不同尾水输送方案对尾水水质的影响研究

通过管道实验和明渠实验模拟尾水输送过程,研究不同输送方案对尾水中COD、BOD5、SS、TN、氨氮、TP、DO、雌酮(E1)、辛基酚(OP)、壬基酚(4-n-NP)等指标的去除规律,为徐州市截污导流工程尾水输送方案的选取提供理论依据.结果表明:(1)除DO、TP和SS外,管道输送方案对其他指标的控制能力均优于明渠;管道输送过程中,除SS和TN外,污染物的浓度变化主要发生在0～48 h.(2)在选择管道输送方案的基础上,可以考虑在实际输送时提高流速,缩短尾水在管道中的停留时间.     

Characteristics,decoupling effect,and driving factors of regional tourism’s carbon emissions in China

Environmental Science and Pollution Research - By revealing the temporal and spatial differentiation of China’s regional tourism carbon emissions and its decoupling relationship with tourism...     

Economy-wide material flow indicators in the Czech Republic: trends, decoupling analysis and uncertainties

Material and energy flows (together with human appropriation of land) are considered the key cause of environmental problems. This paper describes the application of economy-wide material flow accounting and analysis to the economy of the Czech Republic for 1990-2002. The results show a decrease of material intensity and decoupling of the economic growth from environmental pressure. The second part of the paper treats an important issue of uncertainties related to economy-wide material flow indicators in the Czech Republic. The results point out that the high uncertainties related to some material flow indicators may be an obstacle to their applicability.     

Effectiveness of waste prevention program in primary students’ schools

Environmental Science and Pollution Research - Even though reducing waste is at the top of the waste hierarchy, no real decoupling between waste generation and consumption has been demonstrated....     

The forecasting model research of rural energy transformation in Henan Province based on STIRPAT model

Environmental Science and Pollution Research - In order to find the model of rural energy transformation in Henan Province. In this paper, Tapio decoupling model is employed to investigate the...     

The environmental impact of changing consumption patterns: a survey

How does environmental impact change when national income increases? So far, this question has been mainly discussed from the point of view of production, but in recent years several studies have dealt with the question of decoupling from the point of view of consumption. The optimistic subscribers to decoupling argue that, with increasing income, the composition of consumption changes in the direction of more environment-friendly goods and services. This paper discusses this hypothesis critically on the basis of several studies dealing with historical experience. First, it is argued that an overall assessment of the environmental impact is most appropriately based on an input approach. Then data on input intensities for different categories of consumption goods are combined with data on changes in consumption patterns, and it is concluded that the historical changes in the composition of consumption seem to have done little to counterbalance the environmental effects of growth.     

Investigating the links between ICTs,passenger transportation,and environmental sustainability

Environmental Science and Pollution Research - This paper investigates linkages between ICTs, passenger transportation, and environmental sustainability with regard to a panel dataset of 46...     

Spatial–temporal characteristics and regional differences of the freight transport industry’s carbon emission efficiency in China

Environmental Science and Pollution Research - The freight transport industry is an important field in which to achieve the goal of carbon emission reduction within the transportation industry....     

道路径流SS和COD污染特征及出流规律

选择芜湖市火车站点进行长期监测,采集降雨7次;同时选择5个不同功能区,采集典型降雨1次。探讨了道路径流中总固体悬浮物(SS)和化学需氧量(COD)的污染特征、影响因素及出流规律,结果表明,7次降雨事件SS和COD平均值范围分别为198～1 529 mg/L和66～367 mg/L。SS和COD污染较为严重。SS在不同功能区中大小顺序为:工业区>居民区>商业区>交通区>文教区,总COD大小顺序为:工业区>交通区>居民区>商业区>文教区,溶解态COD大小顺序为:工业区>交通区>商业区>文教区>居民区,颗粒态COD大小顺序为:工业区>居民区>交通区>文教区>商业区。工业活动对地表径流SS和COD含量影响最大。SS受降雨历时影响较大,溶解态COD受平均雨强影响较大,颗粒态COD受最大雨强影响较大。不同降雨强度下,SS、溶解态COD及颗粒态COD的出流规律不同,降雨强度对径流初期效应的影响显著。     

