2006—2017年安徽省人为源氨排放清单及特征

基于排放因子法建立了2006-2017年安徽省人为源氨排放清单,估算人为源氨的排放水平、变化趋势及其分布特征。结果表明,安徽省2017年人为源氨排放量较高的两个地区是阜阳市和六安市,而氨排放总量最小的是马鞍山,占全省氨排放总量的1.83%。安徽省氨平均排放强度为5.34 t·km^-2,其中阜阳市、淮南市及蚌埠市的排放强度均超过7 t·km^-2。2006-2017年畜禽养殖源产生的氨排放量处于增加状态,尤其是肉猪、肉鸡和肉鸭的贡献分别占到畜禽源氨排放总量的34.49%~38.39%、20.31%~32.8%和10.40%~16.42%。而氮肥施用导致的氨排放量表现出先增加后下降的趋势,2017年产生的氨排放量比2013年下降了28.71 kt。生物质燃烧、人体排放和氮肥生产是非农业源氨排放的主要来源,但由机动车产生的氨的贡献呈明显增长趋势,如从2006年的1.86%增长到2017年的7.47%,这与近年来安徽省汽车保有量不断增加有关。     

中国城市固体废弃物甲烷排放研究

甲烷（CH4）所引起的温室效应仅次于CO2,固体废弃物填埋处理所产生的CH4作为总的人为温室气体排放源的一部分,估算其排放量对于计算大气中整个温室气体增加所引起的气候效应具有重要的作用和意义。在以往研究的基础上,通过对典型城市生活垃圾的采样分析,确定了最近几年中国城市固体废弃物（MSW）中可降解有机碳（DOC）的含量,并根据IPCC计算CH4排放量的方法以及全国不同区域废弃物管理程度状况,估算得到CH4排放量在全国范围内从东部到西部逐渐减少,且在1994-2004年排放量逐年增加。     

基于MFD及实时路况的城市道路机动车排放计算方法

本文提出了基于交通流宏观基本图(MFD)以及实时路况数据的城市道路机动车排放计算方法,并以环境保护部发布的指导方法为参照,对所述方法进行了对比验证。以2015年3月北京市五环路高速,国道京福路,省道京周路的氮氧化物排放为例,两种方法计算结果平均偏差分别为?27.7%,?12.9%,?12.0%。因此,基于MFD及实时路况数据对交通流量及机动车排放的估算,可以较好地反映道路机动车的运行情况及排放特征,在构建应用于街区尺度模型的排放清单,城市区域道路机动车排放的时空分布特征等方面具有非常好的应用潜力。     

城北高架点源对西湖风景区影响的研究

运用高斯扩散模式和实测扩散参数，计算了杭州市城北工业区几个高架点源排放的大气污染物对西湖风景区的影响及其时空分布。结果表明，在一定的气象条件下，城市高架源排放的二氧化硫等大气污染物对西湖风景区空气质量有影响。控制和减少城北高架源的排放有利于西湖风景区空气质量的改善。     

2014年京津冀空气污染时空分布特征及主要成因分析

为进一步了解京津冀区域空气污染状况与工业排放、气象条件的相互关系,运用统计分析方法,使用环保部2014年空气质量日报数据对京津冀地区13个城市空气质量指数(Air Quality Index,简称AQI)、首要污染物的时空分布特征进行了分析,并与各城市的城市建设、经济发展、工业排放及相应时段主要气象因子的影响进行了对比分析。结果表明:总体上,2014年京津冀地区空气质量呈北优南劣分布,即北部优于中部、中部优于南部。京津冀地区空气质量以良和轻度污染的天数居多,其中位于北部的张家口、承德和秦皇岛3市空气质量最好,优良的天数达到67%~86%;北京、天津的占46%,保定、衡水和邢台的仅占23%。各城市AQI具有相似的季节变化特征,12月AQI值最大,9月份达到最小,10月份起AQI开始回升。各市首要污染物1—3月、7月、9—12月以PM2.5为主,4、5月以PM10和PM2.5为主,6、8月以O3为主。影响京津冀地区的首要污染物来源不同,北京市、河北省分别以机动车尾气排放和燃煤排放为主,天津以工业二氧化硫排放及燃煤影响显著。各地空气质量的首要污染物多为原地生成。秋冬季节空气污染加重与燃煤用量加大、静稳天气增多关系密切;而春夏季节空气污染减轻依赖于风力加大、降水频繁、大气不稳定等气象因素。机动车尾气、工业排放、燃煤排放、人口数量等因素与空气污染关系密切,气象条件（风、雨、不稳定大气层结等）对空气污染扩散起着重要作用。     

