西安市城市主干道路面径流颗粒物沉降性能及粒径分布研究

在西安市城市主干道南二环路建立路面径流采样站,利用自制流量等比例采样装置,采集2009年4-9月的16场降雨路面径流,采用累积曲线法试验研究路面径流中颗粒物的沉降性能和粒径分布,并就降雨特征对径流中颗粒物粒径分布影响进行分析.结果表明,沉降可有效去除颗粒物,沉降60 min和2 h平均去除率分别为78.4%和86.3%. 要达到45%、60%和80%的沉淀去除率,表面负荷应分别为1.1～9.3 cm/min、0.6～5.9 cm/min和0.1～2.7 cm/min.沉淀去除率每提高10%,表面负荷相应减少1.3～3倍. 径流中颗粒物粒径分布呈宽幅变化,d10、d50、d90分别为3～23 μm、17～56 μm和40～65 μm,表明径流中颗粒物以粒径3～65 μm的细颗粒为主. 最大降雨强度与颗粒物粒径相关性较强,其他因子与颗粒物粒径相关性不强,降雨强度是影响径流中颗粒物粒径分布的主要因素.     

模拟装置研究绿地系统在暴雨径流污染控制中的作用

采用城市绿地和降雨系统模拟装置,研究绿地系统对实际暴雨径流污染的削减作用.历时60 min,降雨重现期为1 a、3 a、5 a时,绿地系统可以削减雨水径流量.1 a一遇时,绿地系统对雨水径流中COD、氮和磷总量的去除率分别为60.2%,49.2%和61.5%.以无植被裸土为对照,模拟绿地系统对径流雨水中COD、NH+4N及TP去除率较对照组分别提高7.1%,6.2%和4.4%.降雨期间污染物的去除主要依靠土壤和植物根系的截留、吸附和吸收作用;降雨后微生物开始降解吸附于土壤颗粒表面和植物根系上的污染物,降雨后第5～8 d,土壤中微生物数量达到最大值,第14～17 d微生物完成对吸附有机物等的降解,数量恢复到降雨前水平.研究表明, 模拟绿地对降雨地表径流量的削减、径流污染物浓度的削减和污染物总量的控制有较好作用.     

珠三角地区城市雨洪过程模拟与计算——以佛山市南海区北村水系为例

受城市化快速发展及其内在的土地利用、水系调整、高架桥建设等复杂因素影响,城市降雨、入渗、蒸发、径流及其污染物输移过程已发生很大改变,由此导致的城市内涝与水环境污染等问题已经成为制约当地经济社会可持续发展的重要因素.基于城市雨洪径流传输过程模拟模型SWMM(Storm Water Management Model)对广东省佛山市南海区北村水系雨洪过程进行模拟计算,分析得到不同降雨和土地利用条件下北村水系雨洪可利用量及径流过程、地表污染物入河量及输移过程规律.结果表明,随降雨频率的减小,北村水系主要控制点的径流总量增大,面源污染物总量增大,通过增加城市绿地面积可以有效地减少洪水总量以及消减洪峰流量.     

山仔水库典型样地次降雨径流过程磷流失特征研究

降雨径流是农业非点源污染发生的主要动力.福州第二饮用水源地山仔水库是周边以农业用地为主的峡谷型水库,由降雨径流输入库区的农业非点源污染不容忽视,而磷污染是引起水体富营养化最关键的限制因子.选取山仔水库库区典型样地松竹林、水稻田和地瓜地为研究对象,同步监测4次降雨径流过程径流量、总磷和可溶性磷浓度,对次降雨产流和磷输出特征以及两者的相关性进行了研究.结果表明,径流量峰值滞后于降雨量峰值约20 min,样地按径流量从大到小排序为松竹林、水稻田、地瓜地;土壤中大部分的磷以颗粒态形式流失,地瓜地、水稻田和竹林在4次降雨径流过程输出总磷的平均质量浓度分别为0.145 1 mg/L、0.124 3 mg/L、0.097 0 mg/L,可溶性磷的平均质量浓度分别为0.036 9 mg/L、0.031 3 mg/L、0.022 8 mg/L;松竹林、水稻田、地瓜地的总磷输出负荷与降雨径流量之间存在典型的多项式正相关关系,其相关系数分别为0.998 2、0.997 8、0.998 4.     

