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Article(id=1149744591210988539, tenantId=1146029695717560320, journalId=1146123302524792850, issueId=1149744590036583414, articleNumber=null, orderNo=null, doi=10.3969/j.issn.1672-6073.2024.01.013, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1679500800000, receivedDateStr=2023-03-23, revisedDate=1694707200000, revisedDateStr=2023-09-15, acceptedDate=null, acceptedDateStr=null, onlineDate=1752050071766, onlineDateStr=2025-07-09, pubDate=null, pubDateStr=null, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1752050071766, onlineIssueDateStr=2025-07-09, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1752050071766, creator=13701087609, updateTime=1752050071766, updator=13701087609, issue=Issue{id=1149744590036583414, tenantId=1146029695717560320, journalId=1146123302524792850, year='2024', volume='37', issue='1', pageStart='1', pageEnd='166', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1752050071486, creator=13701087609, updateTime=1753780168039, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1157001141138575501, tenantId=1146029695717560320, journalId=1146123302524792850, issueId=1149744590036583414, language=EN, specialIssueTitle=, coverIllustrator=, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1157001141138575502, tenantId=1146029695717560320, journalId=1146123302524792850, issueId=1149744590036583414, language=CN, specialIssueTitle=, coverIllustrator=, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=81, endPage=87, ext={EN=ArticleExt(id=1149744591487812605, articleId=1149744591210988539, tenantId=1146029695717560320, journalId=1146123302524792850, language=EN, title=Whole Life-cycle Carbon Emissions Based on Actual Metro Lines, columnId=1152669335454658940, journalTitle=Urban Rapid Rail Transit, columnName=Academic Discussion, runingTitle=null, highlight=null, articleAbstract=

Under the major strategic deployment of a dualcarbon strategy, studying the whole lifecycle carbon emissions of rail transit and reasonably quantifying its carbon emission level is essential to achieve peak carbon and carbon neutrality in the transportation sector. Based on a new metro line in Beijing, this study analyzes the whole lifecycle carbon emissions of rail transit, establishes a carbon emission calculation model for the whole line and the whole lifecycle of rail transit, and quantitatively calculates the carbon emission of the whole line and the whole lifecycle of the new metro line. Carbon reduction measures in the construction and operation phases are analyzed simultaneously, and their carbon reduction potential is quantitatively assessed. The carbon emission calculation for the 81km long new metro line yields a carbon emission of 2.57 million tons of CO2eq in the construction phase, 54,000 tons of CO2eq per year in the operation phase, and a total carbon emission of 5.24 million tons of CO2eq in the 50year operation cycle. The use of renewable materials and prefabricated structures in the construction phase can reduce carbon emissions by 7%. The use of comprehensive carbonreducing measures in the operation phase can reduce carbon emissions by 27%, and the carbon reduction potential of the 50year operation cycle is 17%. The establishment of the model has guiding significance for the quantitative calculation of carbon emissions in the whole life cycle of urban rail transport, and the research results of the carbon reduction measures can provide a reference for urban rail transport to achieve a green and lowcarbon transformation and carbon peak and carbon neutrality in the transport sector.

