重庆主城区近年一次典型空气重污染过程分析

对2013—2015年重庆主城区空气重污染情况进行统计,并结合地面和高空探测手段,分析了一次典型重污染过程的污染特征。结果表明:重庆主城区秋冬季节的空气污染,以受不利气象条件影响的本地细颗粒物(PM_(2.5))累积污染为主,PM_(2.5)占PM_(10)的平均比例为72%左右;大气能见度与颗粒物浓度、相对湿度均呈现明显的负相关性。典型污染期间的近地层颗粒物污染带主要在0~400 m的高度范围,AOD值高达2.0~2.4,α指数在1.0左右。二次粒子、机动车尾气、扬尘是污染期间重庆主城区PM_(2.5)的主要来源。     

杭州地区霾日指标构建及应用初步研究

近年来,中国中东部地区雾霾频发已引起政府和公众的高度关注,霾天气更多表征了大气环境污染状况。另一方面,随着气象观测自动化进程的临近以及霾天气内涵的衍生,霾日的概念和判识指标需要重新认识和制定。在综合前人研究的基础上,利用2006—2012年杭州地区能见度、相对湿度和PM2.5等环境气象要素对霾日判识方法进行合理性分析,初步得出一种切合杭州客观实际的、具有较强操作性的霾日及重霾日的判识方法,并对杭州地区霾日进行了重建和分析。在此基础上,对杭州市区霾日与非霾日下颗粒物特征进行了统计分析,结果表明,霾日下PM2.5中的二次粒子(NO-3、SO2-4和NH+4)对颗粒物的贡献比例均高于非霾日,而城市场尘、机动车尾气尘等一次粒子则相反。     

日本机动车颗粒物(PM)总量控制制度及效果分析

机动车排放是城市大气颗粒物(PM)污染的主要来源之一。为改善空气质量,防治PM污染,日本2002年开始实施机动车PM总量控制制度。介绍了日本机动车PM总量控制的内容及对策,并对实施效果进行了分析,总结讨论了其对中国的启示。具体控制对策包括机动车单体对策、交通量及交通需求调整对策和局地污染对策等,并以东京为例介绍严格的柴油车PM排放控制对策。日本实施机动车PM总量控制制度在机动车保有量控制和空气质量改善方面取得明显成效:2002-2012年,日本机动车保有量增长缓慢,货运车总量持续下降,低公害车迅速普及,机动车种类比例不断调整;空气悬浮颗粒(SPM)和PM2.5年均浓度持续下降,其中SPM的机动车监测点下降率达40%。日本机动车PM总量控制制度在制定专门法规、优化交通系统和严控柴油车排放等方面的经验值得中国在制定和实施机动车PM防控措施时学习和借鉴。     

东莞市大气PM_(10)、PM_(2.5)、PM_1中多环芳烃/正构烷烃的污染特征和来源解析

2011年8月—2012年7月间于东莞市生活区(NC)点和工业区(ZT)点采集大气PM10/PM2.5/PM1样品,并检测分析了颗粒物上的多环芳烃(PAHs)和正构烷烃。粒径分布结果显示,PAHs和正构烷烃均主要富集在PM1上,而正构烷烃富集程度更高。PAHs环数分析结果显示,PM1中主导PAHs为6环,PM1~2.5和PM2.5~10中则为4环。利用特定比值法分析PAHs来源,结果表明,生活区NC点大气颗粒物中PAHs主要来自汽油车尾气、天然气燃烧、燃煤源和烹饪源,而工业区ZT点则主要来自柴油车尾气、燃煤和木材燃烧。通过主峰碳数、碳优势指数、植物蜡贡献率等方法分析正构烷烃来源,结果表明,化石燃料燃烧是东莞市大气颗粒物中正构烷烃的主要贡献源,其次是高等植物蜡排放,贡献率约为10.9%~28.9%。化石燃料燃烧源贡献率对PM1的贡献率明显较PM1~2.5和PM2.5~10高。     

杭州市主城区大气颗粒物的酸缓冲能力及来源解析

通过酸缓冲能力的测定实验,研究杭州市主城区大气颗粒物的酸缓冲能力,并利用二重源解析技术,解析了大气颗粒物中碱性组分的来源.结果表明,杭州市主城区大气颗粒物呈弱碱性,对降水酸度有一定的缓冲作用,但作用较小.总体而言,TSP与PM10的酸缓冲能力与其浓度呈负相关,但相关关系不明显,TSP的酸缓冲能力比PM10强.Ca是影响大气颗粒物酸缓冲能力的关键化学组分.TSP的酸缓冲能力主要来自建筑水泥尘.     

