深埋岛式地铁车站站台火灾时烟气蔓延数值分析

随着我国地铁的发展,未来部分地铁的发展空间属于埋深较大,经过老城区时须穿越大片房屋桩基,地质条件复杂,施工难度大,工程实施上线路和车站均需要较大的埋深。因此,深入开展深埋地铁站点火灾安全研究有助于地铁安全管理工作。笔者针对地铁深埋岛式站台火灾,利用数值模拟方法,研究深埋岛式站点内烟气横向流动和不同站层间的烟气纵向蔓延规律。分析烟气在隧道、站台及站厅内蔓延时烟气温度、有毒气体浓度、可见度等特征参数的分布情况;同时探讨了火灾时深埋岛式站点内有效的气流组织形式,隧道排烟系统的运行模式。所获的研究结论有助于同类型的地铁车站的设计和运营管理。     

地铁车站突发客流疏运能力的理论计算与分析

针对车站OB应对亚运会期间大规模突发客流疏导问题,利用理论分析的方法计算不同车站设计方案,包括车站一岛一侧站台设计和一岛站台设计及不同通道设计时的最大疏运能力。计算考虑了车站建筑结构、出入口、闸机口和边门、楼扶梯等通道的数量及通过能力、站台面的容纳能力、列车的装载量、售检票方式、行车交路组织等诸多因素。通过对影响客流疏导的主要控制因素进行能力核算,分别得到了两种站台形式设计方案时的最大疏运能力的理论值。研究结论将有利于解决该车站应对亚运会期间大规模突发客流疏导问题,同时理论分析方法可为其他类似的车站能力设计提供参考。     

除湿机的冷凝水化学成分与空气环境质量的关系

本文采用家用除湿机作为空气水溶性物质采样器方法，并验证了该方法作为空气水溶性物质采样嚣的可行性。本文通过空气冷凝水化学成分与空气总悬浮微粒(TSP)可溶性化学成分的对比，得到水汽中大部分阴阳离子的含量只比TSP低1个数量级，而水汽中的微量元素含量与各种碳的浓度不都比TSP低，TSP中一般检测不出亚硝酸根，而水汽中则检出大量亚硝酸根。     

基于模糊理论的加油站安全评价方法研究

加油站安全状况是一个涉及多因素、多层次结构的非线性系统.本文针对加油站特点分析构建了加油站安全评价指标因素体系,并运用层次分析法在确定各评价指标因素相对权重的基础上,基于模糊数学理论,建立了加油站安全综合评价数学模型,并对该模型进行了实例验证,为加油站的安全评价提供了一种有效的综合评价方法.     

哈尔滨冬季大气污染及逆温对污染物扩散影响

利用实际监测资料研究分析了哈尔滨市2000-2003年大气污染物的变化状况,和冬季重度污染发生的气候条件,特别指出了逆温持续性、强度、和层厚对大气污染扩散影响的正比关系,即逆温日数越多,超标污染日越多,逆温强度越大,污染越重的规律.     

大气环境影响评价工作分级要求要点

根据大气环境影响评价工作的分级要求,提出了针对性的工作要点,以满足大气环境评价工作的需要.     

Analysis of Roadside Inhalable Particulate Matter (PM10) in Major Korean Cities

A data analysis of three major Korean cities was conducted to assess roadside inhalable particulate matter 10 μm or smaller in aerodynamic diameter (PM₁₀), including temporal and meteorological variations, over a recent period of 4 to 6 years. The yearly roadside PM₁₀ concentrations presented a well-defined increasing trend or no trend depending on the roadside monitoring station. Most mean values exceeded or approximated the Korean standard of 70 μg/m³ per year for PM₁₀. A representative roadside diurnal trend was characterized by a distinct morning maximum. In most cases, the Sunday roadside concentrations were similar to or somewhat lower than the weekday concentrations, and the PM₁₀ concentrations presented a well-defined seasonal variation, with the maximum concentration in March. The monthly maximum concentrations observed in March were most likely attributable to Asian dust storms. In two metropolitan cities (Seoul and Busan), the frequency of days with roadside PM₁₀ concentrations exceeding the standard of 150μg/m³ per 24 h was much lower for the roadside monitoring stations than for the residential monitoring station, whereas in the third city (Daegu), this result was reversed. Interestingly, the average maximum concentrations observed for the roadside sites in Seoul and Busan during March were higher than those for the residential sites, suggesting that the roadside concentrations responded more to the dust storms than the residential areas. The relationship between the pollutant concentrations and five important meteorological parameters (solar radiation, wind speed, air temperature, relative humidity, and precipitation) showed that the number and type of meteorological variables included in the equations varied according to the monitoring station or season. Finally, the current results confirmed that attention should be given to the PM₁₀ exposure of residents living near roadways.     

