城市轨道交通线网规划环境影响评价研究

针对城市地铁工程项目环境影响评价的实践,指出城市轨道交通线网规划环境影响评价的重点应强调城市轨道交通发展的可持续性和生态合理性;探讨了该类型环境影响评价的目标和方法,评价的主要内容、单元的划分、生态稳定性分析、指标体系的建立等技术要点,建立了城市轨道交通线网规划环境影响评价的技术框架.     

交通领域二氧化碳和污染物协同控制效应研究

实现交通领域CO_2和大气污染物协同控制是促进区域可持续发展的重要途径。该研究以广州市为例,在分析交通领域2010-2019年排放特征基础上,采用情景分析的方法,利用减排量弹性系数和协同控制效应坐标,系统分析了交通领域16项减排措施的CO_2和大气污染物协同控制效应。研究结果表明:(1)发展水路货运、高速铁路以及公共交通等运输结构低碳化类措施具有最大的减排潜力和协同控制效应,是交通领域实现减排最重要的选择;(2)能效提升类措施能同时实现CO_2和大气污染物减排,也是实现交通领域减排的重要路径;(3)能源结构清洁化类措施中,提高电动化率措施的减排潜力和协同控制效应最好,是交通领域能源转型的主要方向;推广生物燃油和氢能措施有赖于技术的突破和大规模推广应用;推广天然气使用措施会增加CO和HC排放,不具有协同控制效应,需要配合使用大气污染物末端脱除装置。     

庐山风景名胜旅游地生活废弃物生态足迹分析

随着旅游业的迅猛发展,庐山风景名胜区面临着人口激增和环境破坏的双重压力,如何测量旅游发展的现状以及如何建立可持续发展的旅游系统,是庐山风景名胜区亟待解决的问题。文章结合相关领域学者的研究成果,计算了2003年庐山风景名胜区生活废弃物的生态足迹,结果表明:(1)生活废弃物人均生态足迹为0.0117751hm2,其中CO2排放的生态足迹占总量的98.20%,而污水、粪便、固体垃圾和废弃物处理设施的生态足迹很小,仅占1.80%;(2)CO2排放量为68684.99t,其中旅游交通的贡献率为55.61%,旅游住宿的贡献率为36.26%,游客和居民的贡献率为8.13%;(3)居民废弃物排放量大于游客排放量,CO2和粪便排放量是游客的2.4倍,垃圾产生量是游客的1.32倍,污水排放量是游客的1.18倍;(4)生活废弃物对风景区、九江市以及九江市以外区域的生态影响分别为45.40%、2.78%和51.82%;(5)风景区生态效用为0.5451kgCO2/元,高于全国平均水平和维持可持续发展的理想水平;(6)九寨沟、黄山和庐山生活废弃物生态足迹数据表明,旅游交通对旅游地生态环境的影响最深远,因此改变交通方式或使用环保旅游观光车是减少旅游地生活废弃物生态足迹的重要途径。     

交通体系对入境旅游业发展的影响——基于省级数据的实证研究

交通体系是旅客往返旅游目的地的途径,是完成旅游的必不可少的重要环节。基于《中国统计年鉴》和《中国旅游统计年鉴》的数据,实证研究交通体系对过境过夜游客的影响,结果表明:(1)良好的陆地交通会促进外国游客流入,而陆地交通对国内游客的旅游目的地选择没有显著的影响。(2)旅游目的地的水路、铁路、航空的交通途径对入境游客的影响并不显著。(3)相对于交通体系,国内外游客更关注旅游目的地的旅游景区数量、绿化水平、生态水平。     

城市绿色交通发展与碳金融机制创新

城市绿色交通是采用低污染、高效率、少占地、适合城市发展并有利于生态和谐的综合运输体系,其中减少环境污染和减轻拥堵是当前实现城市绿色交通的关键。碳金融是通过碳金融产品创新,以低碳经济发展为目的金融资本及与碳排放相关的金融活动的统称。本文提出利用碳金融机制创新,对每个市民的碳配额进行调控,来实现城市的绿色交通发展,并对此提出相应的政策建议。     

