共查询到20条相似文献，搜索用时 15 毫秒
1.
P. D. Bailey 《Water, air, and soil pollution》1995,85(4):1879-1884
Vehicle exhaust emissions are significant sources of air pollution in many European countries. Emissions of oxides of nitrogen and volatile organic compounds contribute to transboundary air pollution, and the environmental problems of acidification, eutrophication and tropospheric ozone formation. This paper presents estimates of future exhaust emissions from road vehicles within countries of the United Nations Economic Commission for Europe region for two control scenarios. Alternative regulatory standards are examined including a Current Plans scenario and a Best Available Technology scenario. Calculations presented in this paper suggest that Current Plans could reduce emissions of oxides of nitrogen from road vehicles by about 70 per cent and that the application of Best Available Technology to gasoline and diesel vehicles could reduce emissions by 80 per cent. The paper ends with a discussion of the many interactions between transport and the environment and it is suggested that combinations of regulatory approaches will be needed if the environmental impact of road transportation is to be reduced in the future. 相似文献
2.
Most estimates of emission are concerned with the nation state level. This paper will discuss methods utilised in the estimates of emissions to the atmosphere of sulphur dioxide, volatile organic compounds and oxides of nitrogen from a densely populated and heavily industrialised region of the United Kingdom. Data on power generation, industrial plant, fuel usage, air, sea and road transportation, and human population statistics have been integrated into a method to provide regional emission estimates. The resulting emission patterns are described in terms of sources and emission density. Spatial and temporal patterns are identified and major sources of emissions discussed in terms of national control programmes. Transportation is the dominant source of oxides of nitrogen emissions whilst power generation is the dominant source of sulphur dioxide. The relative importance of the North West as an emission source within the UK is assessed. The change in the strengths of acidifying emissions between 1987 and 1992 is discussed and the rate of change in emission magnitudes between the North West region and the UK as a whole compared. 相似文献
3.
P. Kågeson 《Water, air, and soil pollution》1995,85(1):225-236
We still have insufficient knowledge about the way that different types of vehicles are actually used (loads, driving behaviour etc.). This means that most statements on specific and aggregate emissions as well as on the cost-effectiveness of different measures should be judged with caution. There is still large scope for reducing emissions from transport by technical measures. This is particularly true for shipping, off-road vehicles and for most types of road vehicles. Improved maintenance and extended durability of emission control systems seem to be among the most cost-effective measures where road transport is concerned. The contribution from improved grades of diesel and petrol towards lower aggregate emissions of acidifying substances is likely to be small. Changing the modal split could be expected to be an expensive way of reducing air pollution from road transport except for regions suffering from congestion. 相似文献
4.
Konstantinos Markakis Anastasia Poupkou Dimitrios Melas Paraskevi Tzoumaka Maksinos Petrakakis 《Water, air, and soil pollution》2010,207(1-4):157-180
This paper describes a computational system developed for the compilation of an anthropogenic emission inventory of gaseous pollutants for Greece. The inventory was developed using a geographical information system integrated with SQL programming language to provide high temporal gridded emission fields for CO, NO2, NO, SO2, NH3 and 23 non-methane volatile organic compounds (NMVOCs) species for the reference year 2003. Activity and statistical data from national sources were used for the quantification of emissions from the road transport, the other mobile sources and machinery sectors and from range activities using top-down or bottom-up methodologies. Annual emission data from existing national and European emission databases were also used. The emission data were spatially and temporally disaggregated using source-specific spatiotemporal indicators. On national scale, the road transport sector produces about 60% of the annual CO and NMVOC total emissions, with gasoline vehicles being the main CO and NMVOC emissions source. The road transport is responsible for approximately half of the higher alkanes and for more than half of the ethene and toluene emissions. The maritime sector accounts for about 40% of the annual total NOx emissions, most of which are emitted by the international shipping subsector, whilst SO2 is emitted mainly by the energy sector. The evaluation of the emissions inventory suggests that it provides a good representation of the amounts of gaseous pollutants emitted on national scale and a good characterisation of the relative composition of CO and NOx emission in the large urban centres. 相似文献
5.
