我国地膜覆盖和残留污染特点与防控技术

地膜覆盖技术已成为我国农业应用最为广泛的农艺技术之一,但同时地膜残留污染也成为影响农业可持续发展的一个重大问题,系统分析梳理地膜覆盖种植技术、地膜残留污染的特点及防控技术对于该技术合理利用具有重要意义。本文在已有工作基础上,系统分析了我国地膜覆盖种植技术应用情况、地膜残留污染特点和防治技术。结果表明,20世纪80年代以来,我国地膜用量及覆盖面积一直呈大幅度上升态势,年增长率在8％左右,1991—2011年20年间,地膜使用强度增加了3～10倍,但存在明显区域差异。总体上,北方省区的地膜使用强度大,增长幅度快。地膜覆盖应用作物也从经济作物扩大到粮食作物,应用面积最大作物依次为玉米、蔬菜、棉花、烟草和花生等。地膜覆盖技术的应用产生了巨大效益,但同时也带来了一系列污染危害。长期覆膜农田土壤中都存在程度不同的残膜污染,残留量一般在71．9-259．1kg·hm-2。西北地区是残膜污染最严重的地区,土壤中残膜量远远高于华北和西南地区。残留地膜大小和形态多种多样,主要有片状、蜷缩圆筒状和球状等,在土壤中呈水平、垂直和倾斜状分布。目前,我国地膜残留污染防治技术滞后,人工回收是普遍和主要的回收形式,其他防治技术如机械回收、节约型地膜应用、生物降解地膜尚未较大规模应用。当前,为防止地膜残留污染进一步加剧,急需修订完善地膜标准和加强质量监管,提高可回收性;推广节约型地膜使用技术和残膜回收技术;开展地膜覆盖技术适应性研究,促进技术合理利用。     

小麦秸秆生物炭对石油烃污染土壤的修复作用

以小麦秸秆为原材料,在300℃下缺氧裂解3、6、8 h制备生物炭,比较了3种生物炭的产率、pH值、灰分以及C、H、N元素含量,表征了300℃、6 h生物炭的表面形态,并用其作为修复材料,对大港油田的石油污染土壤进行修复。结果表明,随裂解时间的延长,生物炭产率下降,pH值升高,灰分含量增加,H/C值下降,但产率、pH值、灰分和H/C值都是从3h到6h差异显著,6h到8h差异不显著。C元素含量先升高后下降。石油污染土壤经生物炭修复14 d和28 d后,总石油烃降解率分别为45.48％和46.88％,均显著高于对照组。修复14 d后土壤中的萘、苊、苯并[a]蒽、屈、苯并[b]荧蒽、苯并[k]荧蒽、苯并[a]芘、茚并[1,2,3-cd]芘也都有不同程度的下降,其中苯并[a]芘含量下降幅度达98.18％,其他几种PAH的降解率也都高于对照组,28 d后这些PAH的含量又有上升趋势。这说明小麦秸秆裂解时间对生物炭的性质有影响;300℃、6 h生物炭可以用来修复石油污染的土壤。     

Creating False Images: Stream Restoration in an Urban Setting

Stream restoration has become a multibillion dollar business with mixed results as to its efficacy. This case study utilizes pre‐ and post‐monitoring data from restoration projects on an urban stream to assess how well stream conditions, publicly stated project goals, and project implementation align. Our research confirms previous studies showing little communication among academic researchers and restoration practitioners as well as provides further evidence that restoration efforts tend to focus on small‐scale, specific sites without considering broader land use patterns. This study advances our understanding of restoration by documenting that although improving ecological conditions is a stated goal for restoration projects, the implemented measures are not always focused on those issues that are the most ecologically salient. What these projects have accomplished is to protect the built environment and promote positive public perception. We argue that these disconnects among publicized goals for restoration, the implemented features, and actual stream conditions may create a false image of what an ecologically stable stream looks like and therefore perpetuate a false sense of optimism about the feasibility of restoring urban streams.     

