基于LCA的京沪高速与京沪高铁基础设施建设环境影响比较研究

发布时间：2018-06-15 03:56

本文选题：高铁 + 高速公路　；参考：《东南大学》2015年硕士论文

【摘要】：30年来,中国高速公路快速发展,到2013年底,高速公路通车总里程达到10.4万公里,已超过美国跃居世界第一。交通运输设施是随着国家经济的增长而发展的,在高速公路蓬勃发展的同时,高速铁路也进入了建设高潮。近年来,在国家政策支持下,高速铁路建设速度明显加快,作为大运量、高效率的交通运输工具,高速铁路很好地解决了中国多人口,人均资源不足的矛盾,然而作为我国交通运输体系中两大骨干的高速铁路和高速公路基础设施建设过程工程量相当巨大。高速公路与高速铁路作为基础设施建设,创造经济效益与社会效益的同时,对环境也会产生影响,在高铁行业发展的新环境下,尤其是国内“以桥代路”的高速铁路建设思想和仍然以效率较低、排放较高的煤电为主的电力生产结构,要以多视角的观点对高速铁路的影响进行分析。目前,我国对高速铁路的研究仅涉及土地资源利用等方面,对其进行全生命周期环境影响研究较少。本文采用全生命周期的方法,以京沪高速铁路和京沪高速公路为研究对象,运用eBalance软件进行建模及清单计算,总结生命周期视角下京沪高速铁路和京沪高速公路基础设施建设阶段能源消耗和环境排放特征,并根据计算结果对基建阶段提出一些有利于环保的建议。本研究将高速铁路基础设施建设阶段划分为桥梁、隧道、路基、轨道四个子系统,通过计算各子模型的建筑材料使用总量和建设设备运转时间,结合具有地域性特征的生产数据清单分别计算各部分建设过程中的能源消耗和环境排放。京沪高速公路建设分为路基路面结构建设和附属设施建设。eBalance计算结果表明：京沪高速铁路建设造成的能源消耗为374503.0TJ,引起的碳排放为45493.4KtCO2e。京沪高速铁路的桥梁部分比例高达86%,其碳排放的比例占全线84.6%,能源消耗占全线83.14%。由于建设长度有别,轨道、路基、隧道三者能源消耗和环境排放所占比例较小。采用单位里程基础设施建设的能源消耗和环境排放对比可以得出,建设单位里程的隧道所造成的能源消耗最大,引起的环境排放也最多,其次是桥梁建设。单位里程高铁与高速公路建设碳排放分别为34.52KtCO2e、3.38KtCO2e;能源消耗分别为284.14TJ、14.13TJ,京沪高速铁路基础设施建设过程的各项环境影响评价指标值为京沪高速公路的10倍左右。高铁虽然在基础设施建设阶段能源消耗和环境排放较大,但其运营过程中对环境影响低于高速公路,且高铁运输客运量打,运输效率较高。另外,通过对清单计算结果可以看出：原材料的生产是基础设施建设阶段能源消耗和环境排放的主要来源,其中水泥和钢材是影响高速铁路建设过程中各种环境评价指标的显著要素,对于京沪高速公路建设来讲,石灰的生产对二氧化硫和二氧化碳排放贡献度最大,水泥对氮氧化合物排放具有最突出贡献。
[Abstract]:By the end of 2013, the total mileage of expressway opened to traffic reached 104000 kilometers, which has surpassed the United States and ranked first in the world. Transportation facilities are developing with the growth of national economy. With the rapid development of highway, high-speed railway has also entered the construction climax. In recent years, with the support of national policies, the speed of high-speed railway construction has been significantly accelerated. As a means of transportation with large volume and high efficiency, high-speed railway has solved the contradiction of large population and insufficient per capita resources in China. However, as the two backbone of China's transportation system, the construction process of high-speed railway and highway infrastructure is very large. Expressway and high-speed railway as infrastructure construction, while creating economic and social benefits, will also have an impact on the environment, in the new environment of high-speed rail industry development, Especially, the construction idea of "bridge instead of road" in China and the electric power production structure with low efficiency and high emission of coal and electricity should be analyzed from the point of view of multi-angle of view on the influence of high-speed railway. At present, the research of high speed railway in our country only involves land resource utilization and so on, but there is little research on its whole life cycle environmental impact. In this paper, the whole life cycle method is used to study the Beijing-Shanghai high-speed railway and the Beijing-Shanghai expressway, and the eBalance software is used to model and calculate the list. This paper summarizes the energy consumption and environmental emission characteristics of Beijing-Shanghai High-speed Railway and Beijing-Shanghai Expressway infrastructure construction from the perspective of life cycle, and puts forward some suggestions on the construction stage based on the calculation results. In this study, the construction stage of high-speed railway infrastructure is divided into four subsystems: bridge, tunnel, roadbed and track. The total amount of building materials used and the operating time of construction equipment are calculated by calculating the construction materials of each sub-model. The energy consumption and environmental emission in each part of the construction process are calculated by using the production data list with regional characteristics. The results of calculation show that the energy consumption caused by the construction of Beijing-Shanghai high-speed railway is 374503.0 TJ, and the carbon emission caused by it is 45493.4 KtCO2e. The proportion of bridges in the Beijing-Shanghai high-speed railway is as high as 86 percent, the proportion of carbon emissions in the whole line is 84.6 percent, and the energy consumption accounts for 83.14 percent of the whole line. Because of the difference of construction length, the proportion of energy consumption and environmental emission among track, roadbed and tunnel is small. By comparing the energy consumption and environmental emission of infrastructure construction with unit mileage, it can be concluded that the energy consumption caused by the tunnel per mileage is the largest, and the environmental emission is also the most, followed by the bridge construction. The carbon emissions per mileage of high-speed rail and expressway construction are 34.52 KtCO2eN 3.38 KtCO2e, the energy consumption is 284.14 TJN 14.13 TJ, and the environmental impact assessment index of Beijing-Shanghai high-speed railway infrastructure construction process is about 10 times of that of Beijing-Shanghai Expressway. Although the energy consumption and environmental emission of high-speed rail in infrastructure construction stage is larger, the environmental impact of high-speed rail in operation process is lower than that of expressway, and the high efficiency of high-speed rail transport passenger traffic. In addition, it can be seen from the inventory calculation that the production of raw materials is the main source of energy consumption and environmental emissions during the infrastructure construction phase. Among them, cement and steel are the significant factors that affect various environmental evaluation indexes in the process of high-speed railway construction. For the construction of Beijing-Shanghai expressway, lime production contributes the most to sulfur dioxide and carbon dioxide emissions. Cement has the most outstanding contribution to nitrogen oxide emissions.
【学位授予单位】：东南大学
【学位级别】：硕士
【学位授予年份】：2015
【分类号】：U238;X82

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