宁波市大气可吸入颗粒物PM1o和PM2.5的源解析研究

在宁波市布设4个代表性点位,于2010年春季、夏季和冬季进行大气PM10和PM2.s的采样,同时采集了多种颗粒物源样品,建立了PM10、PM2.5和源样品的化学成分谱.采用化学质量平衡模型(CMB)对宁波市PM10、PM2.5进行源解析.结果表明,城市扬尘、煤烟尘、机动车尾气尘是宁波市PM10、PM2.5的3大污染源,...     

浙东沿海城市大气颗粒物污染特征及来源解析研究

对2009年夏季浙东沿海地区环境空气质量进行监测,监测大气颗粒物(TSP、PM10、PM2.5、PM1.0)浓度,分析颗粒物污染特征、水溶性离子及无机元素组成,运用化学质量平衡受体模型(CMB模型)对浙东沿海地区大气TSP来源进行解析.结果表明,浙东沿海地区的大气颗粒物主要以细颗粒物为主,颗粒物中主要的水溶性离子为SO2-4、NH+4、Ca2+,土壤尘是该地区大气TSP的主要来源,北仑、乐清和奉化TSP中土壤尘的分担率分别达到55.49%、42.52%、40.70%,各监测点TSP来源具有一定的地域特征.     

成都市道路细颗粒物污染特征

2013年9月20—28日,通过采集成都市城区道路大气环境中的PM2.5样品,分析测定了其中可溶性无机离子、碳组分和金属元素含量。结果表明,PM2.5中Fe、Mn、Ti、Si、Al等主要来源于机动车行驶产生的道路扬尘,Pb、Cu、Ni和Zn等主要来源于机动车尾气及零部件磨损;PM2.5中水溶性无机离子占道路大气环境细颗粒物的33.7%,A/C比值为0.95,表明细颗粒物偏弱碱性;机动车尾气排放的OC1、OC2、OC4和EC1等4种碳组分占道路大气环境细颗粒物碳组分的65.8%,且OC/EC比值为2.9,有二次有机碳(SOC)产生。     

潞城市大气PM_（10）中化学元素分布特征

利用ICP-AES分析了潞城市采暖期和非采暖期4个不同功能区PM10样品中16种化学元素,对不同元素的时空分布特征进行了研究,并采用富集因子和主成分分析初步研究了潞城市PM10中元素的主要来源。结果表明,潞城市PM10中重金属污染较为严重,且各元素在采暖期的平均浓度均明显高于非采暖期。PM10中Ca、V、Cr、As、Ni、Mn、Cu、Zn、Al和Pb的富集因子EF〉10,主要来源于人为污染;而Na、Mg、Si、Fe和K的EF〈10,除部分来自人为活动外,主要来自土壤风沙等自然来源。主成分分析结果显示,潞城市PM10中元素的主要来源按贡献率大小依次为：煤烟尘和工业粉尘50.39%,自然源34.37%和机动车尾气15.24%。     

冬季关中城市及农村颗粒物的污染特征

为比较冬季城市和农村大气颗粒物浓度及化学组分等特征,本文分别采集分析了西安市区、安康农村冬季大气PM2.5颗粒物与PM0.1颗粒物。分析结果表明:两地大气中PM2.5日均浓度均超过国家二级标准(75μg·m~(-3)),空气质量不容乐观;其中农村样品中PM0.1颗粒物约占PM2.5颗粒物浓度的36.8%左右;所有颗粒物中有机碳远高于无机碳组分,而市区大气颗粒物中多环芳烃浓度显著高于农村浓度,说明城市空气中来源于机动车尾气的污染较为严重;从颗粒物粒径分布特征来看,粒径为0.300~0.374μm颗粒物具有最高数浓度和比表面积浓度,粒径为0.374~0.465μm的颗粒物具有最高质量浓度;由于农村污染源较为单一,安康样品颗粒物浓度受燃煤和油烟的影响较大。此外,由于受燃煤机动车排放影响,西安大气中PM0.1颗粒物中水溶性离子主要为NO_3~-与SO24,而安康大气PM0.1颗粒物中水溶性离子主要以SO_4~(2-)与Ca2+为主,PM2.5颗粒物中水溶性离子以NO_3~-、SO_4~(2-)和NH_4~+为主,这与农村环境中使用燃煤、农田灌溉、家畜喂养以及有机质降解等有关。     