, correspAuthors=Xiaofeng LI, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=null, magXml=null, pdfUrl=null, pdf=null, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=null, mapNumber=null, authorCompany=null, fund=null, authors=null, authorsList=Xiaofeng LI, Li WANG, Chengzhi LUAN, Qiuyan YU, Jianhua XIE, Chengzhao LUO), CN=ArticleExt(id=1149744591802384384, articleId=1149744591210988539, tenantId=1146029695717560320, journalId=1146123302524792850, language=CN, title=基于实际地铁线路的全生命周期碳排放研究, columnId=1152669335668568445, journalTitle=都市快轨交通, columnName=学术探讨, runingTitle=null, highlight=null, articleAbstract=

在双碳战略的重大战略部署下,对轨道交通全生命周期碳排放进行研究,合理量化其碳排放水平是实现交通部门碳达峰、碳中和的重要措施。本文基于北京某新建地铁线路,对轨道交通全生命周期碳排放进行分析,建立了轨道交通全线、全生命周期的碳排放计算模型,并定量计算新建地铁线路全线、全生命周期的碳排放量。同时,对建设阶段和运营阶段的降碳措施做出分析,定量评估其降碳潜力。对全长81 km 新建地铁线路进行碳排放量计算,得到建设阶段碳排放量为257万t CO2eq,运营阶段为5.35万t CO2eq/a,50年运营周期总计碳排放量 524万t CO2eq。建设阶段使用可再生材料及预制结构可减少碳排放量7%;运营阶段综合采用多种节能降碳措施后,可降碳27%;50年运营周期降碳潜力总计17%。该模型的建立对城轨交通全生命周期碳排放定量计算有指导意义,降碳措施的研究成果以期为城轨交通完成绿色低碳转型、实现交通部门碳达峰、碳中和提供参考。

, correspAuthors=李晓锋, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=Yk/4gw8Bg1LwNabqENH36A==, magXml=4nj/dFjQr7u6hAHOuQdaNw==, pdfUrl=null, pdf=q0QwBAU2Nfzw8aba2pAdVQ==, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=3Q6esXftUgFvWnjTMkA4sg==, mapNumber=null, authorCompany=null, fund=null, authors=

李晓锋，男，副教授，博士生导师，从事绿色建筑及轨道交通低碳节能研究，

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李晓锋，男，副教授，博士生导师，从事绿色建筑及轨道交通低碳节能研究，

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李晓锋，男，副教授，博士生导师，从事绿色建筑及轨道交通低碳节能研究，

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Beijing: China Architecture & Building Press, 2014., articleTitle=null, refAbstract=null)], funds=[Fund(id=1154040076133720398, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, awardId=Z211100003421071, language=CN, fundingSource=北京市科技专项(Z211100003421071), fundOrder=null, country=null)], companyList=[AuthorCompany(id=1154040068957266140, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, xref=1, ext=[AuthorCompanyExt(id=1154040068961460445, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, companyId=1154040068957266140, language=EN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=1 School of Architecture Tsinghua University Beijing 100084), AuthorCompanyExt(id=1154040070291054816, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, companyId=1154040068957266140, language=CN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=1 清华大学 建筑学院 北京 100084)]), AuthorCompany(id=1154040070349775073, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, xref=2, ext=[AuthorCompanyExt(id=1154040070353969378, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, companyId=1154040070349775073, language=EN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=2 