Urban expansion and its contribution to the regional carbon emissions: Using the model based on the population density distribution

The method is used for calculating regional urban area dynamics and the resulting carbon emissions (from the land-conversion) for the period of 1980 till 2050 for the eight world regions. This approach is based on the fact that the spatial distribution of population density is close to the two-parametric Γ-distribution [Kendall, M.G., Stuart, A., 1958. The Advanced Theory of Statistics, vol. 1.2. Academic Press, New York; Vaughn, R., 1987. Urban Spatial Traffic Patterns, Pion, London]. The developed model provides us with the scenario of urbanisation, based on which the regional and world dynamics of carbon emissions and export from cities, and the annual total urban carbon balance are estimated. According to our estimations, world annual emissions of carbon as a result of urbanisation increase up to 1.25 GtC in 2005 and begin to decrease afterwards. If we compare the emission maximum with the annual emission caused by deforestation, 1.36 GtC per year, then we can say that the role of urbanised territories (UT) in the global carbon balance is of a comparable magnitude. Regarding the world annual export of carbon from UT, we observe its monotonous growth by three times, reaching 505 MtC. The latter, is comparable to the amount of carbon transported by rivers into the ocean (196–537 MtC). The current model shows that urbanisation is inhibited in the interval 2020–2030, and by 2050 the growth of urbanised areas would almost stop. Hence, the total balance, being almost constant until 2000, then starts to decrease at an almost constant rate. By the end of the XXI century, the total carbon balance will be equal to zero, with the exchange flows fully balanced, and may even be negative, with the system beginning to take up carbon from the atmosphere, i.e., becomes a “sink”. The regional dynamics is somewhat more complex, i.e., some regions, like China, Asia and Pacific are being active sources of Carbon through the studied period, while others are changing from source to sink or continue to be neutral in respect the GCC.     

沙尘暴事件中大气颗粒物化学组分的浓度变化和硫酸盐的形成

应用电感耦合等离子体原子发射光谱、质谱和离子色谱分析了2002年3月28日-4月8日在山东长岛县采集的共11对粗、细大气颗粒物样品的化学组成,探讨4月6-8日沙尘暴事件中大气颗粒物化学组分的变化和硫酸盐的形成.沙尘暴事件应区分前锋和后续部分,前锋与大气中各种污染物相互作用,具有硫富集的特征.后续部分较好地保持了长距离传输风沙尘本身的特征.硫酸盐的形成机理可能是多相氧化而不是简单的酸碱中和.硫酸铵是首先生成的含硫物种,这是细颗粒主导的形成过程.硫酸铵逐渐转化为其他硫酸盐,硫的成分也逐渐向粗颗粒转移.在沙尘暴事件中含硫污染物不但有一个从气相向颗粒物转变的过程,也有一个从细颗粒向粗颗粒转化的过程.      

东北三省农田生态系统碳排放时空分异特征及驱动因素研究

根据2000—2014年东北三省碳排放的相关数据,结合空间探索性分析及地理加权回归等模型方法,对研究区农田生态系统碳排放量的空间集聚性、差异性及其重要驱动因素进行研究.结果表明:东北三省农田生态系统碳排放量存在比较显著的全局空间正相关,自相关性在整体上表现出逐渐增强的趋势,到2014年全局Moran's I指数达到最高值0.3395.在局部空间相关关系上,东北三省农田生态系统碳排放量的高-高区域集中在黑龙江省和吉林省,低-低地区主要集中在辽宁省,表现出不平衡的发展格局.人均GDP对农田生态系统碳排放有负效应,总人口数对农田生态系统碳排放的影响从正效应转变为负效应,化肥施用对农田生态系统碳排放影响程度的空间分布格局发生了较大变化,代表生产技术水平和能源消耗的农业化肥施用量和农业机械总动力因素对农田生态系统碳排放的影响较大,东北三省农田生态系统碳排放和农业机械总动力相关程度有逐渐趋同的趋势.     