基于MFD及实时路况的城市道路机动车排放计算方法（英文）

本文提出了基于交通流宏观基本图(MFD)以及实时路况数据的城市道路机动车排放计算方法,并以环境保护部发布的指导方法为参照,对所述方法进行了对比验证。以2015年3月北京市五环路高速,国道京福路,省道京周路的氮氧化物排放为例,两种方法计算结果平均偏差分别为-27.7%,-12.9%,-12.0%。因此,基于MFD及实时路况数据对交通流量及机动车排放的估算,可以较好地反映道路机动车的运行情况及排放特征,在构建应用于街区尺度模型的排放清单,城市区域道路机动车排放的时空分布特征等方面具有非常好的应用潜力。     

气象条件对奥运测试赛机动车限行期间空气质量的影响

对2007年8月17—20日北京市实施机动车单双号行驶交通措施期间空气质量的形成,从天气形势、气象要素、流场、大气稳定度等方面进行分析,发现:不仅机动车尾气排放量减少对较好的空气质量起到重要作用,同时该期间气象条件也为空气污染指数的下降,及其在较低水平维持起到重要影响。好运北京测试赛机动车限行期间北京空气质量良好,是行驶机动车减少和较有利的气象条件共同作用的结果。     

上海城市二氧化碳排放空间特征

构建上海1 km CO₂排放网格,分析市域（UB1）、市辖区（UB2）、建成区（UB3）和城区（UB4）4个城市范围的CO₂排放特征。上海市域CO2排放空间格局是以中心城区为核心,排放水平向外递减,形成了3个梯度。空间自相关分析表明,排放在空间上存在显著的集聚效应,部分地区高强度的经济活动和能源活动对周边区域的排放有显著影响。UB4是上海城市的最佳表征,2007年UB4内CO₂排放达到1.89亿t,人均排放12.04 t;UB4排放占UB1排放的75.40%,UB1人均排放比UB4人均排放高12%。上海城市化和工业化在空间上的高度重合,导致高排放源集聚于UB4内,形成UB4的高排放特征。个别网格的排放量已经占到区域或者城市总排放量的10%～20%;前10高和前100高排放网格,其累积排放总量分别占据了3个城市范围（UB1、UB3和UB4）总排放量的60%和80%以上。     

中国大陆黑碳气溶胶排放清单

通过汇总基础数据,计算了中国大陆2000年高时空分辨率的黑碳排放源清单。基础数据主要来源于政府部门,包括社会－经济数据、化石燃料和生物质燃料消耗数据等,绝大部分为县级水平。一些新的、中国特有的排放因子也在计算中被使用,计算出的全国和各地区的排放量使用了0.2°×0.2°经纬度网格来显示。计算的黑碳总排放量为149.94万t,主要由燃煤和燃烧生物质所致。这一排放结果比以前的清单要高,主要是因为乡镇企业和农村居民燃煤的排放量以前被低估了。东部地区的排放量比西部地区要大。黑碳的排放具有较强的季节性,1月和12月的排放量最大,7月和8月排放量较小;排放的季节性主要是由居民采暖的季节性所致。     