Beijing General Municipal Engineering Design & Research Institute Co., Ltd. Beijing 100084), AuthorCompanyExt(id=1154040070358163683, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, companyId=1154040070349775073, language=CN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=2 北京市市政工程设计研究总院有限公司 北京 100084)])], figs=[ArticleFig(id=1154040075139670338, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=EN, label=Table 1, caption=Carbon emissions from inter-district line construction, figureFileSmall=null, figureFileBig=null, tableContent=
线路类型 长度/km 碳排放量/万 eq
地下线路 53.8 69.94
地上线路 27.4 44.53
区间线路总计 81.2 114.47
), ArticleFig(id=1154040075210973507, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=CN, label=表 1, caption=区间线路建设碳排放量, figureFileSmall=null, figureFileBig=null, tableContent=
线路类型 长度/km 碳排放量/万 eq
地下线路 53.8 69.94
地上线路 27.4 44.53
区间线路总计 81.2 114.47
), ArticleFig(id=1154040075278082372, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=EN, label=Table 2, caption=Carbon emissions from metro station construction, figureFileSmall=null, figureFileBig=null, tableContent=
车站类型 面积 碳排放量/万 t eq
地下明挖车站 248 000 92.01
地下暗挖车站 85 050 44.17
高架车站 41780 6.23
总计 374 830 142.41
), ArticleFig(id=1154040075340996933, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=CN, label=表 2, caption=地铁车站建设碳排放量, figureFileSmall=null, figureFileBig=null, tableContent=
车站类型 面积 碳排放量/万 t eq
地下明挖车站 248 000 92.01
地下暗挖车站 85 050 44.17
高架车站 41780 6.23
总计 374 830 142.41
), ArticleFig(id=1154040075424883014, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=EN, label=Table 3, caption=Energy consumption and carbon emissions of train traction, figureFileSmall=null, figureFileBig=null, tableContent=
时间 牵引能耗/(万 kWh/a) 碳排放量/(万 /a)
初期 5117 2.97
近期 5489 3.19
远期 5917 3.44
), ArticleFig(id=1154040075483603271, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=CN, label=表 3, caption=列车牵引能耗及碳排放, figureFileSmall=null, figureFileBig=null, tableContent=
时间 牵引能耗/(万 kWh/a) 碳排放量/(万 /a)
初期 5117 2.97
近期 5489 3.19
远期 5917 3.44
), ArticleFig(id=1154040075592655176, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=EN, label=Table 4, caption=Energy consumption and carbon emission results of new metro lines, figureFileSmall=null, figureFileBig=null, tableContent=
生命周期阶段 运营部分 总能耗/万kWh/a 碳排放量
建设阶段 - - 256.88 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}$
运营阶段 列车牵引 5 917 3.44 万 ${\mathrm{{tCO}}}_{2}\mathrm{{eq}}/\mathrm{a}$
车站运营 3 288 1.91 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$
), ArticleFig(id=1154040075659764041, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=CN, label=表 4, caption=新建地铁线能耗及碳排放结果, figureFileSmall=null, figureFileBig=null, tableContent=
生命周期阶段 运营部分 总能耗/万kWh/a 碳排放量
建设阶段 - - 256.88 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}$
运营阶段 列车牵引 5 917 3.44 万 ${\mathrm{{tCO}}}_{2}\mathrm{{eq}}/\mathrm{a}$
车站运营 3 288 1.91 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$
), ArticleFig(id=1154040075714289994, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=EN, label=Table 5, caption=Carbon reduction potential for station operations across the line, figureFileSmall=null, figureFileBig=null, tableContent=