南京地区一次臭氧污染过程的行业排放贡献研究

采用WRF-CHEM模式对南京地区春季一次臭氧(O_3)污染过程进行了模拟及行业排放贡献分析.此次O_3污染过程发生在2015年5月22—26日,南京地区一直处于地面高压控制的晴好天气之下,并于25日达到O_3污染的峰值.模拟与观测的一致性指数IOA达到0.89,表征本次O_3污染过程的模拟与观测结果的一致性较高.通过5类排放源(工业源、农业源、居住源、交通源、生物源)的敏感性试验,探究各行业排放源中O_3前体物对近地面O_3浓度的相对贡献.结果表明工业源在白天为持续正贡献,且在午后16:00时达到峰值,而交通源、居住源和农业源的贡献随气温的升高在白天由负贡献转为正贡献,并在18:00时左右达到峰值.在夜晚,O_3则主要通过交通源排放的大量NO进行滴定消耗.在高O_3浓度(≥200μg·m~(-3))时,各人为排放源均为正贡献,工业源的贡献最大,达到50μg·m~(-3),在低O_3浓度(200μg·m~(-3))时,交通源、居住源和农业源呈负贡献.生物源在人为排放源主导的南京城区O_3污染过程中的贡献几乎为零.考虑到O_3生成机制的复杂性,对于南京地区,减少工业源排放是控制O_3污染的关键.     

海南省建筑业碳排放核算分析及预测研究

海南国际旅游岛建设促进了建筑业的发展,为了解海南建筑业碳排放情况,采用投入产出分析法对1993—2013年的海南建筑业碳排放进行了核算和分析,并在此基础上对2015—2020年的海南建筑业碳排放进行了预测。结果表明:在保持现有建筑技术条件下,海南建筑业碳排放距2020年国家40%的减排指标还有很大差距,最后结合海南实际情况对建筑业降低碳排放提出建议。     

柴油/甲醇二元燃料发动机的非常规排放特性研究

在一台电控单体泵增压中冷柴油机上,利用FTIR研究柴油/甲醇二元燃料发动机不同甲醇替代率下的非常规排放特性.结果表明,柴油/甲醇二元燃料燃烧模式下的非常规排放物甲醛、未燃甲醇、1,3-丁二烯及N_2O的比排放与纯柴油模式相比均有不同程度的增加,且均随着甲醇替代率的增加而增加;甲醛、未燃甲醇及N_2O的比排放随着负荷的增加逐渐降低;随着转速的增加,未燃甲醇的比排放趋势相差不大,排放量也无明显差别;CO_2的比排放随着甲醇替代率的增加而下降.     

Influence of driving cycles on exhaust emissions and fuel consumption of gasoline passenger car in Bangkok

The influence of different driving cycles on their exhaust emissions and fuel consumption rate of gasoline passenger car was investigated in Bangkok based on the actual measurements obtained from a test vehicle driving on a standard chassis dynamometer. A newly established Bangkok driving cycle (BDC) and the European driving cycle (EDC) which is presently adopted as the legislative cycle for testing automobiles registered in Thailand were used. The newly developed BDC is constructed using the driving characteristic data obtained from the real on-road driving tests along selected traffic routes. A method for selecting appropriate road routes for real driving tests is also introduced. Variations of keyed driving parameters of BDC with different driving cycles were discussed. The results showed that the HC and CO emission factors of BDC are almost two and four times greater than those of EDC, respectively. Although the difference in the NOx emission factor is small, the value from BDC is still greater than that of EDC by 10%. Under BDC, the test vehicle consumes fuel about 25% more than it does under EDC. All these differences are mainly attributed to the greater proportion of idle periods and higher fluctuations of vehicle speed in the BDC cycle. This result indicated that the exhausted emissions and fuel consumption of vehicles obtained from tests under the legislative modal-type driving cycle (EDC) are significantly different from those actually produced under real traffic conditions especially during peak periods.     

