Bourdieu,environmental NGOs,and Australian climate politics

Environmental nongovernmental organizations (NGOs) in Australia have struggled to generate and sustain public concern about climate change. If debates about climate policy can be viewed as sites of contestation between competing actors, Australia’s environmental NGOs have found it difficult to compete against countervailing forces that have sought to shape public attitudes to climate action and the contours of policy responses. While to a significant degree this reflects the power of those forces and the sentiments of the government of the day, there is also a case to be made that some of Australia’s most prominent environmental NGOs have appeared wedded to strategies inconsistent with building or sustaining public support for action or guiding policy responses. How have Australia’s largest environmental NGOs engaged climate politics, and why has this engagement taken that form? Pierre Bourdieu’s political sociology provides unique insight for coming to terms with the multifaceted nature of the constraints, opportunities, and drivers of political action, from the context of climate politics to the forces behind Australian NGOs’ engagement with that politics, and the limits of that engagement. Bourdieu’s work also suggests possible avenues for more effective forms of political communication on climate change in the Australian context.     

驾驶员风险认知能力对交通安全的影响

为辨别不同驾驶员风险认知能力对驾驶安全的影响。通过设置13种存在潜在风险的交通情景,引入惩罚用时机制,利用驾驶模拟器,对熟练驾驶员和非熟练驾驶员在风险认知培训前后的风险认知能力进行比较,找出不同驾驶员对风险认知的差异。试验结果显示,熟练驾驶员的风险认知能力比非熟练驾驶员要高,两者在引起交通风险的因素上是不同的,培训后的风险认知能力较之前有很大提高。培训能够拓宽驾驶员对潜在风险的认知程度,更好地将驾驶员的操作技能、知识体系和外在行为衔接在一起,从而减少交通事故的发生。     

The role of digital data entry in participatory environmental monitoring

Many argue that monitoring conducted exclusively by scientists is insufficient to address ongoing environmental challenges. One solution entails the use of mobile digital devices in participatory monitoring (PM) programs. But how digital data entry affects programs with varying levels of stakeholder participation, from nonscientists collecting field data to nonscientists administering every step of a monitoring program, remains unclear. We reviewed the successes, in terms of management interventions and sustainability, of 107 monitoring programs described in the literature (hereafter programs) and compared these with case studies from our PM experiences in Australia, Canada, Ethiopia, Ghana, Greenland, and Vietnam (hereafter cases). Our literature review showed that participatory programs were less likely to use digital devices, and 2 of our 3 more participatory cases were also slow to adopt digital data entry. Programs that were participatory and used digital devices were more likely to report management actions, which was consistent with cases in Ethiopia, Greenland, and Australia. Programs engaging volunteers were more frequently reported as ongoing, but those involving digital data entry were less often sustained when data collectors were volunteers. For the Vietnamese and Canadian cases, sustainability was undermined by a mismatch in stakeholder objectives. In the Ghanaian case, complex field protocols diminished monitoring sustainability. Innovative technologies attract interest, but the foundation of effective participatory adaptive monitoring depends more on collaboratively defined questions, objectives, conceptual models, and monitoring approaches. When this foundation is built through effective partnerships, digital data entry can enable the collection of more data of higher quality. Without this foundation, or when implemented ineffectively or unnecessarily, digital data entry can be an additional expense that distracts from core monitoring objectives and undermines project sustainability. The appropriate role of digital data entry in PM likely depends more on the context in which it is used and less on the technology itself.     

基于ES-VSP分布的交通状态对公交车动态排放的影响

为评估不同交通状态下公交车运行特征和排放水平的差异,现场采集广州市B9、226线路公交车的逐秒GPS数据,以ES-VSP（发动机负荷-机动车比功率）分布表征畅通、轻度拥堵和中度拥堵下的公交车运行特征,结合IVE（international vehicle emission）模型求得公交车平均排放因子并分析其差异.结果表明:①所测公交车的发动机低负荷区中bin11（-1.6 < ES ≤ 3.1,-2.9 kW/t ≤ VSP < 1.2 kW/t）频率范围为50.55%~83.39%,中度拥堵时bin 11频率是畅通时的1.1~1.3倍;② 3种交通状态下公交车的CO、VOC（运行产生的挥发性有机物）、VOC_evap（蒸发产生的挥发性有机物）、NO_x（氮氧化物）和PM（颗粒物）平均排放因子范围分别为7.63~11.40、0.26~0.46、0.68~1.56、0.32~0.51和0.72×10-2~1.28×10-2 g/km;③同种交通状态下,主干路公交车专用道和BRT车道的公交车的大部分污染物平均排放因子低于次干路混行车道、主干路混行车道,中度拥堵时主干路BRT车道的CO、VOC、VOC_evap、NO_x和PM平均排放因子相对其他道路最低,分别为7.66、0.27、0.87、0.32和0.75×10-2 g/km;④次干路混行车道、主干路混行车道的公交车污染物平均排放因子随交通状态愈加拥堵而增大,但畅通时主干路BRT车道的公交车行驶速度、加速度较高,导致CO平均排放因子较高,对应3种交通状态其比例为1.0:0.9:0.8.研究显示,交通状态对公交车运行和排放具有显著影响.      