降碳措施 全线车站节能百分比/%
取消小新风空调模式下的机械新风 4.7
加强屏蔽门气密性 0.3
提高站内空调温度 5.8
提高冷机制冷系数 (coefficient of performance, COP) 4.2
提高空调末端设备能效比 4.0
降低照明功率密度 12.5
), ArticleFig(id=1154040075781398859, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=CN, label=表 5, caption=全线车站运营降碳潜力, figureFileSmall=null, figureFileBig=null, tableContent=
降碳措施 全线车站节能百分比/%
取消小新风空调模式下的机械新风 4.7
加强屏蔽门气密性 0.3
提高站内空调温度 5.8
提高冷机制冷系数 (coefficient of performance, COP) 4.2
提高空调末端设备能效比 4.0
降低照明功率密度 12.5
), ArticleFig(id=1154040075886256460, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=EN, label=Table 6, caption=Results of carbon reduction potential analysis for the whole line, figureFileSmall=null, figureFileBig=null, tableContent=
生命周期阶段 运营部分 碳排放量 节能后碳排放量 减碳量 降碳潜力/%
建设阶段 - 256.88 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}$ 239.78 万 $\mathrm{t}{\mathrm{{CO}}}_{2}$ eq 17.1 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}$ 7
运营阶段 列车牵引 3.44 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 2.60 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 0.84 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 24
车站运营 1.91 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 1.32 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 0.59 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 31
), ArticleFig(id=1154040075936588109, tenantId=1146029695717560320, journalId=1146123302524792850, articleId=1149744591210988539, language=CN, label=表 6, caption=全线降碳潜力分析结果, figureFileSmall=null, figureFileBig=null, tableContent=
生命周期阶段 运营部分 碳排放量 节能后碳排放量 减碳量 降碳潜力/%
建设阶段 - 256.88 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}$ 239.78 万 $\mathrm{t}{\mathrm{{CO}}}_{2}$ eq 17.1 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}$ 7
运营阶段 列车牵引 3.44 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 2.60 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 0.84 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 24
车站运营 1.91 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 1.32 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 0.59 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a}$ 31
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基于实际地铁线路的全生命周期碳排放研究
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李晓锋 1 , 王荔 1 , 栾承志 1 , 于秋燕 2 , 解建华 2 , 罗丞朝 2
都市快轨交通 | 学术探讨 2024,37(1): 81-87
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都市快轨交通 | 学术探讨 2024, 37(1): 81-87
基于实际地铁线路的全生命周期碳排放研究
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李晓锋1 , 王荔1, 栾承志1, 于秋燕2, 解建华2, 罗丞朝2
作者信息
  • 1 清华大学 建筑学院 北京 100084
  • 2 北京市市政工程设计研究总院有限公司 北京 100084

    • 李晓锋，男，副教授，博士生导师，从事绿色建筑及轨道交通低碳节能研究，

Whole Life-cycle Carbon Emissions Based on Actual Metro Lines
Xiaofeng LI1 , Li WANG1, Chengzhi LUAN1, Qiuyan YU2, Jianhua XIE2, Chengzhao LUO2
Affiliations
  • 1 School of Architecture Tsinghua University Beijing 100084
  • 2 Beijing General Municipal Engineering Design & Research Institute Co., Ltd. Beijing 100084
doi: 10.3969/j.issn.1672-6073.2024.01.013
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摘要
