基于 LCA 的城市道路碳排放测算与敏感性分析

开展城市道路碳排放测算与分析是服务“双碳”目标、推进交通可持续发展的关键举措。依托“重庆市广阳大道生态修复及品质提升”项目,基于全生命周期评价方法构建城市道路建设阶段的碳排放测算模型,依据模型的计算结果对新建城市道路碳排放关键输入参数进行敏感性分析。从建设材料、施工机械燃料及电力等角度识别碳排放量的主要影响因素,为碳减排策略的提出提供理论技术支撑,有助于实现道路建设从设计到施工全过程的绿色发展。     

津石高速公路碳减排测算与特征规律研究

立足双碳目标发展新形势,重点聚焦绿色公路建设阶段碳排放测算研究,依托津石高速天津西段工程,通过构建碳排放测算模型,实现从多层级进行不同颗粒度的绿色公路建设碳排放量化计算,并对其排放特征进行分析,统计发现碳排放量较大的材料主要为水泥、钢类和生石灰,分别占到材料总碳排放的32.27%、41.09%和23.48%,总占比超95%;消耗量较大的材料主要为矿土料,占总消耗量比例超85%;回旋钻机及自卸汽车为排放最大的机械设备,分别占到总体排放的22.28%及19.84%,累计占比超过40%;消耗量最大的机械为电动卷扬机,消耗台班量占到总台班量的20.99%。     

浅谈高速公路美丽服务区的建设思路

构建美丽服务区应以绿色、低碳、循环发展、智慧化以及满足出行用户的多元化需求为出发点,从节能建筑、清洁能源应用、污水处理及循环利用、固废处理及循环利用、生态服务、人性化服务等环节综合考虑,从而提升服务区整体形象,加强服务区设施的人性化和标准化服务管理。本文从高速公路美丽服务区构建的必要性入手,探讨了从节能建筑、清洁能源应用、污水处理及循环利用、固废处理及循环利用、生态服务、人性化服务等方面构建美丽服务区。     

贵州省道路客运交通运输碳排放清单研究

本文以贵州省道路客运交通运输中出租车和公交车作为研究对象,采用IPCC能耗统计法计算客运交通运输温室气体中CO2的排放、在NEDC工况下对温室气体CH4、N2O排放进行核算,建立了2017年贵州省交通道路运输温室气体碳排放清单。结果显示,贵州省道路客运交通中出租车万人均碳排放量为公交车的2.67倍。CH4排放的主要来源于天然气为燃料的公交车,N2O排放的主要来源于汽油为燃料的出租车。     

缓解城市交通拥堵的CO2减排效益评估方法研究

城市交通拥堵是导致城市交通碳排放快速增长的重要原因. 分析影响城市交通碳排放的关键因素,收集现有碳排放因子,开展车辆排放测试,建立不同道路类型和服务水平的城市交通碳排放因子数据库. 对ASIF 方法进行改进,基于城市交通拥堵的分类方法,提出中观尺度的城市交通缓堵减排效益评估方法和模型. 以成都市为例,开展城市调研、数据采集与分析、模型运算,评估成都全年城市交通的碳排放总量,其中,交通拥堵的碳排放占48.2%. 设置4种正向减排发展情景和3种反向恶化发展情景,分析不同情景下的碳排放效果.     

中小物流企业低碳之道

针对国内中小物流企业发展现状,从企业发展模式、业务拓展、发展策略、市场营销等方面,提出符合其实际状况、较为可行的低碳物流建设途径.     

Natural variability in exposure to fine particles and their trace elements during typical workdays in an urban area

Studies on the natural human exposures to fine particulate matter (PM_2.5) and their elements composition are practically non-existent in South America. In order to understand the natural exposure of the typical Brazilian population to PM_2.5 and their trace element composition, we measured PM_2.5 concentrations and collected mass on filters for nine continuous hours during a typical workday of volunteers. In addition, bus routes were performed at peak and non-peak periods, mimicking the routine activity of the population. Mean concentrations of PM_2.5 in the bus and car groups were similar while the fraction of BCe was higher for the bus group. For all routes, mean PM_2.5 concentrations were higher during peak than non-peak hours, with an average of 43.5 ± 33.1 μg m⁻³ and 14.3 ± 10.2 μg m⁻³, respectively. The trace elements S, K and Na originated mainly from vehicle emissions; Na was associated with the presence of biofuel in diesel. Toxic elements (Pb, Cr, Cu, Ni, Zn, Mn) were found at low levels as evident by the total hazard index that ranged from 2.15 × 10⁻⁰³ to 1.38 for volunteers. For all routes, the hazard index ranged from 2.25 × 10⁻⁰³ to 5.03. Average PM_2.5 respiratory deposition dose was estimated to be 0.60 μg/kg-hour for peak hours. Potential health damages to people during their movements and at workplaces close to the traffic were identified. Improvements in the design of the building to reduce the entrance of air pollutants as well as the use of filters in the buses could help to limit population exposure.     

碳纤维复合材料在公路桥梁加固中的应用

碳纤维复合材料在公路桥梁加固应用中，因具有众多优点而成为桥梁加固工程领域的一项重大技术革新。为此．就碳纤维材料的加固工艺及其注意事项进行探讨，以助其推广应用。     

Low carbon urban transport scenarios for China and India: A comparative assessment

This paper assesses comparable urban transport scenarios for China and India. The assessment methodology uses AIM/End-use model with a detailed characterization of technologies to analyze two scenarios for India and China till the year 2050. The first scenario assumes continuation and enhancement, in both countries, of policies under a typical business-as-usual dynamics, like constructing metros, implementing national fuel economy standards, promoting alternate fuel vehicles and implementing national air quality standards. The alternative, low carbon scenario assumes application, in both countries, of globally envisaged measures like fuel economy standards as well as imposition of carbon price derived from a global integrated assessment modeling exercise aiming to achieve global 2 °C temperature stabilization target. The modeling results for both countries show that decarbonizing transport sector shall need a wide array of measures including fuel economy, low carbon fuel mix including low carbon electricity supply. The comparison of China and India results provides important insights and lessons from their similarities and differences in the choice of urban transport options. India can benefit from China’s experiences as it lags China in urbanization and income. Modeling assessments show that both nations can contribute to, as well as benefit by aligning their transport plans with global climate stabilization regime.