Major factors (emissions and meteorology) controlling pollution patterns in Moscow are discussed in the context of different types of urban land use. Nitrogen oxide pollution is one of the main air quality problems in the city. Power generation is the major source of nitrogen oxides: in 1994, it accounted for 63% of the total NOx emissions with transport contributing 30%. CO emissions are produced almost entirely by road transport. An increase in CO levels has been observed since 1990 in line with growing car ownership. Analyses of seasonal and diurnal variations in CO, NO and NO2 concentrations are presented. Meteorological conditions during an intense pollution episode are analysed in the context of the characteristics of the main sources of pollution. The occurrence of high levels of CO concentrations is associated with high pressure systems, surface-based inversions and low wind speeds. High concentrations of NO2 are caused by fumigation of the surface with pollutants emitted by power plants. The passage of warm weather fronts, the decay of elevated temperature inversions, and stronger winds are identified as meteorological condition leading to NO2 build-up. 相似文献
6.
随着全球能源消耗加剧,有限的石化燃料已难以满足人们对能源的需求;而汽车保有量却不断增加,使得车辆向大气中排出的有害污染物急剧增加,这对内燃机行业发展提出了新的要求和挑战。因此,各国从能源安全和环保的角度出发,开始寻找新型燃烧模式,实现内燃机的高效清洁燃烧。酯类含氧燃料作为石化燃料的替代品或添加剂,在燃烧过程中,可提供额外的氧,能使燃料进行充分燃烧,改善燃料物化性质,达到降低有害物质排放、提高燃烧性能的目的,故开发新型酯类含氧燃料有着环保和缓解对石化燃料依赖的双重意义。该研究对生物柴油、长链脂肪酸醚基酯、碳酸酯类、醚酯类、乙酰丙酸酯类清洁含氧燃料的理化性质、排放特性以及在内燃机上的应用进行了讨论,分析酯类含氧燃料的优缺点,并指出酯类含氧燃料应用趋势以及未来研究建议。 相似文献
7.
D. J. Myronuk 《Water, air, and soil pollution》1977,7(2):203-213
In general, for a line-up of automobiles waiting for a period of time at a drive-up facility, the idling engine emissions are expelled in a rearward direction and tend to envelope the vehicles at the end portion of the queue. Factors that affect these highly localized pollutant accumulation episodes include local meteorological conditions (low altitude inversions, winds and temperatures), number, age and tune-up condition of the cars, exhaust pipe location, interior air handling equipment, vehicle separation distances and natural or artificial barriers that form troughs or partial enclosures in which vehicular emissions can accumulate or be trapped. In a series of typical vehicle line-ups, local CO concentrations were measured. With Santa Clara Valley background levels of 2 to 5 ppm, the 15 min average driver-area concentration levels ranged from 15 ppm to 95 ppm with short term peaks between 100 and 1000 ppm. Wide variations in concentrations can be expected if ventilating fans for heater or air conditioner units are also operating. The exposure of humans to these concentrations of CO can result in mild headache or nausea, failure to react quickly to stimuli (like oncoming traffic) as well as setting a strain on the heart and lungs. These effects are temporary and reversible. A far more serious local air quality and health problem arises in the growing production of SOx and sulfate compounds attributable to the legislated use of oxidizing catalytic mufflers for new car emission control and oxidation of the elemental S found in all gasoline. Using the CO levels as indicators of the accumulation of local automobile produced pollutants, when a majority of cars are equipped with catalytic converters, the anticipated adverse effects of SOx concentrations, irritation and inflammation of healthy lung tissue of young and old people alike, as well as aggravation of preexisting conditions of lung or heart impairment, will be a most undesirable feature of drive-up facility services. Potential reductions in the extent of this developing problem include S removal, SOx traps and exhaust sustem redesign. 相似文献
8.
Amann M. Johansson M. Lükewille A. Schöpp W. Apsimon H. Warren R. Gonzales T. Tarrason L. Tsyro S. 《Water, air, and soil pollution》2001,130(1-4):223-228
Exposure to fine particles in the ambient air is recognized as a significant threat to human health. Two pathways contribute to the particle burden in the atmosphere: Fine particles originate from primary emissions, and secondary organic and inorganic particles are formed from the gas phase from the emissions of 'conventional' pollutants such as SO2, NOx, VOC and NH3. Both types of particulate matter can be transported over long distances in the atmosphere. An integrated assessment model for particulate matter developed at IIASA addresses the relative importance of the different types of particulates, distinguishing primary and secondary particles and two size fractions. The model projects these emissions into the future and seeks cost-effective strategies for reducing health risks to population. The model integrates the control of primary emissions of fine particles with strategies to reduce the precursor emissions for the secondary aerosols. Preliminary results addressing the PM2.5 fraction of both primary and secondary particulate matter indicate that in Europe the exposure to particulates will be significantly reduced as a side effect of the emission controls for conventional air pollutants (SO2, NOx, NH3). 相似文献
9.
