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Ramiz M. Mamedov Boyukagha N. Mustafayev 《Environment, Development and Sustainability》2007,9(2):131-142
In order to determine the potential for sustainable regional development of the Caspian coastal zone, a study was made for
the Khachmaz–Absheron zone of Azerbaijan. An evaluation was performed to assess the anthropogenic load on landscapes. Using
the 8-point scale offered by Isachenko [2001, Ecological Geography of Russia, Saint Petersburg University Press, Saint Petersburg]
for the indicators of agricultural, industrial, urban and integral anthropogenic loads, we did a preliminary ranking of the
provinces in the Khachmaz–Absheron zone of Azerbaijan for the each indicator taken separately. Vital statistics were used
as a supplementary indicator of environmental conditions in the region. By comparing the data for provinces with each other
and the data on Azerbaijan average, we have classified the provinces into 4 groups according to specific combinations of the
indicators. Each group of provinces has distinctive environmental conditions and features for sustainable development. The
classification makes it possible to develop certain recommendations for the regional sustainable development. Measures to
be implemented within the Azerbaijan State Program on Social and Economic Development of Regions are also discussed. In the
Khachmaz province, production of ecologically pure products is highly recommended. Special attention should be given to the
development of tourism and recreational institutions in the Khachmaz, Khizi and Devechi provinces. Recommendations for these
provinces include further development of industry on the basis of modern safe technologies. The irrigation and drainage networks
should be reconstructed. The reconstruction will make it possible to reduce water loss and to increase the productivity of
agriculture. In the Absheron province, Baku and Sumgait cities environmental systems are overloaded, and so the works at highly
polluting enterprises must be stopped, the enterprises have to be re-equipped (old filters must be changed first of all) or
relocated from the area (a decrease of environmental risk should be in the focus of attention). For improving of air quality,
green areas should increase. There is a need to reduce urban traffic density and to reconstruct highways. Use of old vehicles
must be forbidden or restricted, and transition to environmentally friendly fuel should be supported in every way possible.
It is necessary to bring the waste management system and sanitary landfills up to international standards, and to improve
the water supply and sewerage systems. 相似文献
2.
Brook JR Johnson D Mamedov A 《Journal of the Air & Waste Management Association (1995)》2004,54(9):1162-1169
An ensemble-trajectory analysis technique known as Quantitative Transport Bias Analysis was applied to determine which geographic areas systematically contributed to above- and below-average fine particle mass (PM2.5) over eastern North America. Six-hour average measurements from 12 rural or suburban locations in eastern North America collected using a tapered element oscillating microbalance were individually associated with corresponding 3-day back-trajectories for the warm seasons (May-September) of 2000 and 2001. Much of the populated areas of northeastern North America were implicated in the build-up of PM2.5 to above-average concentrations. The finer structure of the Quantitative Transport Bias Analysis pattern indicated that transport from the Ohio River Valley, particularly the eastern portion of this area, was most often associated with the highest PM2.5 concentrations. In addition, air masses originating over a relatively large area from southeast Ohio to the western part of Virginia and the western Kentucky to central Tennessee area tended to result in relatively high PM2.5 concentrations over northeastern North America. These observation-based findings were consistent with the spatial distribution of the main sulfur dioxide emissions sources and the major oxides of nitrogen point sources. 相似文献
3.
A 3-D hybrid flow/transport model is developed to predict the dispersal of oil pollution in coastal waters. The transport module of the model takes predetermined current and turbulent diffusivities and uses Lagrangian tracking to predict the motion of individual particles (droplets), the sum of which constitutes a hypothetical oil spill. Currents and turbulent diffusivities used in the model are generated by a numerical ocean circulation model (POM) implemented for the Caspian Sea. The basic processes affecting the fate of the oil spill are taken into account and parameterised in the transport model. The process of evaporation is modeled with the pseudo-component approach. The model is implemented for a simulated continuous release in the coastal waters of the south part of the Caspian Sea. Numerical experiments simulate 5- and 10-day blowout scenarios resulting from sources situated in areas were intensive and extensive development of oil deposits is expected soon. Oil slick movement and risk of coastline contamination by beaching of offshore oil spills are illustrated for different wind conditions. 相似文献
4.
Jeffrey R. Brook Carrie D. Lillyman Marjorie F. Shepherd Alexandre Mamedov 《Journal of the Air & Waste Management Association (1995)》2013,63(7):855-866
Abstract The impact of various atmospheric transport directions on ambient fine particle (PM2.5) concentrations at several sites in southeastern Canada was estimated (for May-September) using back-trajectory analysis. Three-day back trajectories (four per day) were paired with 6-hr average PM2.5 mass concentrations measured using tapered element oscillating microbalances (TEOM). PM2.5 concentrations at rural locations in the region were affected by nonlocal sources originating in both Canada and the United States. Comparison of sites revealed that, on average, the local contribution to total PM2.5 in the greater Toronto area (GTA) is approximately 30–35%. At each location, average PM2.5 concentrations under south/southwesterly flow conditions were 2–4 times higher than under the corresponding northerly flow conditions. The chemical composition of both urban and rural PM2.5 was determined during two separate 2-week spring/summer measurement campaigns. Components identified included SO4 2?, NO3 ?, NH4+, black carbon and organic carbon (OC), and trace elements. Higher particle mass at the urban Toronto site was composed of a higher proportion of all components. However, black carbon, NO3 ?, NaCl, and trace elements were found to be the most enriched over the rural/regional background levels. 相似文献
5.
Brook JR Lillyman CD Shepherd MF Mamedov A 《Journal of the Air & Waste Management Association (1995)》2002,52(7):855-866
The impact of various atmospheric transport directions on ambient fine particle (PM2.5) concentrations at several sites in southeastern Canada was estimated (for May-September) using back-trajectory analysis. Three-day back trajectories (four per day) were paired with 6-hr average PM2.5 mass concentrations measured using tapered element oscillating microbalances (TEOM). PM2.5 concentrations at rural locations in the region were affected by nonlocal sources originating in both Canada and the United States. Comparison of sites revealed that, on average, the local contribution to total PM2.5 in the greater Toronto area (GTA) is approximately 30-35%. At each location, average PM2.5 concentrations under south/southwesterly flow conditions were 2-4 times higher than under the corresponding northerly flow conditions. The chemical composition of both urban and rural PM2.5 was determined during two separate 2-week spring/summer measurement campaigns. Components identified included SO4(2-) NO3-, NH4+, black carbon and organic carbon (OC), and trace elements. Higher particle mass at the urban Toronto site was composed of a higher proportion of all components. However, black carbon, NO3-, NaCl, and trace elements were found to be the most enriched over the rural/regional background levels. 相似文献
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