Both China’s national subsidy policies for plug-in electric vehicles (PEVs) purchasers and passenger cars corporate average fuel consumption and new vehicle credit regulation (dual-credit policy) favor long-range 300+ km battery electric vehicles (BEVs) and 80+ km plug-in hybrid electric vehicles (PHEVs). However, these electric vehicles tend to have lower energy efficiency and higher purchase and operation costs. Vehicle with larger batteries can also be less equitable because the subsidies are often provided to more expensive vehicles and wealthier owners. This study takes advantage of a novel dataset of daily driving data from 39,854 conventional gasoline vehicles in Beijing and 4999 PHEVs in Shanghai to determine the optimal range of BEVs and PHEVs within their respective cities. We simulate a model to explore ranges with which PEVs emit less GHGs than that of a baseline hybrid and conventional gasoline vehicle while ensuring that all daily travel demands are met. Our findings indicate that in both cities, the optimal ranges to balance cost and travel demand for BEVs are 350 km or less and for PHEVs are 60 km or less in Beijing and 80 km or less in Shanghai. We also find that to minimize carbon dioxide (CO2) emissions, the ranges are even lower 10 km in Beijing and 30 km in Shanghai. Our study suggests that instead of encouraging long-range PEVs, governments should subsidize PEV models with shorter ranges. Parallel efforts should also be made to both increase renewable energy over fossil fuels and expand charging facilities. Although individual mobility demand varies, the government could reduce occasional long-distance driving by subsidizing alternative transportation choices. Providing week-long driving trials to consumers before their purchases may help decrease the demand of very long range PEVs by alleviating the range anxiety through a learning process.
Recently, the New Morris Method has been presented as an effective sensitivity analysis tool for mathematical models. The
New Morris Method estimates the sensitivity of an output parameter to a given set of input parameters (first-order effects)
and the extent these parameters interact with each other (second-order effects). This method requires the specification of
two parameters (runs and resolution) that control the sampling of the output parameter to determine its sensitivity to various
inputs. The criteria for these parameters have been set on the analysis of a well-behaved analytical function (see Cropp and
Braddock, Reliab. Eng. Syst. Saf. 78:77–83, 2002), which may not be applicable to other physical models that describe complex
processes. This paper will investigate the appropriateness of the criteria from (Cropp and Braddock, 2002) and hence the effectiveness
of the New Morris Method to determine the sensitivity behaviour of two hydrologic models: the Soil Erosion and Deposition
System and Griffith University Representation of Urban Hydrology. In the first case, this paper will separately analyse the
sensitivity of an output parameter on a set of input parameters (first- and second-order effects) for each model and discuss
the physical meaning of these sensitivities. This will be followed by an investigation into the sampling criteria by exploring
the convergence of the sensitivity behaviour for each model as the sampling of the parameter space is increased. By comparing
these trends to the convergence behaviour from Cropp and Braddock (2002), we will determine how well the New Morris Method
estimates the sensitivity for each model and whether the sampling criteria are appropriate for these models. It will be shown
that the New Morris Method can provide additional insight into the functioning of these models, and that, under a different
metric, the sensitivity behaviour of these models does converge confirming the sampling criteria set by Cropp and Braddock. 相似文献
Diesel-powered equipment is known to emit significant quantities of fine particulate matter to the atmosphere. Numerous organic compounds can be adsorbed onto the surfaces of these inhalable particles, among which polycyclic aromatic hydrocarbons (PAHs) are considered potential occupational carcinogens. Guidelines have been established by various agencies regarding diesel emissions and various control technologies are under development. The purpose of this study is to identify, quantify and compare the organic compounds in diesel particulate matter (DPM) with the diesel fuel and engine oil used in a non-road diesel generator. Approximately 90 organic compounds were quantified (with molecular weight ranging from 120 to 350), which include alkanes, PAHs, alkylated PAHs, alkylbenzenes and alkanoic acids. The low sulfur diesel fuel contains 61% alkanes and 7.1% of PAHs. The identifiable portion of the engine oil contains mainly the alkanoic and benzoic acids. The composition of DPM suggests that they may be originated from unburned diesel fuel, engine oil evaporation and combustion generated products. Compared with diesel fuel, DPM contains fewer fractions of alkanes and more PAH compounds, with the shift toward higher molecular weight ones. The enrichment of compounds with higher molecular weight in DPM may be combustion related (pyrogenic). 相似文献
Conclusion In this paper we have considered a specific environmental game emphasizing both control-prevention efforts and the propensity to pollute by a firm which adopts a given pollution abatement technology. A random payoff game was constructed and solved under a risk neutral assumption and quadratic utilities for both the firm and the environmental controller. The game thus defined, provides a wide range of interpretations and potential approaches for selecting a control-inspection policies to prevent environmental risks. There are of course many facets to this problem, which could be considered and have not been considered in sufficient depth. For example, more complex control mechanisms and liabilities, the effects of insurance and risk sharing, the application of cooperative efforts and subvention of pollution abatement investments (through tax incentives and their like), etc. have not been considered [5,7]. These are topics for further research. The basic presumption of this paper is that it is very difficult to fully enforce pollution prevention by firms, as a result, some controls are needed to ensure that firms be controlled so that appropriate efforts are carried. 相似文献