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1.
利用CALINE3模式模拟汽车尾气污染扩散   总被引:3,自引:0,他引:3  
利用美国国家环保局推荐的公路扩散模式CALINE3模拟了兰州市区典型街道的汽车尾气污染,得到了较好的结果。  相似文献   

2.
为研究交通源空气污染状况,通过采用自动监测系统,于2009年春季期间,对在聊城市主干道附近布设的6个监测点的空气质量进行监测,获得了其空气污染物浓度特征:(1)所有监测点SO2、NOx日均值与O3小时均值均未超标,且O3污染指数很低,表明二次污染甚微;(2)CO是首要污染物,PM10次之,两者日均值超标率均为100%。分析了超标污染物与交通流量的关系,结果表明,PM10浓度与交通量有较高的线性相关性,而CO浓度与交通流量无显著相关性。  相似文献   

3.
为调查马鞍山市城区主干道近地面空气质量状况,马鞍山市环境监测中心站于1999年1月19日~1月21日对城区3条主干道的5个监测点近地面空气质量进行了监测.结果表明,在城市整体环境空气质量良好的情况下,交通干道近地面空气污染较严重,主要污染源是机动车尾气,NOx、CO、TSP是特征性污染物,其中NOx平均分布浓度与车流量近似成正相关,从时间分布上看,NOx平均分布浓度早上最高,晚上次之,中午最低.指出,为改善城市的环境空气质量,必须加强对机动车尾气的监督管理.  相似文献   

4.
拉萨市大气污染分布特征及气象影响因子分析   总被引:4,自引:1,他引:3  
以2001~2006年拉萨市的空气环境质量自动监测结果为基础数据,阐明拉萨市区主要大气污染物SO2、NO2、PM10的逐日变化、季节变化以及年变化特征.在此基础上,分析了大气污染物浓度与气象条件的关系.结果表明,除NO2日夜差别不大之外,SO2与PM10质量浓度分别存在典型的单峰、双峰变化;各污染物质量浓度具有冬强夏弱的季节变化规律;就年平均而言,SO2浓度增加,PM10浓度降低,NO2浓度变化不显著,各污染物有明显的突变现象.大多数气象要素与污染物浓度具有较好的负相关,即满足降水量增加、温度升高、相对湿度增大会导致污染物浓度减小的规律,气象要素量级与大气污染天数多少也存在密切关系.  相似文献   

5.
一种评估烟花爆竹燃放对大气PM2.5影响的新方法   总被引:5,自引:1,他引:4       下载免费PDF全文
基于北京市空气质量自动监测系统2013年2月常规污染物监测数据,提出了定量估算烟花爆竹燃放对大气PM2.5影响的污染物相对比值(PM2.5/CO)法。利用该方法研究表明,2013年北京除夕烟花爆竹燃放使PM2.5单站1小时平均浓度最大增加709μg/m3(石景山古城监测点);全市24小时平均浓度增加88μg/m3,达到159μg/m3,空气质量由良好升级为重度污染。元宵节夜间烟花爆竹燃放使PM2.5单站1小时平均浓度最大增加469μg/m3(海淀万柳监测点),全市24小时平均浓度增加54μg/m3。除夕夜、元宵夜全市平均烟花爆竹PM2.5浓度超过75μg/m3的时间分别为5、7 h,达到峰值后半衰期分别为0.9、1.7 h。城区烟花爆竹PM2.5浓度高于郊区,并可导致下风向郊区的PM2.5浓度显著增加。除夕、元宵节北京市区烟花爆竹排放PM2.5总量分别约为1.91×105kg、1.17×105kg。  相似文献   

6.
提出了一种能自动连续监测CH4、CO2、TOC日变化及垂直分布的系统,利用该系统监测了2002年冬季CH4、CO2、TOC垂直分布的日变化的变化趋势.结果发现,距地面高度增加,受湍流扩散的影响,CH4、CO2、TOC浓度降低.冬季CH4浓度的日变化呈现明显的单峰周期变化,CO2日变化呈双峰形分布,TOC日变化没有明显的特征,其日变化受机动车尾气排放的影响很大.根据2002年冬季CO2浓度与2000年以前的对比结果发现,北京市冬季燃煤排放的污染物已处于一个相对稳定期,而随着北京市机动车保有量迅速增加,尾气排放成为影响某些大气微量气体日变化的主要因素.  相似文献   

7.
通过对具有街道峡谷特征的南京市中山路机动车的车流量污染物质量浓度和气象要素的调查与监测,了解到中山路机动车尾气污染物中CO,NO x的质量浓度与车流量有关,成正比关系,日车流量高峰时间分别在10:00,14:00和18:00。中山路环境容量分析是通过污染物扩散模型对CO,NOx污染物质量浓度模拟,其模拟结果和实测结果相近:CO质量浓度的模拟和实测结果比值在[0.5,2]区间的比例为96%,NOx质量浓度的模拟和实测结果比值在[0.5,2]区间的比例为80%,表明模拟结果有效。  相似文献   