Do transportation taxes promote pro-environmental behaviour? An empirical investigation

The transportation sector is a crucial driver of energy intensity and environmental degradation. Therefore, we aim to explore the nexus of transportation taxes, energy intensity, and CO₂ emissions for the BICS economies. The econometric approaches, CS-ARDL and PMG-ARDL, have been employed to compute the estimates. The long-run estimates of the green transportation tax variable are negatively significant in both energy intensity and CO₂ emissions models irrespective of the estimation technique. These findings imply that green transportation taxes help reduce energy intensity and CO₂ emissions in BICS economies. Conversely, in the short-run, the effects of transportation taxes on energy intensity and CO₂ emissions are mixed and inconclusive. Hence, transportation taxes are necessary to keep the polluters under control not only from the transport sector but also serve as a deterrent for other sectors as well.

     

垃圾填埋场渗滤液运移规律分析与模拟

基于多孔介质流体力学、多相流以及土壤水动力学理论,利用理论分析和数值模拟相结合的方法,研究了垃圾填埋场中渗滤液运移过程的基本规律,并对填埋场底部可渗和不可渗2种情况下渗滤液的运移规律进行了模拟比对,研究成果可为填埋场渗滤液控制系统的设计和管理提供科学的理论依据和技术支持。     

电除尘技术研究现状及趋势

详细介绍了电除尘技术研究现状、现存问题及其发展趋势.论述了烟尘荷电凝聚机制及其输运特性等,以便解决除尘电场中的电离占空比、输运项甚低等问题;又着重研究了烟尘的荷电、凝聚的物理过程,将有助于解决电除尘器存在的捕集微细烟尘效率低的问题.     

Surface Transportation Noise and Its Control

Surface transportation creates most of the noise pollution imposed on our communities today. Reduction of this noise impact requires effective preparation and enforcement of regulations to control noise sources, and methods and locations of operation. At the Federal level, such action has begun, within the limited authority available. Concurrently, research and development programs are demonstrating that means to satisfy noise control regulations are technically practical and economically reasonable. This paper provides a brief review of Federal regulatory areas and corresponding R&D activities pertinent to surface transportation noise abatement.     

LivestockPlus: Forages,sustainable intensification,and food security in the tropics

The increased use of grain-based feed for livestock during the last two decades has contributed, along with other factors, to a rise in grain prices that has reduced human food security. This circumstance argues for feeding more forages to livestock, particularly in the tropics where many livestock are reared on small farms. Efforts to accomplish this end, referred to as the ‘LivestockPlus’ approach, intensify in sustainable ways the management of grasses, shrubs, trees, and animals. By decoupling the human food and livestock feed systems, these efforts would increase the resilience of the global food system. Effective LivestockPlus approaches take one of two forms: (1) simple improvements such as new forage varieties and animal management practices that spread from farmer to farmer by word of mouth, or (2) complex sets of new practices that integrate forage production more closely into farms’ other agricultural activities and agro-ecologies.     

Comparison of life-cycle energy and emissions footprints of passenger transportation in metropolitan regions