人工降雨对植物颗粒物的冲刷过程研究

为研究降雨过程对植物颗粒物冲刷的动态变化,选择侧柏、冬青卫矛和小叶黄杨3种常绿树种,控制降雨强度为28.4 mm/h、69.0mm/h和102.4 mm/h,通过6次历时为30 min的人工降雨试验,比较叶面颗粒物的冲刷率和穿透雨中颗粒物浓度变化,并分析其影响因素。结果表明,1)树种间的叶面TSP(总悬浮颗粒物)冲刷率没有显著差异,其均值为35.57%±17.63%。但树种间细颗粒物、粗颗粒物和大颗粒物的冲刷率均差异显著,其值分别为15.4%、21.2%和39.1%,且粒径越大的颗粒物越容易被冲刷掉。2)颗粒物的冲刷率受降雨条件影响,即随降雨强度和降水量增大,颗粒物冲刷率增加,暴雨强度下总颗粒物冲刷率最大为51.4%。3)颗粒物质量浓度受降雨历时和累积降雨量影响,降雨历时越长,降雨量越大,穿透雨中颗粒物质量浓度越低。一般细颗粒物和粗颗粒物质量浓度在10 min时达到滞缓阶段,此时颗粒物质量浓度分别比1 min时降低了73.6%和62.0%,但暴雨能够缩短其初始滞缓时间至5 min,并提高降水对颗粒物的冲刷效率。     

不同粒径尾矿中重金属水平迁移转化规律

针对桂北铅锌尾矿中重金属在水平方向上的释放、迁移和转化问题,利用尾矿为研究对象,通过降雨模拟装置进行径流冲刷试验,分析冲刷过程中尾矿重金属浓度和形态的变化。结果表明,在径流冲刷过程中,尾矿中重金属浓度整体呈下降趋势,深度对尾矿中重金属浓度变化的影响不明显,同一深度的尾矿,粒径与其重金属释放量呈负相关关系,粒径小于75μm时重金属Zn减少率高达24%。径流作用下,尾矿的粒径大小与迁移能力成反比。径流冲刷前后,尾矿中重金属含量下降,Cd,Zn和Pb的含量在弱酸提取态下分别减少2.4%,1.6%和0.3%。随降雨时间延长,液相可溶态重金属浓度未发生显著变化,固相颗粒态重金属浓度持续降低,液相颗粒态重金属含量减少最明显。     

西安市城市主干道路面径流污染负荷研究

在西安市城市主干道南二环路建立路面径流原位采样站,利用自制流量等比例采样装置,对2009年3-11月的34场降雨径流进行径流过程连续采样,测试各场次径流SS、COD、NH4+-N、Pb和Zn的事件平均质量浓度(EMC),计算径流次污染负荷,并在分析次污染负荷影响因素的基础上,采用多元回归方法建立径流次污染负荷数学模型.结果表明,西安市城市主干道路面径流SS、COD、NH4+-N、Pb和Zn的次污染负荷分别为4.56～778.39 kg/hm2、2.22～308.7 kg/hm2、0.01 ～ 1.39 kg/hm2、0.05 ～ 33.09 g/hm2和1.38～115.82 g/hm2,不同场次径流事件携带入受纳水体的污染物量差异大,对受纳水体造成冲击影响.表征降雨特征的各因子中,降雨量与路面径流次污染负荷呈显著正相关,在显著性水平0.01时相关系数为0.734～ 0.943,最大降雨强度和降雨历时也与次污染负荷显著正相关,而前期晴天时间与次污染负荷不相关.所建立的径流污染负荷模型一致通过拟合优度检验和方程显著性检验,可用于对路面径流次污染负荷的预测.     

沘江两岸耕地土壤重金属径流迁移模拟研究

为研究重金属污染土壤在暴雨径流条件下是否存在水环境风险,对亚洲最大铅锌矿所在地,即沘江两岸耕地土壤中重金属元素As、Zn、Cd、Pb累积状况进行系统调查,并选择上游、中游、下游污染程度不同的3个代表性供试土壤,通过人工模拟降雨方法,研究不同坡度(5°、15°和25°)和不同降雨强度(30 mm/h和60 mm/h)下沘江流域耕地土壤中重金属元素As、Zn、Cd、Pb随地表径流迁移流失的环境风险.结果表明:1)沘江两岸耕地土壤重金属累积存在不同程度的污染,流域内中风险组As、Zn、Pb、Cd的含量超标率分别为7.69％～85.71％、7.69％～100％、23.08％～46.67％和38.46％～60％,高风险组Pb和Cd的含量超标率分别为53.33％～71.43％和40％～100％,流域不同位置耕地土壤中重金属As、Zn、Cd、Pb平均累积量从大到小表现为上游、中游、下游;2)模拟研究结果显示,沘江流域耕地土壤的地表径流水中出现不同程度重金属污染,上游耕地土壤的径流中As、Zn、Cd、Pb均被检出,中游耕地土壤的径流中Zn、Cd、Pb被检出,下游耕地土壤的径流中只有Cd被检出,其中Cd和Pb质量浓度在地表水Ⅳ-劣V类之间波动,径流中As和Zn质量浓度均未超过I类水质标准;3)地表径流水中As、Zn、Cd、Pb的质量浓度和迁移量都随着坡度和降雨强度的增加而增大.沘江两岸耕地土壤中存在重金属污染,土壤污染程度、降雨强度和坡度都可能对研究区域耕地土壤重金属径流迁移造成影响.     