一种基于集合最优插值的排放源快速反演方法

基于集合卡尔曼滤波的源反演方法是估计排放源、提高空气质量模拟和预报精度的有效方法。为构建排放源与污染物浓度之间的误差协方差矩阵,该方法通常需要运行几十次大气化学传输模式。庞大的计算量限制了该方法的应用,使其无法为实时预报系统快速更新排放源。本研究发展了一种基于集合最优插值的排放源反演方法。该方法使用历史集合数据构建误差协方差矩阵,仅需一次常规的空气质量模拟便可根据观测模拟差异反演排放源,从而显著降低计算量。本文使用该方法同化2015年1月全国1107个地面站点观测的CO小时浓度数据,结合2014年1月的历史集合数据集,估计2015年1月全国15 km分辨率的CO排放源。该方案反演的全国CO排放总量仅比使用2015年1月集合数据集的反演量高1%,表明历史时段与反演时段的气象条件差异对月均CO排放的影响有限。使用历史集合数据集更新的排放源再次模拟可将全国349个独立验证站点的平均低估从0.74 mg m?3降至0.01 mg m?3,均方根误差降低18%,表明该方法可快速更新排放源并降低其不确定性。     

Analysis of VOC emissions using PCA/APCS receptor model at city of Shanghai,China

Qualification of the sources of volatile organic compounds (VOCs) and their effects on city air pollution are crucial issues to develop an effective air pollution control strategy in many polluted large cities of China. In this study, the VOC concentrations measured in Shanghai, China from 2006 to 2008 are analyzed. A receptor model (PCA/APCS; Principal Component Analysis/Absolute Principal Component Scores) is applied for identifying the contributions of individual VOC sources to VOC concentrations. Using the PCA/APCS technique, five and four surrogated VOC sources are classified in the center of Shanghai city in summer and in winter. In summer, the five VOC sources include PCs1 (liquefied petroleum gas/natural gas leakage and gasoline evaporation), PCs2 (vehicle related emissions), PCs3 (solvent usages), PCs4 (industrial productions), and PCs5 (biomass/biofuel/coal burning and other natural sources). In winter, the four VOC sources include PCw1 (liquefied petroleum gas/natural gas leakage and gasoline evaporation), PCw2 (solvent usages and industrial productions), PCw3 (vehicle related emissions), and PCw4 (biomass/biofuel/coal burning). The result suggests that during summer, 24, 28, 17, 18, and 13% of the measured VOC concentrations were estimated due to the PCs1, PCs2, PCs3, PCs4, and PCs5 VOC sources, respectively. During winter, 17, 48, 23, and 12% of the measured VOC concentrations were attributed to the PCw1, PCw2, PCw3, and PCw4 VOC sources, respectively. For aromatic concentrations, 35% of the concentrations were resulted from solvent usage (PCs3), following by industrial productions (PCs4) of 27%, and vehicle emissions (PCs2) of 19%. For alkene concentrations, the two largest contributors were due to gasoline industrial and vehicle emissions in both summer and winter. For alkane concentrations, the largest sources were due to gasoline industrial emissions (PCs1) and vehicle emissions (PCs2) in summer. In winter, vehicle emissions (PCw3), solvent usages/industrial productions (PCw2), and gasoline industrial emissions (PCw1) were the major sources. For halo-hydrocarbon concentrations, biomass/biofuel/coal burning and other natural sources were the major sources in both summer and winter.     

Vehicle tax policies and new passenger car CO2 performance in EU member states

This article explores the causes for differences in the average CO₂ emissions intensity of the new passenger car (NPC) fleet in member states (MS) across Europe. Although EU policies mitigating CO₂ emissions from NPCs have been in place since 1999, MS strongly diverge in the absolute amount and relative change in emissions over the last decade. The authors employ a qualitative approach to analyse the factors, in particular national vehicle taxes, contributing to this divergence and the relative contribution of national and European policies in reducing national CO₂ emissions from NPCs. The analysis shows that there has been a significant reduction in CO₂ emissions intensity of NPCs since 2007 across most MS, compared with the six years previous to that date. This would indicate that EU-wide policies, such as the CO₂ vehicles regulation, along with the economic recession in 2008, have influenced national NPC CO₂ emissions. Generally, countries with CO₂-differentiated vehicle taxes are observed as more likely to have achieved greater reductions in CO₂ emissions. However, over the same period there have been many confounding factors, such as economic instability in the EU, that also influence NPC emissions. Using more detailed case study analyses of six countries, the authors find that there is scope for well-designed national vehicle tax policies to drive NPC emissions down further than the EU average. In countries with the highest success rate, such as the Netherlands, the design of the vehicle tax, as part of a well-aligned policy package, has been very important in delivering the biggest reductions in CO₂ emissions from NPCs.

