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首页> 外文会议>Fourth International Conference on Air Pollution Monitoring, Simulation and Control, Aug 28-30, 1996, Toulouse, France >Traffic-related environmental impact mapping for the Greater Amsterdam area
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Traffic-related environmental impact mapping for the Greater Amsterdam area

机译：大阿姆斯特丹地区与交通相关的环境影响图

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Environmental impact mapping related to the detrimental effects of automobile traffic was performed for the Greater Amsterdam Area. Both air pollution and noise nuisance were taken into account. The air pollutant components considered were carbon monoxide, nitrogen dioxide, and benzene. The impact of air pollution on the ambient air quality in urban main streets and regional motorways was calculated using the so-called CAR model, which is the officially adopted model in The Netherlands. For the calculation of noise levels the Standard Calculus I-model was used. This model is generally applied but has no legal status in Holland as yet. The models are able to reliably forecast average air pollutant and noise nuisance levels which are applicable for a street trajectory with a length of 200 meters. Environmental impact maps were made for 1991 as a reference year, as well as for an autonomous development scenario (ADS), reflecting further enlargement of the regional road network, and an environmental control scenario (ECS), reflecting less extension of the road network, accelerated improvement of public transportation and a smaller increase in the number of private cars. The noise nuisance data indicate that, by 2005, the total number of private dwellings experiencing violations of the noise nuisance standard will increase in the ADS by 3.1% compared to the reference year 1991. However, in the ECS a 10.8% decrease can be expected in 2005, starting from 59,500 noise-hindered dwellings in 1991. Noise standard violations of 65dB(A) for the 24-hours' day amount to 489 kilometers in 1991, which will be reduced to 448 kilometers in the ECS. The ambient air quality standards (AAQSs) for carbon monoxide, nitrogen dioxide, and benzene will be violated less in both ADS and ECS due to stringent car exhaust control regulations and traffic flow control measures. The critical component of the air pollutants considered appears to be nitrogen dioxide, causing exceedances of the 135 μg/m~3 threshold value over a total street length of 72.5 km in 1991, which will be reduced to 0.4 km in the ADS and to 0.8 km in the ECS. The 80 μg/m~3 guideline violations for nitrogen dioxide concern a far larger total street length, but they are not yet of legal importance. It appears that noise can be looked upon as the decisive factor in the environmental impact of automobile traffic.
机译：在大阿姆斯特丹地区进行了与汽车交通的不利影响有关的环境影响制图。同时考虑了空气污染和噪音滋扰。所考虑的空气污染物成分为一氧化碳，二氧化氮和苯。空气污染对城市主要街道和区域高速公路环境空气质量的影响是使用所谓的CAR模型计算的，CAR模型是荷兰正式采用的模型。为了计算噪声水平，使用了标准微积分I模型。该模型已普遍应用，但在荷兰尚无法律地位。这些模型能够可靠地预测适用于200米长街道的平均空气污染物和噪声扰动水平。绘制了1991年作为参考年的环境影响图，以及反映了区域道路网进一步扩大的自治发展方案（ADS）和反映道路网扩展较少的环境控制方案（ECS），加快了公共交通的改善，而私家车的数量增长幅度较小。噪音滋扰数据表明，到2005年，与1991基准年相比，ADS中违反噪音滋扰标准的私人住宅总数将增加3.1％。但是，在ECS中，可以预期减少10.8％在2005年，从1991年的59,500个受噪音干扰的房屋开始。1991年，全天24小时违反65dB（A）的噪音标准达到489公里，在ECS中将减少到448公里。由于严格的汽车排气控制法规和交通流量控制措施，ADS和ECS中一氧化碳，二氧化氮和苯的环境空气质量标准（AAQS）的违反程度将降低。所考虑的空气污染物的关键成分似乎是二氧化氮，导致在1991年的总街道长度72.5 km上超过了135μg/ m〜3的阈值，在ADS中将降至0.4 km，在0.8处ECS中的公里数。违反80μg/ m〜3的二氧化氮指南涉及的街道总长度要大得多，但尚未具有法律意义。似乎可以将噪声视为影响汽车交通对环境的决定性因素。

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