不同掺混比例生物柴油的非常规污染物排放特性 总被引：1，自引：0，他引：1
为了实现柴油机的清洁燃烧,需要系统研究非常规污染物的生成机理与排放特性。根据羰基类、芳香烃类物质的理化性质特点,提出了柴油机非常规污染物高效快速的测量方法,采用不同掺混比例的生物柴油进行了柴油机台架试验,探讨了不同燃料、不同工况下柴油机非常规污染物的排放特性。结果表明,二硝基苯腙采样结合高效液相色谱技术,可以实现柴油机排气中15种羰基类污染物的快速准确测定,活性炭吸附结合气相色谱-质谱联用技术可以实现芳香烃污染物的定性定量分析;中、低负荷时,生物柴油掺混比例对柴油机总羰基排放的影响不大,随着负荷的增加,BD50（生物柴油和市售0#柴油按体积比1:1配制的调合油）和BD0（纯柴油）的总羰基排放呈升高趋势,BD100（以地沟油为原料的生物柴油）的总羰基排放有所降低;BD0的单环芳香烃最大排放浓度最高,3种燃料的气相多环芳香烃排放在低负荷和高负荷工况点存在"双峰"特征,三环菲约占所有环数多环芳香烃总量的44%,燃用生物柴油可降低柴油机约32%的多环芳香烃排放。该研究为柴油机非常规污染物的排放控制提供了参考。 相似文献
10.
M. Amann M. Baldi C. Heyes Z. Klimont W. Schöpp 《Water, air, and soil pollution》1995,85(4):2595-2600
The RAINS (Regional Air Pollution INformation and Simulation) model was developed at IIASA as an integrated assessment tool to assist policy advisors in evaluating options for reducing acid rain. In recent years, the European implementation of this model has been used to support the negotiations on an updated, effect-based Sulphur Protocol under the Convention on Long-range Transboundary Air Pollution. The development of future strategies for reducing the environmental damage caused by air pollutants requires a multi-pollutant, multi-effect approach. In this context, the RAINS model is being further developed to include ozone. This paper outlines the development of an integrated assessment model for tropospheric ozone, which combines information on the emissions of ozone precursors (NOx and VOCs), the available control technologies and abatement costs, the formation and transport of ozone and its environmental effects in Europe. 相似文献
11.
以不同比例的天然气和二氧化碳气体混合物来模拟不同气源的生物质气并在一台改装后的Ｒｉ－ｃａｒｄｏＥ６四冲程单缸点燃式发动机试验机上进行试验。文中给出了燃烧这些燃料时发动机的动力性、经济性以及ＣＯ、ＴＨＣ、ＮＯｘ等排放数据。试验结果表明,生物质气中的二氧化碳能改善ＮＯｘ排放指标,但降低了功率和热效率。提高压缩比能有效的改善动力性和经济性,但同时也增加了ＮＯｘ和ＴＨＣ的排放量。采用稀燃技术可望兼顾二者的要求。 相似文献
12.
以不同比例的天然气和二氧化碳气体混合物来模拟不同气源的生物质气并在一台改装后的Ｒｉ－ｃａｒｄｏ Ｅ ６四冲程单缸点燃式发动机试验机上进行试验。文中给出了燃烧这些燃料时发动机的动力性、经济性以及ＣＯ、ＴＨＣ、ＮＯｘ等排放数据。试验结果表明,生物质气中的二氧化碳能改善ＮＯｘ排放指标,但降低了功率和热效率。提高压缩比能有效的改善动力性和经济性,但同时也增加了ＮＯｘ和ＴＨＣ的排放量。采用稀燃技术可望兼顾二者的要求。 相似文献
13.