A comparative life-cycle energy and emissions (greenhouse gas, CO, NO_X, SO₂, PM₁₀, and VOCs) inventory is created for three U.S. metropolitan regions (San Francisco, Chicago, and New York City). The inventory captures both vehicle operation (direct fuel or electricity consumption) and non-operation components (e.g., vehicle manufacturing, roadway maintenance, infrastructure operation, and material production among others). While urban transportation inventories have been continually improved, little information exists identifying the particular characteristics of metropolitan passenger transportation and why one region may differ from the next. Using travel surveys and recently developed transportation life-cycle inventories, metropolitan inventories are constructed and compared. Automobiles dominate total regional performance accounting for 86–96% of energy consumption and emissions. Comparing system-wide averages, New York City shows the lowest end-use energy and greenhouse gas footprint compared to San Francisco and Chicago and is influenced by the larger share of transit ridership. While automobile fuel combustion is a large component of emissions, diesel rail, electric rail, and ferry service can also have strong contributions. Additionally, the inclusion of life-cycle processes necessary for any transportation mode results in significant increases (as large as 20 times that of vehicle operation) for the region. In particular, emissions of CO₂ from cement production used in concrete throughout infrastructure, SO₂ from electricity generation in non-operational components (vehicle manufacturing, electricity for infrastructure materials, and fuel refining), PM₁₀ in fugitive dust releases in roadway construction, and VOCs from asphalt result in significant additional inventory. Private and public transportation are disaggregated as well as off-peak and peak travel times. Furthermore, emissions are joined with healthcare and greenhouse gas monetized externalities to evaluate the societal costs of passenger transportation in each region. Results are validated against existing studies. The dominating contribution of automobile end-use energy consumption and emissions is discussed and strategies for improving regional performance given private travel's disproportionate share are identified.     

Occurrence of polychlorinated biphenyls (PCBs) together with sediment properties in the surface sediments of the Bering Sea, Chukchi Sea and Canada Basin

The spatial distribution and potential source of polychlorinated biphenyls (PCBs) in surface sediments from Bering Sea, Chukchi Sea, and Canada Basin and the relationship between PCBs and sedimentary properties including grain size, water content, loss on ignition, total organic carbon, and black carbon were explored. ΣPCBs (the sum of the detected PCB congeners) concentrations fluctuated in the study area, ranging from 22-150, 60-640 and 24-600 pg g(-1) dry weight for the Bering Sea, Chukchi Sea, and Canada Basin. A similar homologue pattern was observed at different locations, with tri-chlorinated PCBs being the dominant homologue, implying that the PCBs came mainly from the atmospheric transportation and deposition and ocean current transportation. No apparent co-relationships between PCB concentrations and sediment properties were obtained, indicating that the distribution of PCBs was not only controlled by their source, but also by the multi-factors such as atmospheric transport and depositing, mixing, partitioning and sorption in the water column and sediments.     

Contribution of the gasoline distribution cycle to volatile organic compound emissions in the metropolitan area of Mexico City

Gasoline distribution in the metropolitan area of Mexico City (MAMC) represents an area of opportunity for the abatement of volatile organic compound (VOC) emissions. The gasoline distribution in this huge urban center encompasses several operations: (1) storage in bulk and distribution plants, (2) transportation to gasoline service stations, (3) unloading at service stations' underground tanks, and (4) gasoline dispensing. In this study, hydrocarbon (HC) emissions resulting from breathing losses in closed reservoirs, leakage, and spillage from the operations just listed were calculated using both field measurements and reported emission factors. The results show that the contribution of volatile HC emissions due to storage, distribution, and sales of gasoline is 6651 t/year, approximately 13 times higher than previously reported values. Tank truck transportation results in 53.9% of the gasoline emissions, and 31.5% of emissions are generated when loading the tank trucks. The high concentration of emissions in the gasoline transportation and loading operations by tank trucks has been ascribed to (1) highly frequent trips from distribution plant to gasoline stations, and vice versa, to cope with excessive gasoline sales per gasoline station; (2) low leakproofness of tank trucks; and (3) poor training of employees. In addition, the contribution to HC evaporative and exhaust emissions from the vehicles of the MAMC was also evaluated.     

Can transportation infrastructure reduce haze pollution in China?