掺甲醇汽油对国III汽油机排放性能影响

在一台整车试验满足国III排放法规要求的多点电喷汽油机上,采用甲醇掺入汽油的混合燃料（甲醇的体积分数分别为0%、15%和50%）进行台架试验,使用傅里叶变换红外光谱分析仪（FTIR）在线检测了常规车用三效催化转化器前后的常规和非常规排放.研究结果表明：怠速工况下,掺醇燃料对NOx排放基本没有影响,但CO和HC随掺醇比增加而普遍降低,非常规排放中乙醛排放有所降低,甲醇和甲醛则随掺醇比的增加有较大幅度升高,热怠速时经催化后掺醇燃料对各种排放均无影响,可被控制在极低的水平;其它工况下,随掺醇比增加,CO和HC减少,NOx在高掺醇比下低速低负荷和高速高负荷时有较为明显的改善,非常规排放甲醛和甲醇排放随掺醇比增大而急剧增加,乙醛排放则随之减少.经三效催化转化器作用,无论常规排放NOx、CO和HC,还是非常规排放甲醛、甲醇和乙醛基本上能够实现零排放.     

生物炭添加和灌溉对温室番茄地土壤反硝化损失的影响

生物炭添加和灌溉是番茄地常用的田间管理措施,然而其对反硝化的影响还不清楚.本研究种植试验设置3个灌溉量水平分别为估算作物生育期需水量ET0的50%(W50%)、75%(W75%)、100%(W100%)和3个生物炭添加水平分别为B0(折合纯碳,0)、B25(折合纯碳,25 t·hm-2)、B50(折合纯碳,50 t·hm-2),在2014年和2015年番茄收获后,每个试验小区采集具有代表性的土样进行室内培养试验,采用乙炔抑制法来研究土壤的反硝化损失和不加乙炔研究N_2O的排放量.结果表明生物炭和灌溉量显著改变了土壤的理化性质.与B0相比,添加生物炭能够提高土壤全碳、全氮含量和pH值,降低铵态氮、硝态氮含量,而灌水量降低了土壤中全氮和全碳的含量.因此,与B0/W50%相比,B25/W75%和B50/W100%处理显著减少了反硝化损失量(P0.05).生物炭和灌溉量的交互作用对土壤无机氮含量和反硝化损失的影响均达到显著水平(P0.05),且对硝态氮的影响表现为灌溉量生物炭添加量两者交互作用,对铵态氮的影响表现为生物炭添加量灌溉量两者交互作用,对反硝化损失的影响表现为灌溉量生物炭添加量两者交互作用.反硝化损失量与土壤中无机氮含量、(CO_2-C)矿化量与N_2O排放量均呈正相关关系.不同生物炭添加量和灌溉量处理后明显影响了N_2O/DN(P0.05),培养结束时,各处理下的N_2O累积排放量/DN累积排放量差异较大,介于0.31%~1.88%.     

现实工况下挖掘机尾气排放特征分析

为量化挖掘机在实际施工作业中尾气排放特征,研究选取成都市不同建设工地在用的8台挖掘机,利用便携式尾气测量系统对其进行现实工况下的尾气排放测量,测试按挖掘机的不同作业特点分怠速、行走和作业进行.测量的尾气排放污染物包括CO、HC、NO和PM_2.5.结果表明,挖掘机的尾气排放随工况的不同而不同,怠速时NO排放平稳,行走和作业时排放速率波动较大.满足不同尾气排放标准的挖掘机,其尾气排放也有所不同,例如,国Ⅱ阶段的挖掘机与国Ⅰ阶段的挖掘机相比,其在怠速、行走、作业工况下尾气排放的NO分别减小8%、35%和5%,PM_2.5分别降低88%、87%和80%.另外,本研究中挖掘机尾气排放的实测结果与我国非道路机械尾气排放因子技术指南中推荐的用于排放清单估算的排放因子相比,也均有显著不同.这说明,开展非道路机械尾气排放现实工况下的测量,对于提高尾气排放清单精准度具有重要作用.