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在双碳战略的重大战略部署下,对轨道交通全生命周期碳排放进行研究,合理量化其碳排放水平是实现交通部门碳达峰、碳中和的重要措施。本文基于北京某新建地铁线路,对轨道交通全生命周期碳排放进行分析,建立了轨道交通全线、全生命周期的碳排放计算模型,并定量计算新建地铁线路全线、全生命周期的碳排放量。同时,对建设阶段和运营阶段的降碳措施做出分析,定量评估其降碳潜力。对全长81 km 新建地铁线路进行碳排放量计算,得到建设阶段碳排放量为257万t CO2eq,运营阶段为5.35万t CO2eq/a,50年运营周期总计碳排放量 524万t CO2eq。建设阶段使用可再生材料及预制结构可减少碳排放量7%;运营阶段综合采用多种节能降碳措施后,可降碳27%;50年运营周期降碳潜力总计17%。该模型的建立对城轨交通全生命周期碳排放定量计算有指导意义,降碳措施的研究成果以期为城轨交通完成绿色低碳转型、实现交通部门碳达峰、碳中和提供参考。

城市轨道交通  /  生命周期分析  /  碳排放  /  绿色低碳

Under the major strategic deployment of a dualcarbon strategy, studying the whole lifecycle carbon emissions of rail transit and reasonably quantifying its carbon emission level is essential to achieve peak carbon and carbon neutrality in the transportation sector. Based on a new metro line in Beijing, this study analyzes the whole lifecycle carbon emissions of rail transit, establishes a carbon emission calculation model for the whole line and the whole lifecycle of rail transit, and quantitatively calculates the carbon emission of the whole line and the whole lifecycle of the new metro line. Carbon reduction measures in the construction and operation phases are analyzed simultaneously, and their carbon reduction potential is quantitatively assessed. The carbon emission calculation for the 81km long new metro line yields a carbon emission of 2.57 million tons of CO2eq in the construction phase, 54,000 tons of CO2eq per year in the operation phase, and a total carbon emission of 5.24 million tons of CO2eq in the 50year operation cycle. The use of renewable materials and prefabricated structures in the construction phase can reduce carbon emissions by 7%. The use of comprehensive carbonreducing measures in the operation phase can reduce carbon emissions by 27%, and the carbon reduction potential of the 50year operation cycle is 17%. The establishment of the model has guiding significance for the quantitative calculation of carbon emissions in the whole life cycle of urban rail transport, and the research results of the carbon reduction measures can provide a reference for urban rail transport to achieve a green and lowcarbon transformation and carbon peak and carbon neutrality in the transport sector.

urban rail transit  /  life-cycle assessment  /  carbon emissions  /  green and low carbon
李晓锋, 王荔, 栾承志, 于秋燕, 解建华, 罗丞朝. 基于实际地铁线路的全生命周期碳排放研究. 都市快轨交通, 2024 , 37 (1) : 81 -87 . DOI: 10.3969/j.issn.1672-6073.2024.01.013
Xiaofeng LI, Li WANG, Chengzhi LUAN, Qiuyan YU, Jianhua XIE, Chengzhao LUO. Whole Life-cycle Carbon Emissions Based on Actual Metro Lines[J]. Urban Rapid Rail Transit, 2024 , 37 (1) : 81 -87 . DOI: 10.3969/j.issn.1672-6073.2024.01.013
正文
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城市轨道交通作为绿色环保的交通工具, 在低碳交通运输体系建设中发挥着重要作用, 文献[ 1 ]明确指出, 未来应 “积极引导低碳出行, 加快城市轨道交通等大容量公共交通基础设施建设”。2030 年前实现碳达峰、2060 年前实现碳中和目标, 是建设绿色城轨交通的根本遵循, 也是促进城轨交通高质量发展的重大机遇。为促进轨道交通领域绿色低碳发展,《中国城市轨道交通智慧城轨发展纲要》 [ 2 ] 于 2020 年 3 月 12 日正式发布实施, 探索碳减排路径迫在眉睫, 而对轨道交通全生命周期碳排放进行研究, 是量化碳减排路径有效性的重要前提。
目前已有学者对轨道交通的碳排放问题进行研究。在全生命周期方面, 文献[ 3 ]基于全国地铁建设运营统计数据, 对地铁全生命周期的碳排放强度进行分析, 得到全国地铁建设和运营的碳排放平均水平, 其研究方法值得借鉴, 但研究结果并不能直接用于指导新建线路全生命周期的碳排放定量计算和节能潜力分析。国外也对轨道交通全生命周期碳排放进行了研究 [ 4 - 5 ] ,但因碳排放强度评价具有地域差异,国外的研究成果也不能完全适用。