论创建环境友好型交通工程——以泰州大桥为例

在加快建设资源节约型、环境友好型社会的背景下,以生态学和环境科学角度论述交通工程的生态功能。从泰州大桥建设实际出发,阐述创建环境友好型工程须遵循的理论基础及方法原理,提出创建工作要点,为泰州大桥创建环境友好型工程提供理论和技术参考。     

乌鲁木齐市地表灰尘微量元素污染及生态风险

文章从乌鲁木齐市交通区、公园、文教区和居民区采集了83个地表灰尘样品,测定其中As、Cd、Cr、Cu、Hg、Mn、Ni、Pb和Zn等9种微量元素的含量。采用负荷污染指数法和潜在生态风险指数法,评价了乌鲁木齐市地表灰尘中微量元素污染及潜在生态风险。结果表明:(1)研究区地表灰尘中Cd、Cr、Cu、Hg、Ni、Pb和Zn等元素富集明显,其含量分别为新疆土壤背景值的2.0、1.35、1.38、8.24、1.28、2.09和3.26倍;(2)乌鲁木齐市地表灰尘中Hg和Zn呈现重度污染,Pb呈现中度污染,Cd、Cr、Cu和Ni呈现轻度污染,As呈现轻微污染,Mn呈现无污染;各功能区地表灰尘中微量元素负荷污染指数平均值均呈现轻度污染;(3)地表灰尘中各微量元素单项生态风险指数从大到小依次为Hg、Cd、Pb、As、Cu、Ni、Zn、Cr、Mn,地表灰尘中微量元素综合生态风险指数平均值呈现较强生态风险。各功能区地表灰尘中微量元素生态风险指数从大到小依次为文教区、公园、交通区、居民区。Cd和Hg是研究区地表灰尘中主要的生态风险因子。     

非珠三角机动车尾气控制措施协同效果评估

广东非珠三角机动车保有量的大量增长带来了交通尾气污染物和CO_2的高强度、集中性排放,严重影响空气质量以及碳排放治理工作。因此,迫切需要设计更加高效可行的碳减排政策来控制交通尾气污染物以及CO_2的排放。该文基于平均行驶里程法预测了非珠三角地区2015-2020年5种污染物(CO、VOCs、NO_x、PM_(2.5)和CO_2)在不采取专门控制措施情景下的排放量,并根据现有经济、技术和政策规划设计了5种减排情景,计算不同减排情景下的减排量,定量分析了不同减排情景对多污染物的协同控制效应及其成本效益。研究表明:(1)在不采取专门的控制措施下,2015-2020年污染物排放量持续增长,2020年CO_2排放量将达到5 488.6×10~4t,相比2014年增长了141%;(2)在各类减排情景下,污染物排放量呈现不同程度的削减(VOC_S除外),其中,2020年提高燃油品质对NO_x(削减率37%)和CO(削减率41%)的削减率最高;(3)提高排放标准对CO_2和PM_(2.5)的协同控制效应最好,公交优先对CO_2和NO_x的协同控制效应最好;(4)综合考虑对各污染物的减排效果,提高排放标准成本效益最优,对空气污染物和CO_2的平均减排率为29%,平均单位成本为0.13元/g。研究显示,由于低费效比及其对多污染物的协同控制效应好,提高排放标准在研究中是最优的污染物减排措施。     

基于声环境影响的交通利用率研究

以实例分析为基础,提出并采用交通声环境饱和度、交通声环境容量及交通声环境利用率等指标对区域对道路的可利用水平及实际利用的情况进行对比分析,阐明区域内道路声环境容量的利用优劣;进而提出以此为基础对区域内的交通道路的开发利用前景,并对今后区域道路的规划、兴建以及对现有城市交通路线的交通车辆的配置及交通车辆分流调整提供一定的指引。     

基于生态足迹模型的区域生态可持续性判别准则研究

针对传统生态足迹模型在区域生态可持续性评价中存在的不足,文章基于改进的"消费-产出"生态足迹模型,以可持续承载生态亏损额为评价指标,构建了区域生态可持续性判别准则,对临湘市2005-2013年的区域生态可持续性进行了计算和分析,并与传统生态足迹模型计算结果进行了比较。结果表明:(1)在研究时段内,临湘市的可持续承载生态亏损额在波动中呈增长趋势,处于生态可持续状态;(2)耕地、牧草地和水域的可利用生态承载力潜力已完全释放,而建设用地和林地的可利用生态承载力潜力并没有得到充分的利用;(3)区域生态可持续性呈现北高南低、中部最弱的趋势;(4)改进后的生态足迹模型较传统生态足迹模型在区域生态可持续性评价中的结果更全面、更符合实际。结合研究结果,对该区域的土地利用和经济发展模式提出针对性建议,为临湘市的生态可持续发展提供参考依据。     

