中国核电能源链的生命周期温室气体排放研究

应用全能源链分析(PCA)和生命周期分析(LCA)方法,采用第一手调查数据和一些新的参数,对我国核电能源链的生命周期温室气体排放进行评价计算.结果表明,现阶段我国核电能源链(包括核燃料循环前段、核电站)的实际温室气体排放量为6.2g CO2,eq/(k W·h),若考虑核燃料循环后段(乏燃料后处理与废物处置)则总的温室气体排放量为11.9g CO2,eq/(k W·h).核电是低碳能源,发展核电代替一定规模的煤电提供一次能源,每1k W·h电力生产能够减排大约1kg二氧化碳.推进核电产业链的技术升级和持续节能降耗,鼓励材料再循环再利用,核电能源链的温室气体排放仍有进一步降低的空间.     

基于卫星数据研究兰州市NO2时空分布特征以及冬季NOx排放通量

搭载在EOS AURA卫星上的OMI探测器由于其较高时空分辨率在大气痕量气体(O3,NO2,SO2)探测中得到广泛应用.利用2010~2012年OMI NO2柱浓度数据产品重构了兰州市以及周边地区NO2柱浓度分布,分析了其时空变化特征,并利用西南风场下NO2空间分布特征采用拟合方法研究了NOx冬季排放通量以及寿命.研究表明,NO2柱浓度空间分布呈现以兰州市为中心,浓度向四周扩散的特征;兰州市NO2柱浓度的年变化特征为12月达到最大浓度,8月达到最小浓度;2010~2012年NO2寿命分别为10.6,9.9,9.1h,NOx冬季排放通量分别为175.3, 183.7,179.9mol/s.其排放通量与兰州环境公报提供的氮氧化物排放通量数量级之间具有较好的一致性,说明利用卫星数据估算兰州的NOx通量方法的有效性.     

中国污水处理厂甲烷排放研究

基于实测排放因子矩阵和排放源(污水处理厂)层面的活动水平,较为彻底地自下而上核算了中国2012年所有污水处理厂的CH4排放量.结果表明,中国污水处理厂总CH4排放为52642t,其中生活污水处理厂排放39921t,占75.84%,工业污水处理厂排放12721t,占24.16%.福建、江苏、浙江等省的CH4排放量最高,宁夏、青海、西藏等省的排放量最低.生活污水处理厂的CH4排放占主体,主要原因是全国生活污水处理厂去除的COD量远高于工业污水处理厂的去除量.全国仅福建和江苏两省的工业污水处理厂的CH4排放量超过了生活污水处理厂的排放量.相比国家信息通报2005年排放结果,本研究的结果比其低,主要是由活动水平和排放因子的差异造成.中国99.93%的城市污水处理厂年平均COD进口浓度都低于1000mg/L,85.94%的工业污水处理厂年平均COD进口浓度低于1000mg/L,导致厌氧工艺处理的COD量较少.中国污水处理厂去除掉的COD量仅是全国COD总去除量的小部分,而大多数(64.98%)的COD是在工业企业内部被去除掉的,而这部分废水的COD浓度较高,故企业内部的废水处理应该是污水处理部门主要的CH4排放源.此外,还有相当于全国COD产生量三分之一的COD排入自然环境,这一环节的排放因子研究较为缺乏.     

机场大气污染研究现状综述

经济的发展驱动着航空业的进步,同时带来了机场大气污染问题。概述了机场大气污染的危害、基本原理,认为飞机排放是大气温室效应的直接污染源。进而对国内外典型的机场大气排放评估模型进行对比分析,并分析研究了飞机尾气污染防治措施。     

A decomposition analysis of CO2 emissions: evidence from Malaysia’s tourism industry

The most important question raised from issues of environmental degradation is how economic activities bring about changes that will result in pollution. In the pursuit of tourism economy, contrary to popular interest, the travel and tourism (T&T) industry may cause environmental damages through the emissions of carbon dioxide (CO₂) from energy consumption in areas such as transportation and delivery of amenities. Given this major concern, this paper attempts to investigate the linkage between tourism and CO₂ emissions in Malaysia between 1981 and 2011. In particular, this study fills the knowledge gap by taking a closer look at the impact of international tourist arrivals on CO₂ emissions by sector – electricity and heat generation and transport. Results from the bound test method suggest that there exists a long-run relationship among the variables under consideration when CO₂ emissions become the dependent variable. The original result is similarly robust to alternatives, which are CO₂ emissions from sectors of electricity and heat generation and transport. Furthermore, the vector error correction model causality analysis indicates a causal relationship between tourism and CO₂ emissions by transport and electricity and heat generation. Subsequently, several tourism-related policies are drawn from these findings.     

Investigating the potential for different scooter and car exhaust emissions to cause cytotoxic and (pro-)inflammatory responses to a 3D in vitro model of the human epithelial airway

The aim of this study was to compare the cytotoxicity and the (pro-)inflammatory responses of two-stroke (direct injection and carburetor technology) and four-stroke scooter and diesel car exhaust emissions on lung cells in vitro. This was analyzed by exposing a 3D in vitro model of the epithelial airway (consisting of human bronchial epithelial cells (cell line 16HBE14o^?) combined with human whole blood monocyte-derived macrophages and dendritic cells) to physically characterized exhaust emissions. Biological endpoints of cytotoxicity (lactate dehydrogenase release), as well as pro-inflammatory cytokine (tumor necrosis factor (TNF)-α) and inflammatory chemokine (interleukin(IL)-8) stimulation were examined. Two-stroke direct injection scooter exhaust contained the highest particle number concentration and nitrogen oxides (NO _x ) concentrations and the emissions from the two-stroke carburetor scooter contained the highest hydrocarbon and lowest NO _x concentrations. The four-stroke scooter emitted the highest carbon monoxide concentration whereas the cars emitted the lowest. The combination of various technical optimizations for the two-stroke direct injection scooter (particle filter, oxidative catalyst, better oil and fuel) reduced the total emissions strongly and the TNF-α concentration significantly (p?emissions of all tested two-stroke, four-stroke scooters and diesel cars showed a strong association between the adverse effects and the particle number concentration.     