固定污染源烟气比对监测的几点思考

固定源烟气对比监测是保证自动监测数据质量的重要手段。但是,有效性审核比对监测过程中存在烟气排放连续监测系统安装不规范、手工监测抗干扰能力较差、烟气预处理效果不稳定及监测点位差异影响监测结果比对等问题。在此基础上,提出了严格规范环境监测点位的布置,针对不同的污染源确定适合的监测技术方法,研发完善的烟气预处理设施以及建立健全的自动监测质量保证体系等解决问题的对策。     

快速城镇化进程中城市河流污染治理问题研究

城市河流是城市的生命线,对于当地经济发展和居民身心健康均有不可替代的重要作用。通过分析我国城市河流污染的总体现状发现,我国城市河流治污面临着城市化进程、区域利益分化、职能部门能力缺失等困境,以此为前提,分别从树立正确的城市河流治污观念、设立流域综合管理机构、预防为主和防控结合、建立科学合理的城市河流生态系统修复模式几方面提出完善对策。     

秦皇岛市空气污染对呼吸系统疾病的影响

通过分析秦皇岛市2011—2012年每日的API值及大气PM10、 SO2、 NO2的日平均浓度变化与同时期的呼吸系统疾病日门诊人数资料,建立了时间序列分析数学模型,分析了秦皇岛市主要大气污染物与呼吸系统疾病发病的关系。发现秦皇岛市大气污染物的浓度与居民呼吸系统疾病之间存在着一定的正相关性,污染物浓度升高,居民呼吸系统疾病的就诊人数随之增加。     

秦皇岛室内甲醛污染现状调查及其防控

选取典型小区,对秦皇岛市室内甲醛污染现状进行了调查,调查结果表明秦皇岛市住宅内甲醛污染严重,并将全过程控制理论应用于住宅装修过程中,有效降低了室内甲醛污染,提出了通过通风、选材、加温加湿、负离子功能产品、室内净化设施等多种措施来有效控制室内甲醛污染。     

Activity-Based Patterns of Everyday Mobility: The Potential for Long-Term Behaviour Change Across Five Groups of Travellers

Abstract

Significant differences in our mobility patterns can be found in relation to both range/distance and form. While some people travel on multiple occasions to global destinations over the course of a year, others travel mainly locally, that is, by bicycle or on foot. Policymakers and planners need to have a clear conception of the different mobility patterns if they are to develop valid and precise measures promoting more sustainable forms of mobility. This paper points to five key mobility types based on an exploratory cluster analysis of approximately 20,000 Norwegian travel diaries. Three of the defined groups are dominated by the private car, while two are oriented towards the use of public transport, bicycling and walking. The key differences and similarities between the mobility types are discussed and the relationship between everyday travel patterns and long-distance travel is analysed. Opportunities and challenges for transformations in the everyday travel habits of the five groups are discussed in the final section.     

Where Sustainable Transport and Social Exclusion Meet: Households Without Cars and Car Dependence in Great Britain

Abstract

A secondary analysis of the British National Travel Survey for the years 2002–2010 shows that the composition of the group of carless households is a good indicator of the level of car dependence in a local area: indeed, while non-car ownership in peripheral and rural areas very often correspond to a marginal socio-demographic situation, this is less and less true as one moves towards larger urban areas. Similarly, while in sparse areas most households without cars are either virtually immobile or reliant on car lifts, in large urban areas the ‘mobility gap’ between car-owning and carless households is considerably smaller, as the latter are able to use modal alternatives to the car. These findings are interpreted with reference to an integrated theoretical framework, showing how changes in land use and the environmental and social impacts of increasing motorization are intimately linked. Notably, the consequences of the self-reinforcing cycle of car dependence on two forms of car-related transport disadvantage (car deprivation and forced car ownership) are highlighted. Overall, the article highlights how the socio-demographic composition and the travel behaviour of carless households vary systematically across different types of area: this has interesting implications for sustainable transport policy and research.     

Hyperautomobility and Governmentality in Auckland

Abstract

A number of cities around the world are associated with very high levels of private motor car usage, and Auckland provides an example of one of these ‘hyperautomobile’ cities. There are many problems with this system of transportation and dependence on the private car, including environmental, social and city design dimensions. Though there is a clear aspiration to move towards reduced levels of car usage in the city's transport and spatial planning strategies, there are major difficulties in implementation terms. We develop and consider future scenarios to 2041 to reduce these levels of motorization, and subsequent transport CO₂ emissions, with a much greater use of public transport, walking and cycling, urban planning, and low emission vehicles. The current implementability of such a ‘sustainable mobility’ future is however questioned in the current political and social context, and critically debated in terms of the available governance mechanisms and the limited attempts to shape the behaviour of the public. We conclude by calling for a reconsideration of the policy measures being considered, including the range and levels of application and investment; with a much wider framing of the transport planning remit, and carried out within a much stronger participatory framework for decision-making.