A. B. Mukherjee 《Water, air, and soil pollution》1991,56(1):35-49
Mercury pollution has been studied in Finland since 1960. In the 1960 's, industrial use of Hg was about 50 t yr−1, 80% of which was consumed by chlor-alkali plants. In the 1980's, about 19, to 25 t yr−1 Hg was used and compared to past consumption, its use has decreased by 40 to 50%. In 1987, the import of Hg through raw materials
and other sources in Finland was, however about 170 t yr−1 which is rather high. There are no detailed statistics about Hg emissions in the 1960's. In 1967, air and water emissions
of Hg were 2.8 and 8.3 t yr−1 respectively. In 1987, estimated air emission of Hg was 3.48 t yr−1 whereas water emission was 0.15 t yr−1 Aquatic emission has been lowered by 50% which is due to the fact that pulp and paper industries stopped using Hg as slimicide.
On the other hand, the air emission of Hg has not decreased. This is due to the high Hg content in raw materials used by metallurgical
and power plants. 相似文献
14.
H. M. ApSimon S. Couling D. Cowell R. F. Warren 《Water, air, and soil pollution》1995,85(4):1891-1896
European emissions of reduced nitrogen, arising principally from agriculture, are comparable with those of oxidised nitrogen from mobile and stationary combustion sources. It is therefore important to include ammonia emissions in working towards a new protocol on nitrogen under the programme of the UN Economic Commission for Europe on the control of transboundary air pollution. However the nature of the sources and the subsequent atmospheric transport and chemistry are very different from other acidifying pollutants. This paper describes work in hand under the MARACCAS project to compare agricultural activities in different European countries and to assess the applicability and efficacy of potential abatement measures. The aim is to derive abatement costs for each country relating successive emission reductions to the costs of achieving them, to be used by the UN ECE Task Force on Integrated Assessment Modelling (TFIAM) — in particular with our Abatement Strategies Assessment Model, ASAM. The paper will also address the large uncertainties involved in integrated assessment modelling with respect to ammonia, and suggest how these may be allowed for in deriving cost-effective abatement strategies. 相似文献
15.
An overview of the role of NO x in the formation of rural O3, regional transport and its potential impact on urban air quality is presented. An analysis of a specific O3 excursion in southeast Michigan (8-2-90) is performed based on a combined urban and regional-scale model. The regional component of the model represents transport and photochemistry from sources as far away as Texas. Results suggest that rural O3 and regional transport sensitive to NO x emissions and relatively insensitive to changes in volatile organic carbon (VOC) emissions. This differs from the situation in urban areas, where O3 is sensitive to both NO x and VOC. Regional transport and upwind NO x emissions have a significant impact on peak O3 in Detroit. Implications for urban and regional-scale abatement strategies are discussed. 相似文献
16.
To simulate the atmospheric fate of air pollutants, it is first necessary to know the emission rates that describe the release of pollutants into ambient air. For benzo(a)pyrene emission data are currently only available as yearly bulk emissions while the simulation models typically require temporally resolved emissions (e.g. hourly). Because residential heating is by far the most important source for benzo(a)pyrene, we developed a method to temporally disaggregate these bulk emission data using the linear dependency of benzo(a)pyrene emission rates stemming from residential combustion on ambient temperature. The resulting time-dependent hourly emission rates have been used in a chemical transport model to simulate concentrations and deposition fluxes of benzo(a)pyrene in the year 2000. The same simulations were repeated with constant emission rates and emission rates that varied only seasonally. By comparing the modeling results of the three emission cases with monthly measurements of air concentrations, the characteristic and the benefit of our disaggregation approach is illustrated. The simulations with disaggregated emissions fitted best to the measurements. At the same time the spatial distribution as well as the yearly total deposition was notably different with each emission case even though the yearly total emissions were kept constant. 相似文献
17.
Particulate matter is emitted to the atmosphere from variousenergy conversion processes, mainly from the electric powerand the transportation sectors. Recent studies and peer reviews conducted by international organizations have indicated the adverse health and economic effects of the accumulation of these particulates in the environment.In the absence of any data related to the levels of air pollution in the Beirut environment, this study was initiated with the objective of conducting a preliminary investigation that includes air sampling and the X-ray fluorescence analysis of the samples. Emphasis is placed on the impact of the transport sector on the dissemination of different pollutants and in particular lead. The results show high levels of particulates resulting from different sources and high concentrations of lead within the city ofBeirut. A direct correlation between the particulate constituents and street activities is identified. The results indicate the seriousness of the air pollution problem that the transport sector can inflict on the society if appropriate mitigative measures are not implemented, especially in urbanized regions where traffic flow is consistently heavy. Mitigation options applicable to Lebanon and possibly to other countries of similar economic and social structure are recommended. 相似文献
18.