A causal investigation on the determinants of CO2 in China

ABSTRACT

This article examines the causal relationship among carbon dioxide emissions, energy consumption, per capita economic growth, and international trade using temporal econometric models with serial data for the period 1980–2017 in China. In the Armax model all regressors are significant in having influenced the dependent CO2 variable. Subsequently, unidirectional causalities are identified from energy consumption and from commercial opening to carbon dioxide emissions, from commercial opening to energy consumption, from carbon dioxide emissions to per capita economic growth and from economic growth to commercial opening. These results show that, over time, more energy consumption in China results in more carbon dioxide emissions so there will be more environment pollution.     

中国碳排放权交易市场运行状况、问题和对策研究

排污权交易理论的提出解决了发展经济与治理环境不能并行的难题。以欧盟碳排权交易体系为标志的世界范围内的碳排放权交易市场已逐步形成,碳排放权交易的实施减缓了全球气候变暖的速度,改善了人类赖以生存的生态环境,从长期看也促进了该政策实施地经济的发展。CDM机制下拥有世界上最大碳供应量的中国在国际碳排放权交易市场上却一直处于价格接受者的地位,辛苦的减排成果却给国外买家创造了丰厚的利润。国内有关碳排放权交易的理论研究与交易市场的试点运行早已在前几年展开,目前也取得了较大的进展。全国7个碳交易试点运行市场在2014年6月达到了交易的高峰期,交易量达到285.9227万吨,交易额达到了16398.2325万元。另据国家发改委统计,截至2014年10月,7个碳交易试点省市共完成交易1375万吨二氧化碳,累计成交金额超过5亿元人民币。然而这样的交易额对蕴含巨大减排潜力的中国而言远远不足,中国的碳排放权交易市场还不够成熟,试点地区的碳交易市场也比较分散,尚未形成全国统一的排放权交易市场。碳排放企业参与碳交易市场的积极性不足,导致碳排放配额流动性过低,市场交易量较低,交易市场的活跃度不够,这对想要在2016年运行全国统一性碳排放权交易市场的中国来说是一重大挑战。文章首先分析对比了国内外排污权交易市场的运行机制与现状,其次对目前中国7大碳排放交易试点地区的市场成交额与成交量等交易状况基础进行分析,找出碳排放交易市场发展缓慢的根本原因,结合碳排放权金融市场的发展与碳金融衍生产品的创新,为中国在国际排放权市场上赢得话语权以及争取是“十三五”期间构建相对成熟稳定的国内排放权交易市场的给出建议。     

考虑区域特点和车型差异的氢燃料电池汽车全生命周期减碳预测分析

发展氢燃料电池汽车是我国实现“双碳”战略的重要路径之一,目前我国多个区域正在推广应用包括乘用车、客车以及重卡在内的氢燃料电池汽车,如何量化研究未来不同车型和不同区域的氢燃料电池汽车减碳潜力成为如今的研究热点之一.基于全生命周期的评价方法,考虑了未来的汽车燃油经济性、电力碳排放因子、氢能碳排放因子和氢燃料电池汽车推广规模及制氢方式的区域差异,量化评价了不同类型的氢燃料电池汽车（FCV）、传统燃油汽车（ICEV）和纯电动汽车（BEV）的全生命周期碳排放量（以CO₂当量计）,对比分析了氢燃料电池汽车在不同时间及不同区域的减碳潜力,并对百公里氢耗量进行了不确定性分析.结果发现,到2025年氢燃料电池客车的全生命周期碳排放比传统燃油客车降低36.0%,而氢燃料电池重卡相较于传统燃油重卡并没有减碳效益.随着未来我国氢能来源结构的不断优化,到2035年氢燃料电池重卡的全生命周期碳排放比传统燃油重卡降低36.5%,相较于乘用车和客车两种车型,其减碳效益是最明显的.以2035年京津冀示范群为例,随着百公里氢耗量降低20%,FCV乘用车、客车和重卡的减碳规模分别增加了7.29%、9.93%和19.57%.因此建议氢燃料电池汽车推广应短期以客车为主,长期以重卡为主,乘用车推广作为补充.分区域和分阶段推广氢燃料电池汽车更有助于推进我国汽车领域的低碳化进程.     

Recent trends in chemical composition of bulk precipitation at Estonian monitoring stations 1994–2001

Monthly and annual means of main anions (SO₄²⁻, NO₃⁻, Cl⁻) and summed base cations (Ca²⁺, Mg²⁺, K⁺, Na⁺) in bulk precipitation were studied at 10 stations during an 8-year monitoring period. The data showed statistically significant decreasing trends in most cases. Average declines of mean annual volume-weighted concentrations for both anions and cations were about two-fold. Despite the decrease, the loads of S and cations are still relatively high in Estonia (about 4–14 kg S ha⁻¹ and 0.6–1.2 keq ha⁻¹, respectively) compared with the loads in Finland and Sweden. Estimated linear decline trends followed the same pattern as annually combusted oil shale from Estonian power plants and emissions of SO₂ and fly ash. Recent trends in chemical composition of bulk precipitation at the monitoring stations reflected economic changes in Estonia as well as transboundary fluxes from neighbouring countries.