城市地表径流面源污染分析研究——以武汉市典型下垫面为例

城市地表径流面源污染已经成为阻碍河湖水质达标的重要因素。选取道路、绿地和屋面3种下垫面,在武汉市开展地表径流面源污染特征研究。结果显示：降雨初期,道路下垫面COD可达115.3 mg/L,NH₃—N最高为4.12 mg/L,TP为0.55 mg/L,峰值都出现在降雨开始后的20 min。屋面径流污染物浓度与道路相似,绿地径流污染物浓度变化速率远低于道路和屋面,说明绿地对污染物浓度同样具有削峰的作用。汛期污染物浓度均值高于非汛期,是因为汛期具有小时内降雨量大的特点。南湖流域内地表径流污染高于墨水湖,主要是受建设强度和人口分布的影响。     

镇江老城区降雨地表径流污染特征分析

城市道路地表径流污染已经成为城市水体恶化的重要原因之一。为了解镇江老城区地表径流污染特征,2010年7月到8月对镇江老城区的城市客厅、江滨新村以及南门夜市这3个汇水区域在不同降雨强度下的地表径流进行监测分析。结果表明,3个汇水区域地表径流水质COD、NH3-N、SS均超出国家地表水环境V类标准,其中南门夜市(商业区)污染最为严重;从降雨-径流过程污染物浓度历时变化看,各个水质参数均呈现一定的初始冲刷现象,初期雨水污染浓度极高,随降雨历时的延长污染物浓度逐渐下降并趋于稳定;干期长度与降雨强度对地表径流水质参数COD、NH3-N的影响较显著。     

The effect of environmental and design parameters on subjective road safety — a case study in Poland

In order to get a better insight into the safety effects of alternative road designs, the subjective safety experiment has been conducted. The experiment has been designed to test the effect of geometric design characteristics and road environment on the subjective safety of rural road curves. The method used here allows to investigate the effect of a real driving environment on safety in a complex way. The results have shown the importance of the composed effect of curve geometry and curve environment on the subjective safety of rural curves.     

Strengthening incentives for efficient road safety policy priorities: The roles of cost–benefit analysis and road pricing

This paper discusses how incentives for setting efficient priorities in road safety policy can be strengthened. Efficient priorities are characterised by the use of cost-effective road safety measures. Cost-effective road safety measures can be identified by means of cost-benefit analyses. Studies of the actual priorities in road safety policy, in particular in the Scandinavian countries, suggest that these priorities are inefficient, i.e. characterised by the non-use or sub-optimal use of cost-effective road safety measures as well as an extensive use of ineffective road safety measures. This occurs despite the fact that road safety policy analyses have included extensive cost-benefit analyses of road safety measures. It would thus appear that cost-benefit analyses do not necessarily generate a sufficient incentive to implement cost-effective road safety measures. Possible reasons for this are discussed in the paper. It is argued that a large part of the monetary benefits of road safety measures, as estimated in cost-benefit analyses, are not subject to market transactions, and do therefore not manifest themselves in the form of increased income or higher profits. While cost-benefit analyses are indispensable as a means of identifying cost-effective road safety measures, their influence on actual road safety policy needs to be strengthened by providing additional incentives for the use of cost-effective road safety measures. It is suggested that a system of road pricing could generate such incentives. A brief sketch of a hypothetical system of road pricing is given and some problems associated with the implementation of this system are discussed.     