Traffic emission is one of the main sources of haze pollution, but few studies have evaluated the dynamic impact and mechanism of transportation infrastructure on haze pollution based on a spatial perspective. This study selects the annual data of 30 provinces in China from 2000 to 2017 and uses a dynamic spatial Durbin model to study the dynamic impact of transportation infrastructure on haze pollution. The results show that transportation infrastructure has a significant spatial spillover effect on haze pollution, and the spatial spillover effect has regional heterogeneity. Specifically, whether long term or short term, highway traffic has a boosting effect on haze pollution, while railway traffic has an inhibitory effect on haze pollution. In addition, transportation infrastructure can affect haze pollution through three paths: expanding economic scale, promoting transformation of industrial structure, and promoting technological progress. At the regional level, the improvement of highway traffic density in eastern, central, and western regions will significantly increase haze pollution. The enhancement of railway traffic density has a significant inhibitory and boosting effect on haze pollution in central and western regions, respectively. For the eastern region, railway traffic construction can only restrain local haze pollution, but cannot exert the spatial spillover effect of railway traffic to reduce haze. The conclusions of this paper provide policy inspirations for giving full play to the haze reduction effect of transportation infrastructure and the development of green transportation.

     

Reducing global NOx emissions: developing advanced energy and transportation technologies

Globally, energy demand is projected to continue to increase well into the future. As a result, global NOx emissions are projected to continue on an upward trend for the foreseeable future as developing countries increase their standards of living. While the US has experienced improvements in reducing NOx emissions from stationary and mobile sources to reduce ozone, further progress is needed to reduce the health and ecosystem impacts associated with NOx emissions. In other parts of the world, (in developing countries in particular) NOx emissions have been increasing steadily with the growth in demand for electricity and transportation. Advancements in energy and transportation technologies may help avoid this increase in emissions if appropriate policies are implemented. This paper evaluates commercially available power generation and transportation technologies that produce fewer NOx emissions than conventional technologies, and advanced technologies that are on the 10-year commercialization horizon. Various policy approaches will be evaluated which can be implemented on the regional, national and international levels to promote these advanced technologies and ultimately reduce NOx emissions. The concept of the technology leap is offered as a possibility for the developing world to avoid the projected increases in NOx emissions.     

Resolving the interactions between population density and air pollution emissions controls in the San Joaquin Valley, USA

The effectiveness of emissions control programs designed to reduce concentrations of airborne particulate matter with an aerodynamic diameter < 2.5 microm (PM2.5) in California's San Joaquin Valley was studied in the year 2030 under three growth scenarios: low, medium, and high population density. Base-case inventories for each choice of population density were created using a coupled emissions modeling system that simultaneously considered interactions between land use and transportation, area source, and point source emissions. The ambient PM2.5 response to each combination of population density and emissions control was evaluated using a regional chemical transport model over a 3-week winter stagnation episode. Comparisons between scenarios were based on regional average and population-weighted PM2.5 concentrations. In the absence of any emissions control program, population-weighted concentrations of PM2.5 in the future San Joaquin Valley are lowest undergrowth scenarios that emphasize low population density. A complete ban on wood burning and a 90% reduction in emissions from food cooking operations and diesel engines must occur before medium- to high-density growth scenarios result in lower population-weighted concentrations of PM2.5. These trends partly reflect the fact that existing downtown urban cores that naturally act as anchor points for new high-density growth in the San Joaquin Valley are located close to major transportation corridors for goods movement. Adding growth buffers around transportation corridors had little impact in the current analysis, since the 8-km resolution of the chemical transport model already provided an artificial buffer around major emissions sources. Assuming that future emissions controls will greatly reduce or eliminate emissions from residential wood burning, food cooking, and diesel engines, the 2030 growth scenario using "as-planned" (medium) population density achieves the lowest population-weighted average PM2.5 concentration in the future San Joaquin Valley during a severe winter stagnation event. Implications: The San Joaquin Valley is one of the most heavily polluted air basins in the United States that are projected to experience strong population growth in the coming decades. The best plan to improve air quality in the region combines medium- or high-density population growth with rigorous emissions controls. In the absences of controls, high-density growth leads to increased population exposure to PM2.5 compared with low-density growth scenarios (urban sprawl).