兰州市公共交通的生态足迹测算研究

以兰州市公共交通(分为公交车和出租车两种)为研究对象,运用生态足迹法,测算2010年-2014年兰州市客运交通生态足迹,并计算兰州市公共交通的生态效率和生态足迹强度.结果表明:公共交通生态足迹年均占比为7.41%;公共交通生态足迹和客运量呈同步增长态势,公共交通生态足迹年均增长1.71%;在影响公共交通生态足迹的因素中,公交车和出租车的化石能源足迹年均占比分别为76.06%和62.32%;就生态效率而言,公交车生态效率是出租车生态效率的6.24倍.     

省级生态保护红线划定实践研究 ——以青岛市为例

在省级及以上禁止开发区、重点生态功能保护区等进行调查分析的基础上,以青岛市为实践区域,与多类规划衔接,划定青岛市省级生态保护红线.青岛市最终划定59处省级生态保护红线区,面积合计1120.65 km2,占国土面积的9.9%.划定的生态保护红线符合确立"三生"空间和落实"多规合一"的要求,有利于改善生态系统服务功能,保障人居环境安全,增强经济社会可持续发展能力,对于青岛市市级生态保护红线的划定和生态安全格局的构建具有非常重要的意义.     

基于微信公众平台的空气质量显示系统的设计与实现研究

空气质量的好坏直接影响着人类的出行和健康,创建便于查询的空气质量显示系统,可以使人们简单直观的了解当日的空气质量指数(AQI).随着互联网的迅猛发展,"微信"逐渐成了人们日常通信的重要工具.本系统利用物联网技术与微信公众平台相结合,提出了空气质量显示系统的设计与实现方案,来建设空气质量显示系统.该系统可从各个区内监测点得到空气质量指数数据,进而将每日各个时段的空气质量指数(AQI)以动态图的方式直观清晰的展示给用户,为人们的出行带来了方便.     

基于实时交通信息的道路机动车动态排放清单模拟研究

以上海市为例开展了实际道路车流分布、行驶工况和车辆技术的实地调查,建立了道路车流、VSP分布和车辆技术数据库.在此基础上,基于实时的车流、车速等交通信息,构建了动态化的道路机动车污染物排放清单模拟方法,并开展了城区典型道路的机动车小时排放模拟案例研究.调查结果表明,上海市城区道路车流以轻型客车和出租车为主,分别占各时段车流总量的48%～72%和15%～43%;VSP分布与平均车速存在较好的规律,各车型VSP峰值随平均车速的上升向高负荷去移动,且峰值逐渐降低;当前上海市车辆以国2和国3车型为主,经过年检站调查结果的校正,国2和国3车型分别占各车型的11%～70%和17%～51%.模拟案例结果显示,道路机动车CO、VOC、NOx和PM日排放峰谷比可达3.7、4.6、9.6和19.8左右,CO和VOC排放主要来自轻型客车和出租车,与车流变化的相关性较好,而NOx和PM排放主要来自重型客车和公交车,且主要集中在早晚高峰时段.采用建立的动态排放模拟方法可实时反映实际道路的机动车排放变化,获取高排放路段和时段,为交通环境管理提供重要的技术手段和决策依据.     

环境影响评价公众意见调查的真实性评价探讨

公众参与在环境影响评价中扮演着重要的角色,认真做好公众意见调查工作,可以促进环境影响评价工作公正、公开、公平地发展。虽然在建设项目环境影响评价工作中,公众参与起到了一定的积极作用,但是在公众参与的实际过程中,还是遇到了许多具体问题,本文对环境影响评价工作中公众意见调查的结果应如何评估,提出意见和建议。     

基于熵权的长沙市城市生态安全综合评估与预测

城市是一个社会-经济-自然复合生态系统,区域资源与城市自然系统是城市社会经济发展的重要基础和载体。城市生态安全评估是对未来的安全状态进行预测,以实现城市的可持续发展。文章以长沙市为例,在城市生态安全主要影响因素识别的基础上,应用PSR模型、熵权法等建立城市生态安全评估指标及计算方法,研究了长沙市近11年来生态安全的变化趋势。研究结果表明,1999-2009年间长沙生态安全的趋势由较不安全向较安全状态发展,生态安全值从25.4提高到60.7,人文环境响应是长沙生态安全改善的主导因素,资源环境压力,水土资源保持是限制长沙市生态安全的主要因素。