First assessment of the PM<Subscript>10</Subscript> and PM<Subscript>2.5</Subscript> particulate level in the ambient air of belgrade city

INTENTION, GOAL, SCOPE, BACKGROUND: As the strong negative health effect of exposure to the inhalable particulate matter PM10 in the urban environment has been confirmed, the study of the mass concentrations, physico-chemical characteristics, sources, as well as spatial and temporal variation of atmospheric aerosol particles becomes very important. OBJECTIVE: This work is a pilot study to assess the concentration level of ambient suspended particulate matter, with an aerodynamic diameter of less than 10 microm, in the Belgrade central urban area. Average daily concentrations of PM10 and PM2.5 have been measured at three representative points in the city between June 2002 and December 2002. The influence of meteorological parameters on PM10 and PM2.5 concentrations was analyzed, and possible pollution sources were identified. METHODS: Suspended particles were collected on Pure Teflon filters by using a Mini-Vol low-volume air sampler (Airmetrics Co., Inc.; 5 l min(-1) flow rate). Particle mass was determined gravimetrically after 48 h of conditioning in a desiccator, in a Class 100 clean room at the temperature T = 20 degrees C and at about 50% constant relative humidity (RH). RESULTS AND DISCUSSION: Analysis of the PM10 data indicated a marked difference between season without heating--(summer; mean value 56 microg m(-3)) and heating season--(winter; mean value 96 microg m3); 62% of samples exceeded the level of 50 microg m(-3). The impact of meteorological factors on PM concentrations was not immediately apparent, but there was a significant negative correlation with the wind speed. CONCLUSIONS: The PM10 and PM2.5 mass concentrations in the Belgrade urban area had high average values (77 microg m(-3) and 61 microg m(-3)) in comparison with other European cities. The main sources of particulate matter were traffic emission, road dust resuspension, and individual heating emissions. When the air masses are coming from the SW direction, the contribution from the Obrenovac power plants is evident. During days of exceptionally severe pollution, in both summer and winter periods, high production of secondary aerosols occurred, as can be seen from an increase in PM2.5 in respect to PM10 mass concentration. RECOMMENDATION AND OUTLOOK: The results obtained gave us the first impression of the concentration level of particulate matter, with an aerodynamic diameter of less than 10 microm, in the Belgrade ambient air. Due to measured high PM mass concentrations, it is obvious that it would be very difficult to meet the EU standards (EEC 1999) by 2010. It is necessary to continue with PM10 and PM2.5 sampling; and after comprehensive analysis which includes the results of chemical and physical characterization of particles, we will be able to recommend effective control measures in order to improve air quality in Belgrade.     

Impact of banning of two-stroke engines on airborne particulate matter concentrations in Dhaka, Bangladesh

Vehicular air pollution is common in growing metropolitan areas throughout the world. Vehicular emissions of fine particles are particularly harmful because they occur near ground level, close to where people live and work. Two-stroke engines represented an important contribution to the motor vehicle emissions where they constitute approximately half of the total vehicle fleet in Dhaka city. Two-stroke engines have lower fuel efficiency than four-stroke engines, and they emit as much of an order of magnitude and more particulate matter (PM) than four-stroke engines of similar size. To eliminate their impact on air quality, the government of Bangladesh promulgated an order banning all two-stroke engines from the roads in Dhaka starting on December 31, 2002. The effect of the banning of two-stroke engines on airborne PM was studied at the Farm Gate air quality-monitoring station in Dhaka (capital of Bangladesh), a hot spot with very high-pollutant concentrations because of its proximity to major roadways. The samples were collected using a "Gent" stacked filter unit in two fractions of 0-2.2 microm and 2.2-10 microm sizes. Samples of fine and coarse fractions of airborne PM collected from 2000 to 2004 were studied. It has been found that the fine PM and black carbon concentrations decreased from the previous years because of the banning of two-stroke engine baby taxies.     