A review of the technology and applications of methods for evaluating the transport of air pollutants

A variety of methods based on air quality models, including tracer methods, the brute-force method (BFM), decoupled direct method (DDM), high-order decoupled direct method (HDDM), response surface models (RSMs) and so on forth, have been widely used to study the transport of air pollutants. These methods have good applicability for the transport of air pollutants with simple formation mechanisms. However, differences in research conclusions on secondary pollutants with obvious nonlinear characteristics have been reported. For example, the tracer method is suitable for the study of simplified scenarios, while HDDM and RSMs are more suitable for the study for nonlinear pollutants. Multiple observation techniques, including conventional air pollutant observation, lidar observation, air sounding balloons, vehicle-mounted and ship-borne technology, aerial surveys, and remote sensing observations, have been utilized to investigate air pollutant transport characteristics with time resolution as high as 1 sec. In addition, based on a multi-regional input-output model combined with emission inventories, the transfer of air pollutant emissions can be evaluated and applied to study the air pollutant transport characteristics. Observational technologies have advantages in temporal resolution and accuracy, while modeling technologies are more flexible in spatial resolution and research plan setting. In order to accurately quantify the transport characteristics of pollutants, it is necessary to develop a research method for interactive verification of observation and simulation. Quantitative evaluation of the transport of air pollutants from different angles can provide a scientific basis for regional joint prevention and control.     

城镇生活垃圾转运技术的探讨

对垃圾转运系统的基本知识做了简要介绍,详细阐述了目前生活垃圾常用的转运模式,介绍了垃圾转运过程中的二次污染及控制技术,分析了现行主要的垃圾转运技术及其发展趋势。     

土壤污染物溶质运移模型研究进展

土壤中污染物溶质的运移已经成为了近年来研究的热点。本文回顾了关于土壤中溶质运移模型的研究成果,讨论了各个模型的优势及其不足之处,介绍了应用最为广泛的传统微分方程模型。对应用于非均匀介质中的随机运移模型进行了描述,并将其和传统微分方程模型进行了比较。介绍了可动-不可动水体模型并讨论了其相关参数的影响因素。列举了几种和其他学科或研究方向结合的溶质运移模型。最后提出了今后模型开发的发展方向。     

Transport of fish from Norway: energy analysis using industrial ecology as the framework

In this article, industrial ecology is used as a framework for analysing transport energy and its implication for products. The importance of the energy use for transport in a natural resource production system is analysed. By using fish as a case study, it is shown that the amount of energy for transport is highly dependent on the transport mode used. When applying industrial ecology principles for making assessments of the environmental impacts of products, the whole product chain is examined. This is an extended life-cycle approach, which also includes the transport of the finished products from the exporter to the importing country. This last part of the transport chain can be extremely energy demanding, as is shown for the case of fish transport. This finding has implications for the products, and for the form in which the products should be transported. Increasing the energy efficiency of production systems is an important industrial ecology principle, and must be taken into consideration when analysing product chains. A revision of today's practice of transporting large quantities of fresh whole fish by transcontinental airliners is bound to be necessary. This is a consequence of the demands for increased energy efficiency of tomorrow's industrial production systems.     

上海城市交通建设中的可持续发展战略

城市交通设施建设和交通管理是保证城市可持续发展不可残缺的必要条件之一，故用可持续发展的概念来重新审视交通建设的历史和现状是十分必要的。文章提出了弱持续，中持续和强持续的概念，以此从宏观和微观，供给和需求等方面对上海的交通设施管理状况作了粗浅的分析。     

Engineering education in sustainable development at Delft University of Technology

