use. On the other hand the predicted CO concentration for the model and the statistics reached 24% and 33% respectively when 50% of students opted for buses instead of using private cars.  相似文献   

19.
In the metropolitan area of S?o Paulo, Brazil, ozone and particulate matter (PM) are the air pollutants that pose the greatest threat to air quality, since the PM and the ozone precursors (nitrogen oxides and volatile organic compounds) are the main source of air pollution from vehicular emissions. Vehicular emissions can be measured inside road tunnels, and those measurements can provide information about emission factors of in-use vehicles. Emission factors are used to estimate vehicular emissions and are described as the amount of species emitted per vehicle distance driven or per volume of fuel consumed. This study presents emission factor data for fine particles, coarse particles, inhalable particulate matter and black carbon, as well as size distribution data for inhalable particulate matter, as measured in March and May of 2004, respectively, in the Janio Quadros and Maria Maluf road tunnels, both located in S?o Paulo. The Janio Quadros tunnel carries mainly light-duty vehicles, whereas the Maria Maluf tunnel carries light-duty and heavy-duty vehicles. In the Janio Quadros tunnel, the estimated light-duty vehicle emission factors for the trace elements copper and bromine were 261 and 220 microg km(-1), respectively, and 16, 197, 127 and 92 mg km(-1), respectively, for black carbon, inhalable particulate matter, coarse particles and fine particles. The mean contribution of heavy-duty vehicles to the emissions of black carbon, inhalable particulate matter, coarse particles and fine particles was, respectively 29, 4, 6 and 6 times higher than that of light-duty vehicles. The inhalable particulate matter emission factor for heavy-duty vehicles was 1.2 times higher than that found during dynamometer testing. In general, the particle emissions in S?o Paulo tunnels are higher than those found in other cities of the world.  相似文献   

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