8.
2020年2—3月,位于福建沿海地区中部的莆田市在环境空气质量自动监测过程中出现了严重的PM_(10)和PM_(2.5)质量浓度"倒挂"现象,小时值"倒挂"率为19.86%,日均值"倒挂"率为16.67%。在高相对湿度和低风速气象条件下,颗粒物会出现严重的"倒挂"现象,"倒挂"过程中常伴随着颗粒物和气态污染物(SO_2、NO_2和CO)质量浓度的增加。因此,于2020年2月16日—3月26日开展了颗粒物自动监测和手工监测比对,并结合气象参数、气态污染物质量浓度,以及PM_(10)和PM_(2.5)中水溶性离子和液态水的含量特征,进一步探讨了莆田市颗粒物质量浓度"倒挂"的主要成因。研究表明,PM_(10)和PM_(2.5)自动监测仪器检测原理的差异是导致颗粒物质量浓度"倒挂"的重要原因之一,而气象条件(相对湿度、气温和风速等)、颗粒物质量浓度、颗粒物中主要吸湿组分(NO_3~-、SO_4~(2-)和NH_4~+)和液态水的含量也是颗粒物质量浓度"倒挂"的主要影响因素。莆田市2020年2—3月出现高频率"倒挂"现象是多重因素共同作用的结果,解决该问题需要同时考虑监测仪器检测原理、气象参数、颗粒物质量浓度和吸湿组分等的影响。  相似文献   

9.
随着环境空气质量新标准的全面实施,PM_(2.5)监测已经全面普及,并成为全国大部分城市关注的首要污染物,根据新疆环境空气质量监测网中不同区域、不同时段颗粒物(PM_(2.5)、PM_(10))质量浓度监测结果,对PM_(2.5)/PM_(10)质量浓度的比值关系进行深入分析,研究其在新疆典型区域特殊气象条件下的分布规律,为科学合理评价和考核新疆环境空气质量提供数据支持与参考。  相似文献   

10.
使用2012—2015年无锡市区的6种大气污染物监测数据,对无锡市区各污染物的年度变化、空间分布、影响因素进行了分析。结果表明:(1)2012—2015年无锡市区SO_2、O_3质量浓度呈下降趋势,且趋势显著;NO_2质量浓度呈下降趋势,但不明显;CO、PM_(10)、PM_(2.5)的质量浓度年际变化比较平稳。(2)无锡市区SO_2、NO_2、PM_(10)、PM_(2.5)、CO的空气质量分指数(IAQI)均为冬季最高、夏季最低;O_3的IAQI则为夏季最高、冬季最低。(3)SO_2、NO_2、PM_(10)、PM_(2.5)、CO浓度间呈两两正相关,且相关性极显著;O_3浓度与NO_2、CO呈显著负相关,与SO_2、PM_(10)、PM_(2.5)浓度之间没有明显的关联。(4)分析了无锡市区各项大气污染物浓度的空间分布特征。(5)SO_2、NO_2、PM_(10)浓度周内变化具有"周末效应"的特征,而O_3、CO和PM_(2.5)浓度周内变化出现"反周末效应"。  相似文献   

11.
天津市春季典型道路积尘负荷分布特征   总被引:1,自引:0,他引:1  
道路积尘负荷表征路面清洁程度,是道路扬尘排放清单中一个十分重要的参数,也是各地环境管理的一个重要方面。根据AP-42道路扬尘排放因子模型,2015年春季用真空吸尘法采集了天津市11条道路的扬尘样品,得到了不同道路类型以及不同车道的积尘负荷,并分析了积尘负荷的变化规律。结果表明:天津市春季非机动车道和机动车道慢车道的积尘负荷分别为0.282 0~1.064 5 g/m~2和0.050 4~0.173 9 g/m~2;5种道路类型的非机动车道的积尘负荷中位值均大于机动车慢车道积尘负荷的中位值;对于不同道路类型积尘负荷而言,非机动车道从大到小顺序依次为次干道主干道环线支路快速路,机动车道慢车道从大到小顺序依次为次干道环线主干道支路快速路;东西走向和南北走向道路两侧积尘负荷差异均无统计学意义。  相似文献   

12.
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   

13.
This paper shows that monitoring campaigns in association withmodelling, particularly detailed roadside modelling, are auseful and cost effective method of assessing air quality. Itproposes that an approach based on detailed monitoringassociated with concurrent meteorological data can be used incombination with a roadside model to assess concentrations at other locations near a road and in other weather conditions. Plans for improving air quality can also be assessed in simpleways. The need for complex models based on detailed emissioninventories is avoided.Two examples from streets in London and Paris are presented inwhich measurements of CO, NOx and volatile organic compoundshave been made. The measurements are interpreted usingcorrelations between pollutant concentrations and with windspeed, and by using the USEPA CALINE4 model. It is demonstratedthat air quality measurements can be used to assess the validityof road traffic emission factors.  相似文献   

