典型城市交通道路空气悬浮颗粒物污染特征、预测及评价
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摘要
本文通过分析两个典型大城市(北京、广州)三种典型城市道路(街道峡谷,开阔道路,十字路口)的空气悬浮颗粒物(PM10、TSP)污染年度监测数据,研究了城市交通道路颗粒物污染的产生、迁移扩散规律,对我国的城市交通道路PM10的预测、评价方法体系进行了探索。在借鉴国外已有的先进交通道路污染物扩散模式和评价方法,结合我国城市交通道路特点,运用MOBILE6.2计算PM10的排放因子,并与二次扬尘排放因子累加得到北京2008年至2009年六种车型机动车PM10综合排放因子。在对城市交通道路旁PM10浓度模拟预测过程中,CALINE4模型对交叉道路和开阔道路污染状况模拟,以及OSPM模型对街道峡的模拟取得了良好的模拟预测效果。以PM10污染排放和交通环境容量分析两种方式,从城市大区域和具体单一街道两个角度评价PM10污染。
研究结果表明：交通道路空气中PM10和TSP与湿度、温度相关关系不明显,但和车流量以及对照点相应的悬浮颗粒物浓度值显著正相关(5%显著水平)；北京PM10本底浓度值对交通道路空气中PM10起主导影响作用,广州交通道路空气中PM10相较北京更容易受交通道路的影响。北京和广州街道峡谷PM10和TSP浓度成线性正相关,拟合回归方程系数为1.262(北京)和1.316(广州)。CALINE4和OSPM模型适用于中国典型大城市交通道路PM10浓度模拟预测。此外,运用PM10污染排放和交通环境容量分析对城市交通道路PM10污染进行评价,2008年和2009年北京交通道路PM10排放超过4万吨,2010年北京和广州区域交通环境容量接近饱和,为提高空气质量需要控制机动车增长。
By analyzing annual atmospheric suspended particulate matter (PM10, TSP) pollution monitoring data on three typical urban roads (street canyon, open roads, crossroads) in two typical cities (Beijing, Guangzhou), the study about urban traffic road particulate pollution generation, migration and diffusion laws was conducted in this thesis, while a exploring research about Chinese urban PM10 forecasting and evaluation methodology was carried out. Referring to current foreign advanced road traffic pollutant dispersion models and evaluation methods and combining with the characteristics of urban road traffic, the secondary dust emission factors were added to the PM10 emission factor calculated by MOBILE6.2 in order to gain PM10 integrated emission factors of six types of vehicles in Beijing from 2008 to 2009. In simulation and prediction of the PM10 concentrations on the sides of urban traffic roads, CALINE4 was applied to the crossroads and the open Road, while OSPM model was used in street canyon. Good simulating and predicting results were obtained. In order to evaluate the PM10 pollution in the whole city or on specific traffic roads, there were two ways in use:PM10 pollution emission and PM10 traffic environmental capacity.
The results showed that there were not clear correlations between the concentrations of PM10 or TSP in the air of traffic roads and humidity or temperature, but the significantly positively correlations (5%significance level) were displayed among the concentrations of PM10 or TSP in the air of traffic roads and the traffic flow as well as the corresponding concentration of suspended particles on comparison points. The PM10 background concentration played a leading role in affecting the value of PM10 in the air of traffic roads in Beijing. Compared with Beijing, the PM10 concentration in the air of Guangzhou traffic roads were more vulnerable to the impact of road traffic. Moreover, PM10 and TSP concentrations in the air of street canyon roads in Beijing and Guangzhou had positive linear correlations and the slopes in the fitted regression equations were 1.262 (Beijing) and 1.316 (Guangzhou), respectively. CALINE4 and OSPM model were applicable to simulation and prediction of PM10 concentration on typical Chinese urban traffic roads. Using PM10 pollution emission and traffic environmental capacity analysis to evaluate urban PM10 pollution status quo showed that the Beijing PM10 emissions from road transport were more than 40,000 tons in 2008 and 2009. Beijing and Guangzhou region environmental capacity is nearing saturation in 2010. In order to improve the air quality, controlling vehicle growth is needed.
研究结果表明：交通道路空气中PM10和TSP与湿度、温度相关关系不明显,但和车流量以及对照点相应的悬浮颗粒物浓度值显著正相关(5%显著水平)；北京PM10本底浓度值对交通道路空气中PM10起主导影响作用,广州交通道路空气中PM10相较北京更容易受交通道路的影响。北京和广州街道峡谷PM10和TSP浓度成线性正相关,拟合回归方程系数为1.262(北京)和1.316(广州)。CALINE4和OSPM模型适用于中国典型大城市交通道路PM10浓度模拟预测。此外,运用PM10污染排放和交通环境容量分析对城市交通道路PM10污染进行评价,2008年和2009年北京交通道路PM10排放超过4万吨,2010年北京和广州区域交通环境容量接近饱和,为提高空气质量需要控制机动车增长。
By analyzing annual atmospheric suspended particulate matter (PM10, TSP) pollution monitoring data on three typical urban roads (street canyon, open roads, crossroads) in two typical cities (Beijing, Guangzhou), the study about urban traffic road particulate pollution generation, migration and diffusion laws was conducted in this thesis, while a exploring research about Chinese urban PM10 forecasting and evaluation methodology was carried out. Referring to current foreign advanced road traffic pollutant dispersion models and evaluation methods and combining with the characteristics of urban road traffic, the secondary dust emission factors were added to the PM10 emission factor calculated by MOBILE6.2 in order to gain PM10 integrated emission factors of six types of vehicles in Beijing from 2008 to 2009. In simulation and prediction of the PM10 concentrations on the sides of urban traffic roads, CALINE4 was applied to the crossroads and the open Road, while OSPM model was used in street canyon. Good simulating and predicting results were obtained. In order to evaluate the PM10 pollution in the whole city or on specific traffic roads, there were two ways in use:PM10 pollution emission and PM10 traffic environmental capacity.
The results showed that there were not clear correlations between the concentrations of PM10 or TSP in the air of traffic roads and humidity or temperature, but the significantly positively correlations (5%significance level) were displayed among the concentrations of PM10 or TSP in the air of traffic roads and the traffic flow as well as the corresponding concentration of suspended particles on comparison points. The PM10 background concentration played a leading role in affecting the value of PM10 in the air of traffic roads in Beijing. Compared with Beijing, the PM10 concentration in the air of Guangzhou traffic roads were more vulnerable to the impact of road traffic. Moreover, PM10 and TSP concentrations in the air of street canyon roads in Beijing and Guangzhou had positive linear correlations and the slopes in the fitted regression equations were 1.262 (Beijing) and 1.316 (Guangzhou), respectively. CALINE4 and OSPM model were applicable to simulation and prediction of PM10 concentration on typical Chinese urban traffic roads. Using PM10 pollution emission and traffic environmental capacity analysis to evaluate urban PM10 pollution status quo showed that the Beijing PM10 emissions from road transport were more than 40,000 tons in 2008 and 2009. Beijing and Guangzhou region environmental capacity is nearing saturation in 2010. In order to improve the air quality, controlling vehicle growth is needed.
引文
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