生物柴油对能源和环境影响分析 总被引：22，自引：8，他引：22
生物柴油是从植物或动物脂肪酸通过酯化反应而得到,由于生物柴油无毒,可生物降解和可以再生,因此受到越来越多人的关注。生物柴油的性质和普通柴油非常相似,它能直接被用到发动机上而不需要改动发动机的结构。该文基于美国能源部对生物柴油的统计数据,利用生命循环分析法,对生物柴油从生产到消耗的生命循环中的能量消耗和产出、循环中的排放以及生物柴油汽车尾气排放等方面进行了分析。生命循环开始于普通柴油或生物柴油生产的原料提取,结束于成品油在发动机上的使用。只有分析生命循环中的所有过程,才能确定它对自然环境总量的影响。例如研究温室效应就要对整个生命循环中CO2的排放进行分析。该文利用生命循环分析法分析了在生产生物柴油或柴油生命循环过程中的能量平衡、温室气体排放及对气体和固体污染物排放,提供了生物柴油生产过程和在发动机上使用的详细数据。分析结果表明∶生物柴油循环的石化能效比大大提高,大约是柴油的4倍;生物柴油循环中CO2排放大大降低,大约降低了78.4%;发动机排气管有害物质的排放中,除NOx排放增加8.89%外,CO、HC、PM等有害物质的排放大大降低（分别降低了46%、37%和68%）。 相似文献
19.
Bull K.R. Achermann B. Bashkin V. Chrast R. Fenech G. Forsius M. Gregor H.-D. Guardans R. Haubmann T. Hayes F. Hettelingh J.-P. Johannessen T. Krzyzanowski M. Kucera V. Kvaeven B. Lorenz M. Lundin L. Mills G. Posch M. Skjelkvåle B. L. Ulstein M. J. 《Water, air, and soil pollution》2001,130(1-4):119-130
For 20 years the Convention on Long-range Transboundary Air Pollution has worked to control air pollutant emissions in Europe and North America. Its Working Group on Effects (WGE) has been responsible for much of the underpinning science. The WGE's six International Cooperative Programmes (ICPs) on Waters, Natural Vegetation and Crops, Forests, Materials and Cultural Heritage, Integrated Monitoring, and Modelling and Mapping, together with a Joint Task Force on Human Health with WHO, quantify air pollution effects on the environment through monitoring, modelling and scientific review. Early work found evidence to support the need for decreases in emissions of sulphur and nitrogen pollutants. More recently, monitoring results and models have provided the scientific basis, e.g. critical loads and levels, for effects-based Protocols and for evaluating their effectiveness. ICP studies on trends show recovery from acidification effects in keeping with the fall in sulphur emissions. Steady-state models provide an indication of long-term improvements. Recent increased emphasis on developing dynamic models will enable better links between recovery rates and abatement strategies. The scientific network of the ICPs and the monitoring and modelling results have been key to the development of the Convention and are an essential component for its success in the future. 相似文献
20.
Pollution of the stratosphere by aircraft is increasing because of the growth in air traffic and a general increase in aircraft cruise altitudes. This paper analyzes aircraft route frequencies on those routes where aircraft routinely fly above the tropopause, and estimates the fuel burned per year above the tropopause since 1960. Predictions to 1990 incorporate the increasing numbers of high-flying, wide-bodied subsonic aircraft, and the introduction of the civil supersonic transport. The factors which are important in quantifying stratospheric pollution are discussed. It is suggested that by 1990, within the rather large uncertainties inherent in these predictions, about 40% of the total fuel burned in the stratosphere could be by civil supersonic aircraft. From a breakdown of the various engine types in service, it is possible to estimate the nitrogen oxides emitted by aircraft. Nitrogen oxides emitted by civil supersonic aircraft in the stratosphere are estimated to be about 50% of the total by 1990, but because of the higher cruise altitudes of the supersonic fleet, the contribution from this source to the overall effects of these pollutants will be greater than that from subsonic aircraft. 相似文献