14.
与一般城市道路相比,城市高架复合道路通行能力大、行车速度高、车辆行驶状态复杂,交通噪声污染极为突出。选取深圳市典型的高架复合道路——春风高架和爱国高架进行实地监测,同时运用SoundPLAN软件模拟其噪声污染现状与安装声屏障后的降噪效果。根据监测模拟结果,从合理进行道路规划、装设声屏障和铺设低噪声路面等方面提出高架复合道路噪声污染控制的对策建议。  相似文献   

15.
北京市典型道路交通噪声排放特征   总被引:1,自引:1,他引:0  
采用北京市道路交通噪声自动监测系统2013—2017年采集的等效连续A声级数据,对城市快速路、城市主干线、城市次干线、城市支路的代表性站点噪声排放情况进行了统计分析,结果显示,北京市不同等级的道路噪声排放具备一定的特征,排放水平从大到小依次为城市快速路城市主干线城市支路和城市次干线,道路噪声随时间变化存在较为一致的周期性排放特征,24 h变化特征比较明显。个别道路排放特征存在特异性,如城市主干线道路的一个代表监测站点噪声监测值出现了逐年下降趋势,分析发现,北京市非首都功能疏解对其噪声值的下降有一定贡献。采取一定的规划和管理措施有助于减少道路交通噪声的排放。  相似文献   

16.
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   

17.
重庆市内环货车错时限行对空气质量的影响   总被引:1,自引:1,他引:0  
在分析货车实施错时限行后内环车流量时段分布变化基础上,通过对PM_(2.5)、NO_2等指标的ADMS模型模拟和实际监测数据对比分析,探讨了内环货车错时限行对环境空气质量的影响。结果表明,货车错时限行后主城区环境空气中PM_(2.5)、NO_2小时平均质量浓度分别降低了9.4%和6.0%,峰值浓度明显降低,晚上出现峰值时间往后推移了2~3 h。经ADMS模型模拟计算,内环高峰时段机动车排放对主城区NO_2、PM、VOCs的浓度贡献分别降低了54.1%、56.3%、17.5%,CO浓度贡献不大。内环货车错时限行措施对重庆市主城区空气质量的改善有一定的积极作用。  相似文献   

18.
A comparative study was undertaken at two different sites (one urban, one suburban) in Greater London in order to examine whether there was a relationship between publicly available air quality data and the public's perception of air quality. Perceptions of air quality and its role as a potential quality of life indicator was also investigated. A total of 200 people were interviewed in Wood Green and Wimbledon in 1999 and air quality data were obtained simultaneously from the nearest appropriate monitoring station. The study has enabled a comparison between the public's perception of air quality and the actual monitored concentration values. The survey results reveal how seriously the public regards air pollution from road traffic in terms of their quality of life and identifies the attitudes of the public to nuisance from road traffic. The results reveal that the public's perception of air quality is not a reliable indicator of the actual levels of air pollution in their area. The results also revealed that air pollution issues generated as a result of road traffic are of high importance in terms of people's quality of life when compared to other aspects of their quality of life. The study revealed that residents in the urban area (Wood Green) were more disturbed by road traffic than residents in the suburban area (Wimbledon). Out of all the disturbances listed, it was found that residents were more disturbed by vehicle-derived fumes, dust and dirt than other aspects of road traffic related nuisance. The TELETEXT/CEEFAX service on air quality was little used by the public as a means of obtaining information on air pollution.  相似文献   

19.
The contribution of fugitive dust from traffic to air pollution can no longer be ignored in China. In order to obtain the road dust loadings and to understand the chemical characteristics of PM10 and PM2.5 from typical road dust, different paved roads in eight districts of Beijing were selected for dust collection during the four seasons of 2005. Ninety-eight samples from 28 roads were obtained. The samples were resuspended using equipment assembled to simulate the rising process of road dust caused by the wind or wheels in order to obtain the PM10 and PM2.5 filter samples. The average road dust loading was 3.82 g m − 2, with the highest of 24.22 g m − 2 being in Hutongs in the rural–urban continuum during winter. The road dust loadings on higher-grade roads were lower than those on lower-grade roads. Attention should be paid to the pollution in the rural–urban continuum areas. The sums of element abundances measured were 16.17% and 18.50% for PM10 and PM2.5 in road dust. The average abundances of OC and EC in PM10 and PM2.5 in road dust were 11.52%, 2.01% and 12.50%, 2.06%, respectively. The abundance of elements, water-soluble ions, and OC, EC in PM10 and PM2.5 resuspended from road dust did not change greatly with seasons and road types. The soil dust, construction dust, dust emitted from burning coal, vehicle exhaust, and deposition of particles in the air were the main sources of road dust in Beijing. Affected by the application of snow-melting agents in Beijing during winter, the amount of Cl −  and Na +  was much higher during that time than in the other seasons. This will have a certain influence on roads, bridges, vegetations, and groundwater.  相似文献   

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