Monitoring of PM10 and PM2.5 around primary particulate anthropogenic emission sources

Investigations on the monitoring of ambient air levels of atmospheric particulates were developed around a large source of primary anthropogenic particulate emissions: the industrial ceramic area in the province of Castelló (Eastern Spain). Although these primary particulate emissions have a coarse grain-size distribution, the atmospheric transport dominated by the breeze circulation accounts for a grain-size segregation, which results in ambient air particles occurring mainly in the 2.5–10 μm range. The chemical composition of the ceramic particulate emissions is very similar to the crustal end-member but the use of high Al, Ti and Fe as tracer elements as well as a peculiar grain-size distribution in the insoluble major phases allow us to identify the ceramic input in the bulk particulate matter. PM2.5 instead of PM10 monitoring may avoid the interference of crustal particles without a major reduction in the secondary anthropogenic load, with the exception of nitrate. However, a methodology based in PM2.5 measurement alone is not adequate for monitoring the impact of primary particulate emissions (such as ceramic emissions) on air quality, since the major ambient air particles derived from these emissions are mainly in the range of 2.5–10 μm. Consequently, in areas characterised by major secondary particulate emissions, PM2.5 monitoring should detect anthropogenic particulate pollutants without crustal particulate interference, whereas PM10 measurements should be used in areas with major primary anthropogenic particulate emissions.     

Particulate organic compounds emitted from motor vehicle exhaust and in the urban atmosphere

The emission rate of particle-phase petroleum biomarkers in vehicular exhaust compared to the concentrations of these biomarkers in ambient air is used to determine the particulate organic compound concentration due to primary particle emissions from motor vehicles in the southern California atmosphere. A material balance on the organic particulate matter emitted from motor vehicle traffic in a Los Angeles highway tunnel first is constructed to show the proportion which is solvent-extractable and which will elute from a GC column, the ratio of resolved to unresolved compound mass, the portion of the resolved material that can be identified as single organic compounds, and the contribution of different classes of organic compounds to the overall identified fraction. It is shown that the outdoor ambient concentrations of the petroleum biomarkers track primary emissions measured in the highway tunnel, confirming that direct emissions of these compounds from vehicles govern the observed ambient petroleum biomarker concentrations. Using organic chemical tracer techniques, the portion of fine organic particulate matter in the Los Angeles atmosphere which is attributable to direct particle emissions from vehicle exhaust is calculated to vary from 7.5 to 18.3% at different sites throughout the air basin during a summertime severe photochemical smog episode. A similar level of variation in the contribution of primary motor vehicle exhaust to fine particulate organic matter concentrations during different times of day is seen. While peak atmospheric concentrations of fine particulate organic carbon are observed during the 1200–1600 PDT afternoon sampling period, only 6.3% of that material is apportioned to the directly emitted particles from vehicle exhaust. During the morning traffic peak between 0600–1000 PDT, 19.1% of the fine particulate organic material is traced to primary emissions from motor vehicles.     

Mass-size distributions of particulate sulfate, nitrate, and ammonium in a particulate matter nonattainment region in southern Taiwan

Concentrations and distributions of three major water-soluble ion species (sulfate, nitrate, and ammonium) contained in ambient particles were measured at three sampling sites in the Kao-ping ambient air quality basin, Taiwan. Ambient particulate matter (PM) samples were collected in a Micro-orifice Uniform Deposit Impactor from February to July 2003 and were analyzed for water-soluble ion species with an ion chromatograph. The PM1/ PM2.5 and PM1/PM10 concentration ratios at the emission source site were 0.73 and 0.53 and were higher than those (0.68 and 0.48) at the background site because there are more combustion sources (i.e., industrial boilers and traffic) around the emission source site. Mass-size distributions of PM NO3- were found in both the fine and coarse modes. SO4(2-)and NH4+ were found in the fine particle mode (PM2.5), with significant fractions of submicron particles (PM1). The source site had higher PM1/PM10(79, 42, and 90%) and PM1/PM2.5 concentration ratios (90, 58, and 93%) for the three major inorganic secondary aerosol components (SO4(2-), NO3-, and NH4+) than the receptor site (65, 27, and 65% for PM1/PM10, 69, 51, and 70% for PM1/PM2.5. Results obtained in this study indicate that the PM1 (submicron aerosol particles) fraction plays an important role in the ambient atmosphere at both emission source and receptor sites. Further studies regarding the origin and formation of ambient secondary aerosols are planned.     