POLICY RELEVANCE

The transport sector continues to be an intractable source of CO₂ emissions. Governments around the world are seeking effective policies to deal with the increase in passenger car CO₂ emissions appropriate to their own circumstances. This article examines the experience of EU MS with CO₂-differentiated vehicle taxes in reducing CO₂ emissions in the context of other national and international contributing factors. It should therefore both be useful to policy makers and contribute to climate policy research in general.     

Municipal emissions trading: reducing transport emissions through cap-and-trade

A novel approach is described for limiting transport emissions through a cap-and-trade emissions trading scheme, whereby local governments would be the participants of emissions trading. It is proposed that emissions trading for passenger road transport has the effect of channelling the carbon costs away from fuel prices to land use costs. A ‘municipal emissions trading scheme’ could achieve this—local governments would have to cover vehicle traffic emissions generated by homes, businesses and industry on their territory. Municipalities are able to participate in an emissions trading scheme because they have planning control over development on their territory, and could control the amount of future vehicular traffic. Through planning, municipalities have access to a wide range of strategies to minimize transport emissions. Municipal emissions can be calculated as a share of total national road transport emissions with the help of a gravity model of traffic attraction. A municipal emissions trading system would result in capping and controlling passenger road transport emissions, not through raising fuel prices or importing credits, but by enforcing prudent and climate-efficient urban planning practices.     

Leaking methane from natural gas vehicles: Implications for transportation policy in the greenhouse era

A model of the U.S. automobile market is used to test the role that natural gas vehicles (NGVs) might play in reducing greenhouse-gas emissions. Since natural gas (primarily methane) emits less CO₂ per unit of energy than petroleum products, NGVs are an obvious pathway to lower CO₂ emissions. High-and low-demand scenarios are used to forecast the emissions from unrestricted growth and a modest program of conservation, respectively. Based on these scenarios, a reference scenario is developed that projects a possible future path of automobile use and efficiency. It is found that without a dramatic increase in automobile use, fuel consumption and greenhouse-gas emissions from automobiles in the United States will probably decrease in the future, provided that efficiency continues to improve at modest rates. In theory, NGVs can help shift emissions even further down.A second objective is to quantify the role that leaking methane might play in offsetting some of the greenhouse advantages of NGVs. To do this, a simple atmospheric chemistry model is applied to the reference scenario; several leak rates and feedback factors are used to test the sensitivity of the projected green-house forcing from now until 2050. Committed warming beyond 2050 is not included, and the results should be interpreted with that in mind.It is highly unlikely that switching automobiles from gasoline to natural gas will appreciably lower future greenhouse forcing. Constraints on vehicle miles travelled as well as continued improvements in vehicle efficiency will make a much larger contribution towards controlling global warming.     

未来中国纯电动汽车的节能减排效益分析

采用燃料生命周期方法,选取能耗、CO₂、NO_x和SO₂排放等关键节能减排指标,对我国纯电动汽车、汽油汽车和混合动力汽车进行比较分析。通过对2010年和2020年两个时间点的考察,发现推广纯电动汽车并不一定有利于节能减排：在2010年技术水平和能源结构下,纯电动汽车的燃料周期能耗和CO₂排放低于燃油汽车（包括汽油汽车和混合动力汽车),但NO_x和SO₂排放要高出燃油汽车50%以上;到2020年,若国家相关规划目标得以实现,纯电动汽车的燃料周期能耗和CO₂排放将比2010年下降30%左右,NO_x和SO₂排放将比2010年下降80%以上,但由于发动机技术迅速改进等原因,届时纯电动汽车的燃料周期CO₂、NO_x和SO₂排放等都高于混合动力汽车。在此基础上,进一步分析了纯电动汽车节能减排效益的不确定性,并提出改善纯电动汽车节能减排效益的政策建议,如将纯电动汽车的推广与电力系统改造行动结合起来、基于能耗水平对纯电动汽车和燃油汽车进行分类管理等。     