The Relationship Between Road Accident Severity and Recorded Weather

Road accident severity may be influenced by a number of factors. This article investigates the relationship between weather and road accidents in England and Wales. The weather information recorded on Police Accident Report Forms was taken as the prevailing weather at the time of the accident. At the local authority level, accident severity for the various adverse weather categories of rain, fog, and high winds is compared with the nonhazardous condition of fine weather. Severity ratios are then calculated. Findings establish that accident severity decreases significantly in rain compared with fine weather, while severity in fog shows geographical variation. Evidence for accident severity in high winds remains inconclusive.     

Road characteristics and driver fatigue: a simulator study

Two experiments examined the influence of road characteristics on driver fatigue in a prolonged simulator drive. In experiment one, ten military truck drivers drove a mixed route, with straight, winding, and straight highway segments. In experiment two, 16 additional drivers drove either a straight, a winding, or a mixed route. Fatigue symptoms were assessed using performance, subjective, and psychophysiological measures (HRV). We hypothesized that drivers adopt different fatigue-coping strategies relative to the demands of the drive. Thus, on straight roads drivers are more likely to loosen their driving demands by either increasing their driving speed and/or not maintaining the lane position, as the road is tolerant to both strategies, whereas on winding roads, drivers are more likely to increase their speed but not their lane positioning. Our results confirm that decremental changes in driving performance varied among road types. In the straight road components, we found decrements in the quality of lane maintaining (experiment one) and steering quality (experiments one and two) and longitudinal speed (experiment two). In the winding road, we found that drivers increased their driving speed over time (experiments one and two).     

半刚性路面基层环境影响评价研究

采用输人输出模型,通过清单分析和归一化处理对我国典型的路面基层材料水泥稳定粒料与石灰稳定粒料以及几种工业固体废弃物路面基层材料的环境影响进行了研究并和水泥混凝土进行了对比.结果表明,工业固体废弃物路面基层对资源能源消耗量少,生产过程中固体废弃物、温室气体、酸雨气体的排放量小.和我国目前广泛使用的水泥稳定粒料相比,其环境影响较小,而且可以被再循环用作水泥生产的混合材,是一类典型的生态建筑材料.     

Is road rage increasing? Results of a repeated survey

PROBLEM: We report on trends in road rage victimization and perpetration based on population survey data. METHOD: Based on repeated cross-sectional telephone surveys of Ontario adults between July 2001 and December 2003, logistic regression analyses examined differences between years in road rage victimization and perpetration in the previous year controlling for demographic characteristics. RESULTS: The prevalence of any road rage victimization in the previous year decreased significantly from 47.5% in 2001 to 40.6% in 2003, while prevalence of any road rage perpetration remained stable (31.0% to 33.6%). Logistic regression analyses revealed that the odds of experiencing any road rage victimization was 33% higher in 2001 and 30% higher in 2002, than in 2003. DISCUSSION: Survey data provide a valuable perspective on road rage trends, but efforts to track road rage incidents is also needed. SUMMARY: In Ontario, the proportion of adults experiencing any road rage victimization decreased from 2001 to 2003 while the proportion reporting any road rage perpetration remained stable. IMPACT ON INDUSTRY: None.     

道路运营安全性评价方法与指标

笔者从道路交通设施系统客观安全性和道路用户主观安全性的角度,应用交通冲突分析技术、运行车速预测方法、行车动力学仿真分析[空间视距模型、人工神经网络(ANN)模型],研究并分析车辆在自由流和非自由流两种状态下运营安全性,提出跟驰风险指数、变换车道风险指数、高速行车风险指数,建立了服务于道路安全运营管理的道路交通设施系统及其运营安全性的分析评价方法和指标。     

酸雨对植物光合作用影响的研究进展

随着近年全球酸雨污染程度加重,酸雨对植物的影响受到国内外学者广泛关注。光合作用既是植物生物量和生态系统初级生产量形成的物质基础,也是影响植物生长发育的重要生理过程,因此研究酸雨对植物光合作用影响意义重大。综述了近年有关酸雨对植物叶片形态结构、叶绿体微结构、不同生态型、生活型和不同生育期植物净光合速率的影响,以及不同酸雨组成与复合污染对植物净光合速率影响的相关报道;并从气孔参数、光合色素、叶绿素荧光参数和叶绿体微结构等方面分析酸雨对植物光合作用影响的机制。结果表明:酸雨对植物光合作用器官叶片的影响由外向内递进,由结构向功能延伸;酸雨对植物的胁迫效果存在生态型与生活型差异;在作物不同生育阶段,酸雨对孕穗期影响最为明显;不同成分酸雨对植物影响存在差异,且硝酸型或混合型酸雨对植物的影响大于硫酸型酸雨。