现有大多数研究主要集中于地铁全线、全生命周期碳排放计算中的某一部分。文献[ 6 - 7 ]只针对地铁站建筑的全生命周期, 而并未关注地铁建设阶段盾构隧道部分。文献[ 8 - 11 ]对地铁建设阶段的碳排放进行研究, 依据工程清单等进行量化计算。文献[ 12 ]对地铁站预制结构进行降碳潜力研究, 结果表明单位长度预制段较现场浇筑的碳排放量少 13%。针对运营阶段, 文献[ 13 ]和文献[ 14 ]分别对地铁车辆牵引和车站运营的能耗进行了统计分析; 文献[ 15 ]研究了地铁车辆和车站运营碳排放的计算方法, 但方法较为简单。
综上, 至今尚鲜有研究直接对轨道交通全线全生命周期进行碳排放量化计算, 因此, 有必要对轨道交通全线、全生命周期的碳排放计算方法进行系统分析和确定。本文以生命周期分析(life cycle assessment, LCA)为指导, 定量计算北京某新建地铁线路全线、全生命周期的碳排放, 对城市轨道交通全生命周期碳排放定量计算具有指导意义。
1 轨道交通全生命周期碳排放计算模型
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轨道交通全线、全生命周期碳排放核算范围包括规划、建设、运营、维护和最终拆除等部分。由于规划阶段能耗基本没有影响, 最终拆除阶段在目前我国实际轨道交通发展过程中也可不予考虑 [ 7 ] ,这两部分在实际应用过程中可进行简化。所以在轨道交通全生命周期碳排放计算方法中, 本文只考虑建设和运营阶段。主要计算方法参照文献[ 16 ],维护阶段的能源消耗量已涵盖在运行阶段中, 其他附加工程不在计算范围内。
1.1 建设阶段碳排放
轨道交通全线路建设阶段碳排放包括建造施工阶段碳排放和建材生产及运输阶段的碳排放。
车站建造过程碳排放量的计算式为
${C}_{\mathrm{j}\mathrm{z}}= \mathop{\sum }\limits_{{i = 1}}^{n}{E}_{\mathrm{{jz}}, i}{\mathrm{{EF}}}_{i}$
式中, ${C}_{\mathrm{j}\mathrm{z}}$ 表示建造阶段碳排放量, $\mathrm{{kg}}{\mathrm{{CO}}}_{2}\mathrm{{eq}};{E}_{\mathrm{{jz}}, i}$ 表示建造阶段第 $i$ 种能源总用量, $\mathrm{{kWh}}$ 或 $\mathrm{{kg}};{\mathrm{{EF}}}_{i}$ 表示第 $i$ 类能源的碳排放因子, $\mathrm{{kg}}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{{kWh}}$ 或 $\mathrm{{kg}}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{{kg}}$ 。
建材生产阶段碳排放量的计算式为
${C}_{\mathrm{{sc}}}= \mathop{\sum }\limits_{{i = 1}}^{n}{M}_{i}{F}_{i}$
式中, ${C}_{\mathrm{{sc}}}$ 表示建材生产阶段碳排放量, $\mathrm{{kg}}{\mathrm{{CO}}}_{2}\mathrm{{eq}};{M}_{i}$ 表示第 $i$ 种主要建材的消耗量, $\mathrm{t};{F}_{i}$ 表示第 $i$ 种主要建材的碳排放因子, ${\mathrm{{kgCO}}}_{2}\mathrm{{eq}}$ /单位建材数量。
建材运输阶段碳排放量的计算式为
${C}_{\mathrm{{ys}}}= \mathop{\sum }\limits_{{i = 1}}^{n}{M}_{i}{D}_{i}{T}_{i}$
式中, ${C}_{\mathrm{{ys}}}$ 表示建材运输过程碳排放量, $\mathrm{{kg}}{\mathrm{{CO}}}_{2}\mathrm{{eq}};{D}_{i}$ 表示第 $i$ 种建材平均运输距离, $\mathrm{{km}};{T}_{i}$ 表示第 $i$ 种建材的运输方式下, 单位质量运输距离的碳排放因子, $\mathrm{{kg}}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\left({\mathrm{t}\cdot \mathrm{{km}}}\right)$ 。
车站建设阶段单位面积的总碳排放量的计算式为
${C}_{\mathrm{s},\mathrm{{co}}}= \frac{{C}_{\mathrm{{jz}},\mathrm{s}}+ {C}_{\mathrm{{sc}},\mathrm{s}}+ {C}_{\mathrm{{ys}},\mathrm{s}}}{A}$
式中, ${C}_{\mathrm{s},\mathrm{{co}}}$ 表示车站建设阶段单位面积总碳排放量, $\mathrm{{kg}}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/{\mathrm{m}}^{2};A$ 表示建筑面积, ${\mathrm{m}}^{2}$ 。
隧道建设阶段单位里程的总碳排放量的计算式为
${C}_{\mathrm{t},\mathrm{{co}}}= \frac{{C}_{\mathrm{{jz}},\mathrm{t}}+ {C}_{\mathrm{{sc}},\mathrm{t}}+ {C}_{\mathrm{{ys}},\mathrm{t}}}{{L}_{\mathrm{t}}}$
式中, ${C}_{\mathrm{t},\mathrm{{co}}}$ 表示隧道建设阶段单位里程总碳排放量, $\mathrm{{kg}}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{{km}};{L}_{\mathrm{t}}$ 表示隧道建设里程, $\mathrm{{km}}$ 。
1.2 运营阶段碳排放
轨道交通运营阶段碳排放计算范围包括车站运营产生的碳排放和列车运行产生的碳排放两部分, 排放量由各系统不同类型能源的消耗量和碳排放因子确定。
在地铁系统能耗统计中,列车牵引能耗约占 ${50}{\%}^{\lbrack {17}\rbrack }$ 。 在地铁车站非牵引能耗中, 通风空调、照明、垂直交通系统能耗占比超过 80%,已有研究提出了地铁车站分项能耗模型 [ 18 ] ,包括通风空调系统能耗模型、照明系统能耗模型、垂直交通系统能耗模型。可根据相应的能耗模型对运营阶段车站碳排放进行计算。
车站运营阶段单位车站面积的碳排放量的计算式为
${C}_{\mathrm{S}}= \frac{\left\lbrack {\mathop{\sum }\limits_{{i = 1}}^{n}\left({{E}_{i}{\mathrm{{EF}}}_{i}}\right)- {C}_{\mathrm{p}}}\right\rbrack y}{A}$
列车运行阶段单位里程的碳排放量的计算式为
${E}_{i}= \mathop{\sum }\limits_{{j = 1}}^{n}\left({{E}_{i, j}- {\mathrm{{ER}}}_{i, j}}\right)$