武汉市居民区大气VOCs的污染特征和来源解析

于2016年7月-2017年6月在武汉市典型居民区对大气中101种挥发性有机物（VOCs）进行了监测,以便研究武汉市典型居民区周边VOCs的组成特征和变化规律,并探讨了其主要来源.结果表明,武汉市空气中VOCs的体积分数为（46.24±24.57）×10^-9,表现为烷烃>含氧有机物>烯烃>卤代烃>芳香烃.受交通排放影响烷烃的比例上午高于下午,1月机动车尾气为武汉市主要的VOCs排放源,夏季含氧类化合物浓度高于冬季,可能更多地受本地喷涂等溶剂使用行业和光化学反应生成的影响,5-9月表现出明显的生物源排放特征.利用正交矩阵因子分析（PMF）得到武汉市居民区大气VOCs主要有6个来源,分别为燃烧源、机动车尾气、工业排放、溶剂使用、汽油挥发和植物排放.其中,燃烧源、机动车尾气贡献比例最高,是该区域VOCs控制的重要排放源.     

Better cars or older cars?: Assessing CO2 emission reduction potential of passenger vehicle replacement programs

The primary motivation for the vehicle replacement schemes that were implemented in many countries was to encourage the purchase of new cars. The basic assumption of these schemes was that these acquisitions would benefit both the economy and the environment as older and less fuel-efficient cars were scrapped and replaced with more fuel-efficient models. In this article, we present a new environmental impact assessment method for assessing the effectiveness of scrappage schemes for reducing CO₂ emissions taking into account the rebound effect, driving behavior for older versus new cars and entire lifecycle emissions for during the manufacturing processes of new cars. The assessment of the Japanese scrappage scheme shows that CO₂ emissions would only decrease if users of the scheme retained their new gasoline passenger vehicles for at least 4.7 years. When vehicle replacements were restricted to hybrid cars, the reduction in CO₂ achieved by the scheme would be 6–8.5 times higher than the emissions resulting from a scheme involving standard, gasoline passenger vehicles. Cost–benefit analysis, based on the emission reduction potential, showed that the scheme was very costly. Sensitivity analysis showed that the Japanese government failed to determine the optimum, or target, car age for scrapping old cars in the scheme. Specifically, scrapping cars aged 13 years and over did not maximize the environmental benefits of the scheme. Consequently, modifying this policy to include a reduction in new car subsidies, focused funding for fuel-efficient cars, and modifying the target car age, would increase environmental benefits.     

北京秋季大风条件下大气气溶胶的尺度谱分布特征

Atmospheric aerosol samples collected in Beijing during 17-21 September 2004 were analyzed using the proton-induced X-ray emissions (PIXE) method, yielding concentrations of 20 elements. Analyzing the aerosol element size-spectrum distribution, enrichment factor (EF) and source over Beijing showed that under strong wind weather conditions, there were double peak distributions in the element size-spectra of Cu, S, K, Mn, As, Br, and Pb: one in fine mode and another in coarse mode. The peak in fine mode resulted from local emissions related to human activities, while the peak in coarse mode was caused by long range transport. The EF values of elements Ni, Cu, Zn, As, Se, Br, and Pb were relatively high, suggesting an evident characteristic polluted by regional aerosol. Results from factor analysis indicated that soil dust, coal-burning, industry and vehicle emissions contributed considerably to the autumn aerosol pollution in Beijing.     

中国低碳车辆技术现状与发展趋势

为探讨道路交通部门节能减排的决策依据,在总结低碳车辆技术主要种类基础上,重点评述了车辆动力系统和燃料替代技术的低碳化发展现状与趋势,包括全生命周期能效和温室气体排放情况。为进一步支持车辆技术低碳化,除加强综合节能技术和混合动力技术应用、电池技术升级和燃料电池技术研发之外,需加快生物燃料二代技术的研发进程和煤基燃料路线中二氧化碳捕获和封存技术等低碳技术的应用。