Is technology hindering sustainable development or can it be used to stimulate sustainable development? It is becoming clearer that technological innovation can be a useful tool for achieving sustainable development. That is, if the technologist is aware of the boundaries that should be considered when working in a sustainable way; and is knowledgeable about how to use the tools that can be used to work in a sustainable way. Therefore, making technology students aware of these boundaries and tools is an important educational task for universities. Such education should, in our view, include two subjects. (1) Giving them insight into the concepts of sustainable development. What is sustainable development? What are sustainability problems? What are the causes of these problems? Which strategies and approaches for solving them are available? (2) Giving them insight into the technology development process. How does the technology development process work? Which factors influence and steer it? What is the influence of technology on society and on sustainable development? The Technology Assessment group at Delft University of Technology in the Netherlands has developed several courses on the combination of these two subjects, integrating research results in the fields of sustainable development and technology dynamics. In this article the contents of these courses are described.     

我国和东亚地区硫化物的大气输送研究——流场分型统计输送模式

提出了一种流场分型欧拉酸沉降输送模式,计算了1993年4月东亚地区硫氧化物平均浓度的时空分布以及我国各省区和东亚主要国家的硫沉降量?通过与实测资料对比,模式有较好的可信度,是一个计算硫氧化物长期平均浓度和硫沉降的简便?实用的酸沉降输送模式?      

中国道路交通部门减排技术及成本研究

道路交通作为交通部门碳排放的重要来源,将在实现"碳达峰、碳中和"目标的过程中承担重任。碳减排技术成本的研究有利于平衡道路交通机动化发展和"碳达峰、碳中和"目标的实现,是实现道路交通可持续发展的重要措施。为此,基于乘用车、商用客车、轻型商用货车和重型商用货车等车型,结合发动机技术、变速器技术、辅助系统技术和整车技术和新能源车应用等16种关键节能减排技术的减排潜力和成本,建立了2020-2035年我国道路交通碳排放的边际减排成本（MAC）曲线,评估了通过推广车辆节能技术和新能源车等措施来实现减排目标的累积成本。主要得到以下结论:1）相同的车辆节能减排技术,应用在重型商用货车的单位减排成本远小于其他车型,新能源车在乘用车的应用具有很大的减排潜力,但是与其他车型相比并不具有成本优势。2）燃料电池新能源车的单位减排成本远高于纯电动和插电混合动力新能源车,未来需降低燃料电池的生产成本以及氢气的制备、储存和运输成本。3）2020-2035年的减排总成本曲线显示总减排成本先增加后下降的趋势,这表明随着节能减排技术的合理推广,该部门减排阻力在不断下降。     

特大城市公路交通设施噪声影响水平分析

中国特大城市的公路交通设施规模庞大而复杂,主要包括公路、城市道路、公路运输枢纽场站。本文实测了北京市有代表性公路交通设施场界噪声,分析了其不同道路等级(或不同客货公路运输枢纽)、不同车流量、不同时段情况下的噪声影响程度大小,为北京市公路交通设施的规划研究提供参考。     

Hydrogen and transportation: alternative scenarios

If hydrogen (H₂) is to significantly reduce greenhouse gas emissions and oil use, it needs to displace conventional transport fuels and be produced in ways that do not generate significant greenhouse gas emissions. This paper analyses alternative ways H₂ can be produced, transported and used to achieve these goals. Several H₂ scenarios are developed and compared to each other. In addition, other technology options to achieve these goals are analyzed. A full fuel cycle analysis is used to compare the energy use and carbon (C) emissions of different fuel and vehicle strategies. Fuel and vehicle costs are presented as well as cost-effectiveness estimates. Lowest hydrogen fuel costs are achieved using fossil fuels with carbon capture and storage. The fuel supply cost for a H₂ fuel cell car would be close to those for an advanced gasoline car, once a large-scale supply system has been established. Biomass, wind, nuclear and solar sources are estimated to be considerably more expensive. However fuel cells cost much more than combustion engines. When vehicle costs are considered, climate policy incentives are probably insufficient to achieve a switch to H₂. The carbon dioxide (CO₂) mitigation cost would amount to several hundred US$ per ton of CO₂. Energy security goals and the eventual need to stabilize greenhouse gas concentrations could be sufficient. Nonetheless, substantial development of related technologies, such as C capture and storage will be needed. Significant H₂ use will also require substantial market intervention during a transition period when there are too few vehicles to motivate widely available H₂ refueling.