${C}_{\mathrm{T}}= \frac{\mathop{\sum }\limits_{{i = 1}}^{n}\left({{E}_{i}{\mathrm{{EF}}}_{i}}\right) y}{L}$
式中, ${C}_{\mathrm{S}}$ 表示车站运营阶段单位车站面积碳排放量, $\mathrm{{kg}}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/{\mathrm{m}}^{2};{E}_{i}$ 表示运行阶段第 $i$ 类能源年消耗量, $\mathrm{{kWh}}/\mathrm{a}$ 或 $\mathrm{{kg}}/\mathrm{a};{C}_{\mathrm{p}}$ 表示车站碳汇系统年减碳量, $\mathrm{{kg}}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a};y$ 表示轨道交通线路设计寿命, $\mathrm{a}$ ,缺省值为 ${50}\mathrm{a};{C}_{\mathrm{T}}$ 表示列车运行阶段单位行驶里程碳排放量, $\mathrm{{kg}}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{{km}};L$ 表示列车行驶里程, $\mathrm{{km}};{E}_{i, j}$ 表示 $j$ 类系统的第 $i$ 类能源消耗量, $\mathrm{{kWh}}/\mathrm{a}$ 或 $\mathrm{{kg}}/\mathrm{a};{\mathrm{{ER}}}_{i, j}$ 表示 $j$ 类系统消耗由可再生能源提供的第 $i$ 类能源量, $\mathrm{{kWh}}/\mathrm{a}$ 或 $\mathrm{{kg}}/\mathrm{a}$ ; 车站的用能系统类型包括通风空调、 照明、电梯和自动扶梯及其他系统,列车包括牵引、 通风空调及其他系统。
其中可再生能源主要考虑光伏系统, 年发电量的计算式为
${E}_{\mathrm{{pv}}}= I{K}_{\mathrm{E}}\left({1 -{K}_{\mathrm{s}}}\right){A}_{\mathrm{p}}$
式中, ${E}_{\mathrm{{pv}}}$ 表示光伏系统的年发电量, $\mathrm{{kWh}};I$ 表示光伏电池表面的年太阳辐射照度, $\mathrm{{kWh}}/{\mathrm{m}}^{2};{K}_{\mathrm{E}}$ 表示光伏电池的转换效率, $\%;{K}_{\mathrm{s}}$ 表示光伏系统的损失效率,%； ${A}_{\mathrm{p}}$ 表示光伏系统光伏面板净面积, ${\mathrm{m}}^{2}$ 。
2 案例分析
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2.1 工程简介
北京某新建地铁线路全长 ${81.2}\mathrm{\;{km}}$ ,其中地下线 ${53.8}\mathrm{\;{km}}$ ,高架线 ${27.4}\mathrm{\;{km}}$ 。全线共设置车站 21 座,换乘站 12 座。其中地下段共有 18 座车站, 包含 15 座明挖站和 3 座暗挖站, 高架段包含 3 座高架站。
新建线路列车采用市域 $\mathrm{D}$ 型车; 根据线路供电制式, 采用双流制供电方式和直流供电方式两种; 初期、 近期及远期均采用 8 辆编组 $\mathrm{D}$ 型车； 6 动 2 拖；设计速度 ${120}\mathrm{\;{km}}/\mathrm{h}$ 。
下面对新建地铁线路全线进行全生命周期碳排放计算。主要考虑建设阶段和运营阶段,其中运营阶段分车站和列车两部分考虑, 由于列车运营中碳排放主要为牵引系统碳排放, 所以在计算中考虑车站碳排放和列车牵引系统碳排放。
本文中电力碳排放因子取值为 ${0.581}\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/{\mathrm{{MWh}}}$[19] 。
2.2 建设阶段碳排放计算结果
由于新建地铁线目前仍处于规划建设阶段, 无法预测各施工段的机械清单。因此本文根据相关研究给出的地铁区间线路单位长度建设碳排放和车站单位面积碳排放等数据指标, 对地铁线建设过程中产生的碳排放进行估算。
2.2.1 区间线路建设碳排放
该地下线路的施工方法以盾构法为主, 盾构法施工部分占整条线路长度的 92%。因此本文对建设地下线路过程中的碳排放均以单位里程盾构隧道碳排放作为指标进行核算。目前研究中, 对单位里程盾构隧道碳排放量的研究结果较为接近。考虑碳排放因子的动态变化和时效性, 本文采用文献[ 3 ]的研究数据作为建设地下线路过程中碳排放的计算参考。地上线路单位里程的碳排放量, 在该基础上取经验值 1.25 作为修正系数 [ 20 ] 。经核算,区间线路建设碳排放量如 表 1 所示。
2.2.2 车站建设碳排放
目前研究中, 对于地铁车站建设产生的碳排放量主要采用车站单位面积碳排放作为评价指标。本线路多数车站选用明挖法进行施工, 根据不同学者的研究结果 [ 1 , 8 , 21 ] ,地下明挖车站单位面积碳排放量数据最大差异为 9%,结果接近。考虑碳排放因子的动态变化和时效性, 本文采用文献[ 3 ]的研究数据作为地下明挖车站碳排放的计算参考。对于地铁明挖车站, 单位面积地下车站建设阶段碳排放强度约为 ${371}\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/{100}{\mathrm{\;m}}^{2}$ 。在计算地下暗挖车站单位面积碳排放时, 需要在明挖车站单位面积碳排放的基础上进行修正,修正系数取1.4[22] 。高架站在建设过程中产生的单位面积碳排放量明显低于地下车站。本文参考文献[ 23 ]核算得到地铁高架站单位面积碳排放量 $\left({{149}\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/{100}{\mathrm{\;m}}^{2}}\right)$ 进行计算。经核算,地铁车站建设碳排放量如 表 2 所示。
2.3 运营阶段碳排放计算结果
2.3.1 列车部分
基于列车运行能耗计算模型 [ 24 ] ,利用线路信息、 车辆信息、载客量、全日行车计划编制等数据, 计算出新建地铁线路列车能耗结果为 ${8.27}\mathrm{\;{kWh}}/\mathrm{{km}}$ ,同时得到初期、近期、远期列车牵引能耗结果如 表 3 所示。
2.3.2 车站部分
根据新建地铁全线车站信息, 利用车站能耗模型 [ 18 ] 计算得到地下站的运行能耗。非换乘车站总运营能耗为 146.2 万 $\mathrm{{kWh}}/\mathrm{a}$ 。各系统分别为: 通风空调系统 49.9 万 $\mathrm{{kWh}}/\mathrm{a}$ ,照明系统 39.4 万 $\mathrm{{kWh}}/\mathrm{a}$ ,垂直交通系统 36.0 万 $\mathrm{{kWh}}/\mathrm{a}$ ,其他为 20.9 万 $\mathrm{{kWh}}/\mathrm{a}$ 。换乘车站年用电量约为非换乘站的 1.24 倍, 高架站年能耗为 81 万 kWh/a。
