基于AIS轨迹修复的船舶排放空间表征改进方法与应用

基于船舶自动识别系统（Automatic Identification System,AIS）数据表征船舶排放是目前船舶排放空间表征的主流方法,但AIS船舶轨迹点缺失会造成船舶排放量低估和船舶空间分布表征错误,进而影响船舶排放控制区的划分.为改进船舶排放空间表征,本研究以2013年广东省AIS船舶数据为例,采用基于时间和经纬度的三次样条方法对AIS船舶轨迹进行修复,结合动力法计算船舶排放,分析对比AIS轨迹修复前后船舶排放表征的差异,并利用空气质量模型和卫星观测评估AIS轨迹修复对船舶排放表征和广东沿海空气质量模拟的改进效果.结果表明：轨迹修复后广东省海域船舶轨迹点总数由4685773个增至5746664个,船舶NO_x排放量增加了0.6%.对于轨迹点与排放缺失集中的粤东海域,轨迹修复后船舶轨迹点数增加了88%,NO_x排放量在广东省船舶排放量的占比提升至22%,特别是在粤东重点修复海域NO_x排放量增加了2.7倍.原始轨迹在广东省海域较为稀疏,在粤东海域有明显轨迹缺失;轨迹修复后广东省海域船舶轨迹更为密集,粤东海域船舶轨迹得以补充,船舶排放空间分布更连贯.对比模拟结果与卫星观测结果,轨迹修复后粤东重点修复海域船舶模拟浓度与观测浓度的偏差由51%减至6%,总体上船舶排放模拟结果更接近卫星观测结果.     

Tuning the fill percentage in the hydrothermal synthesis process to increase catalyst performance for ozone decomposition

The performance of Ce-OMS-2 catalysts was improved by tuning the fill percentage in the hydrothermal synthesis process to increase the oxygen vacancy density. The Ce-OMS-2 samples were prepared with different fill percentages by means of a hydrothermal approach (i.e. 80%, 70%, 50% and 30%). Ce-OMS-2 with 80% fill percentage (Ce-OMS-2-80%) showed ozone conversion of 97%, and a lifetime experiment carried out for more than 20?days showed that the activity of the catalyst still remained satisfactorily high (91%). For Ce-OMS-2-80%, Mn ions in the framework as well as K ions in the tunnel sites were replaced by Ce⁴⁺, while for the others only Mn ions were replaced. O₂-TPD and H₂-TPR measurements proved that the Ce-OMS-2-80% catalyst possessed the greatest number of mobile surface oxygen species. XPS and XAFS showed that increasing the fill percentage can reduce the AOS of Mn and augment the amount of oxygen vacancies. The active sites, which accelerate the elimination of O₃, can be enriched by increasing the oxygen vacancies. These findings indicate that increasing ozone removal can be achieved by tuning the fill percentage in the hydrothermal synthesis process.     

‘Emulsion locks’ for the containment of hydrocarbons during surfactant flushing

Reversible double water in oil in water (W/O/W) emulsions were developed to contain subsurface hydrocarbon spills during their remediation using surfactant flushing. Double emulsions were prepared by emulsifying CaCl₂ solutions in canola oil, and subsequently by emulsifying the W/O emulsions in aqueous sodium alginate solutions. The formation of double emulsions was confirmed with confocal and optical microscopy. The double emulsions reversed and gelled when mixed with the surfactants sodium dodecyl sulfate (SDS) and cocamidopropyl betaine (CPB). Gels can act as ‘emulsion locks’ to prevent spreading of the hydrocarbon plume from the areas treated with surfactant flushing, as shown in sand column tests. Shear rheology was used to quantify the viscoelastic moduli increase (gelation) upon mixing the double emulsion with SDS and CPB. SDS was more effective than CPB in gelling the double emulsions. CPB and SDS could adsorb at the interface between water and model hydrocarbons (toluene and motor oil), lowering the interfacial tension and rigidifying the interface (as shown with a Langmuir trough). Bottle tests and optical microscopy showed that SDS and CPB produced W/O and O/W emulsions, with either toluene or motor oil and water. The emulsification of motor oil and toluene in water with SDS and CPB facilitated their flow through sand columns and their recovery. Toluene recovery from sand columns was quantitated using Gas-Chromatography Mass-Spectroscopy (GC-MS). The data show that SDS and CPB can be used both for surfactant flushing and to trigger the gelation of ‘emulsion locks’. Ethanol also gelled the emulsions at 100 mL/L.