Real-world vehicle emissions: a summary of the Eleventh Coordinating Research Council On-Road Vehicle Emissions Workshop

The Coordinating Research Council (CRC) held its eleventh workshop in March 2001, focusing on results from the most recent real-world vehicle emissions research. We summarize the presentations from researchers engaged in improving our understanding of the contribution of mobile sources to ambient air quality and emission inventories. Participants in the workshop discussed efforts to improve mobile source emission models and emission inventories, the role of on-board diagnostic (OBD) systems in inspection and maintenance (I/M) programs, particulate matter (PM) emissions, contributions of diesel vehicles to the emission inventory, on-road emissions measurements, fuel effects, unregulated emissions, and microscale and modal emission models, as well as topics for future research.     

Development of a microscale emission factor model for particulate matter for predicting real-time motor vehicle emissions

The U.S. Environmental Protection Agency's National Exposure Research Laboratory is pursuing a project to improve the methodology for modeling human exposure to motor vehicle emissions. The overall project goal is to develop improved methods for modeling the source through the air pathway to human exposure in significant exposure microenvironments. Current particulate matter (PM) emission models, particle emission factor model (used in the United States, except California) and motor vehicle emission factor model (used in California only), are suitable only for county-scale modeling and emission inventories. There is a need to develop a site-specific real-time emission factor model for PM emissions to support human exposure studies near roadways. A microscale emission factor model for predicting site-specific real-time motor vehicle PM (MicroFacPM) emissions for total suspended PM, PM less than 10 microm aerodynamic diameter, and PM less than 2.5 microm aerodynamic diameter has been developed. The algorithm used to calculate emission factors in MicroFacPM is disaggregated, and emission factors are calculated from a real-time fleet, rather than from a fleet-wide average estimated by a vehicle-miles-traveled weighting of the emission factors for different vehicle classes. MicroFacPM requires input information necessary to characterize the site-specific real-time fleet being modeled. Other variables required include average vehicle speed, time and day of the year, ambient temperature, and relative humidity.     

Evaluation of Regenerative-air Vacuum Street Sweeping on Geological Contributions to PM10

Street sweeping is often proposed as a means of reducing the emissions from paved roads. The objective of this study was to evaluate the effectiveness of street sweeping on ambient particulate matter concentrations and to determine the difference In source contributions to PM10 concentrations between street sweeping and non-street sweeping periods.

Chemically-speciated measurements of PM10 and PM2.5 were taken in the commercial section of Reno, Nevada, for a one-month sampling period. The Chemical Mass Balance (CMB) model was applied to these data and an average of approximately 50 percent of the PM10 was apportioned to resuspended geological material. During half of the sampling period, streets In the vicinity of the sampling site were completely swept with a regenerative-air vacuum sweeper, while no sweeping was performed during the remainder of the experiment. Ratios of primary geological contributions divided by primary motor vehicle contributions to PM10 were compared between sweeping and non-sweeping periods using analysis of variance. This ratio of source contributions minimizes the effects of variations in traffic volume and meteorological dispersion. No significant differences in geological contributions to PM10 were detected as a result of regenerative-air vacuum street sweeping.     

室内空气中颗粒物污染特征研究

为获得室内空气颗粒物污染特征,2009年8月18～24日在某单位工作及生活区选取4个室内点和1个室外点进行颗粒物采样和成分分析.结果表明,室内粗颗粒(PM10)符合<室内空气质量标准>(GB/T 18883-2002),而细粒子(PM2.5)的浓度水平较高,表明室内PM2.5的污染较重;室内与室外PM2.5比值显示,P...