对全线车站运营阶段能耗进行统计, 则全线车站年能耗预期为 3 288 万 kWh,碳排放 1.91 万 $\mathrm{t}{\mathrm{{CO}}}_{2}$ eq。
2.4 碳排放计算总结
新建地铁全线、全系统、全过程能耗及碳排放计算结果如 表 4 所示。按轨道交通设计寿命运营 50 年计算,则总能耗为 46.03 亿 $\mathrm{{kWh}}$ ,碳排放量为 524.38 万 ${\mathrm{{tCO}}}_{2}\mathrm{{eq}}$ 。在运营 50 年全生命周期总计碳排放中, 建设阶段占比 49%, 运营阶段列车牵引占比 33%,运营阶段车站能耗占比 33%。
2.5 降碳潜力
本文基于此新建线路, 对轨道交通建设阶段、运营阶段降碳潜力进行分析。
2.5.1 建设阶段
在建设阶段实现节能减碳的关键措施是合理选用碳排放量较低的建材, 尤其是加强钢材与混凝土这两种建材的低碳评价与选用。对此线路进行分析, 若全部钢材和铁均采用再生材料, 可实现减少碳排放量约 15 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}$ 。
建设阶段采用车站预制结构也具有明显的降碳潜力。预制结构由于在工厂制造, 可减少现场的浪费和污染；同时可以减少建筑施工时间,从而减少施工期间的碳排放。相关研究 [ 12 ] 指出,单位长度预制段比现场浇筑的碳排量减少 13%,对此线路进行分析,可减少碳排放量约2.1万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}$ 。
2.5.2 运营阶段
对于列车牵引, 采用永磁同步牵引系统、应用再生制动能量回收技术能有效降低牵引能耗, 实现节能降碳,定量分析后降碳潜力约 24%。
对于车站运营, 以地下非换乘车站为例, 分析运行阶段各项节能措施带来的降碳潜力 [ 18 ] 。潜力最大的几项措施分别为: 降低照明功率密度、提高站内空调温度和取消小新风空调模式下的机械新风供应。
参考文献[ 25 ],建议将照明功率密度降至 $5\mathrm{\;W}/{\mathrm{m}}^{2}$ 的节能水平,可大幅降低照明系统的碳排放量。
机械新风过量供应导致供冷负荷大幅增加, 造成能源浪费。而已有研究指出, 屏蔽门地铁站的无组织渗风能够满足人员的新风需求, 不需要额外供应机械新风 [ 26 ] ,因此建议取消机械新风的供应。此措施能降低通风空调系统的能耗, 对于所研究车站总能耗而言, 可以带来 5.1%的节能潜力。
地铁车站站内空气参数影响车站的供冷负荷, 站内空调温度较低时, 会导致环控系统的高能耗。文献 [ 27 ]指出,站厅空气温度不应高于 ${30}^{\circ }\mathrm{C}$ ,站台空气温度应低于站厅 $1 \sim {2}^{\circ }\mathrm{C}$ 。考虑到人员热舒适和当地气候,可将站厅空调控制温度优化至 ${28}^{\circ }\mathrm{C}$ 、站台温度优化至 27°C。
对全线车站的运行阶段降碳潜力进行统计, 结果如 表 5 所示。将线路建设阶段、运营阶段降碳潜力结果进行整理, 结果如 表 6 所示。按轨道交通设计寿命运营 50 年计算,全线减碳量为 88.6 万 $\mathrm{t}\mathrm{{CO}}2\mathrm{{eq}}$ ,降碳潜力总计 17%。
3 结论
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本文基于全生命周期理论, 分析和建立了轨道交通全线、全生命周期的碳排放计算模型, 并定量计算了北京某新建地铁线路全线、全生命周期的碳排放。
1) 计算结果表明,建设阶段碳排放量为 257 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}$ ,运营阶段碳排放量为5.35万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}/\mathrm{a},{50}$ 年运营周期总计碳排放量为524万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}$ 。同时,对建设阶段和运营阶段的降碳措施做出分析, 定量计算其降碳潜力。建设阶段使用可再生材料可减少碳排放 $7\%$ ,约为 17.1 万 $\mathrm{t}{\mathrm{{CO}}}_{2}\mathrm{{eq}}$ ；运营阶段综合采用多种节能降碳措施后, 可降碳 27%, 每年减少碳排放 1.43 万 ${\mathrm{{tCO}}}_{2}$ eq; 50 年运营周期降碳潜力总计 17%。
2) 通过在实际线路中的应用表明, 该模型可定量计算轨道交通全线、全生命周期碳排放, 并定量评估其降碳潜力。在建设阶段的计算中, 可根据文献调研的结果进行合理参数选取; 在运营阶段, 能够完整计算列车牵引和车站运营的能耗及碳排放量, 更加科学合理。
因为该实际工程还处于规划建设阶段,目前无法对地铁线建设阶段的碳排放量进行更精确的计算。同时随着城轨交通降碳技术的不断发展, 全生命周期降碳潜力也有待进一步提高。
基金
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  • 北京市科技专项(Z211100003421071)
文献
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doi: 10.3969/j.issn.1672-6073.2024.01.013
  • 接收时间：2023-03-23
  • 首发时间：2025-07-09
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  • 收稿日期：2023-03-23
  • 修回日期：2023-09-15
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北京市科技专项(Z211100003421071)
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    1 清华大学 建筑学院 北京 100084
    2 北京市市政工程设计研究总院有限公司 北京 100084
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2种不同金属材料的力学参数
科
Family		 属数
Number of
genus		 种数
Number of
species		 占总种数比例
Percentage of
total species (%)		 属
Genus		 种数
Number of
species		 占总种数比例
Percentage of total
species (%)
鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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