ACCURACY OF LAKE AND STREAM TEMPERATURES ESTIMATED FROM THERMAL INFRARED IMAGES1

Emitted thermal infrared radiation (TIR, λ= 8 to 14 μm) can be used to measure surface water temperatures (top approximately 100 μm). This study evaluates the accuracy of stream (50 to 500 m wide) and lake (300 to 5,000 m wide) radiant temperatures (15 to 22°C) derived from airborne (MASTER, 5 to 15 m) and satellite (ASTER 90 m, Landsat ETM+ 60 m) TIR images. Applied atmospheric compensations changed water temperatures by ?0.2 to +2.0°C. Atmospheric compensation depended primarily on atmospheric water vapor and temperature, sensor viewing geometry, and water temperature. Agreement between multiple TIR bands (MASTER ‐ 10 bands, ASTER ‐ 5 bands) provided an independent check on recovered temperatures. Compensations improved agreement between image and in situ surface temperatures (from 2.0 to 1.1°C average deviation); however, compensations did not improve agreement between river image temperatures and loggers installed at the stream bed (from 0.6 to 1.6°C average deviation). Analysis of field temperatures suggests that vertical thermal stratification may have caused a systematic difference between instream gage temperatures and corrected image temperatures. As a result, agreement between image temperatures and instream temperatures did not imply that accurate TIR temperatures were recovered. Based on these analyses, practical accuracies for corrected TIR lake and stream surface temperatures are around 1°C.     

铁路客运站疏散安全风险分析与对策研究——以乌鲁木齐站为例

本文对乌鲁木齐站疏散安全进行分析研究。经乌鲁木齐站客流数据分析得,日均客流量1.78万人,日常高峰时段客流量2.4万人,每日早高峰客流在9:00～12:00之间,晚间客流高峰在18:00～24:00之间。乌鲁木齐站以原有疏散能力计算,日常高峰时段旅客平均排队时间为36.7min,其他特殊时段旅客积压排队现象更长,造成旅客需要提前1.3～2.0小时排队进站。影响乌鲁木齐站疏散安全的主要原因包括疏散设施未全部投入使用,安检设备通过能力有限,旅客疏散路线复杂等。笔者从疏散路径、疏散设施和疏散管理等方面提出疏散安全风险控制的对策和建议。     

青岛近海及黄渤海大气气溶胶中不同形态氮磷质量浓度及组成特征

于2016年6~7月采集了青岛近岸以及黄渤海大气气溶胶样品,并于8月6~15日连续采集了青岛近岸气溶胶昼夜样品,分别测定了不同形态的氮磷(溶解无机氮、溶解无机磷、溶解态总氮、溶解态总磷、总氮和总磷)质量浓度,并分析了气溶胶中这些不同形态氮磷的组成特征.结果表明,青岛近岸大气气溶胶中不同形态氮磷的浓度明显高于同时期黄渤海气溶胶中氮磷浓度.青岛近岸气溶胶总氮中溶解态占比为56%,溶解态与不溶态差别不大;黄渤海气溶胶总氮中溶解态为主要部分,所占比例达72%.青岛以及黄渤海气溶胶中,无机氮是溶解态总氮的主要贡献者,分别占溶解总氮的67%和75%.青岛以及黄渤海气溶胶总磷中,溶解态与不溶态磷的贡献相近,溶解态分别占总磷的49%和58%;气溶胶溶解总磷中无机磷的贡献略高于有机磷,青岛以及黄渤海占比分别为56%和59%.气团来源对青岛以及黄渤海气溶胶中不同形态氮磷的浓度和组成特征有一定程度的影响,南方气团来源气溶胶中溶解无机氮(DIN)、溶解有机氮(DON)、总氮(TN)、溶解无机磷(DIP)和溶解有机磷(DOP)的浓度均高于北方和海上气团来源.青岛近岸气溶胶中溶解有机氮浓度昼夜差别不大,而溶解无机氮和总氮浓度则白天相对较高.白天和夜间气溶胶总氮中溶解态氮占主要部分,所占比例达到79%,且无昼夜变化;无机氮是溶解总氮的主要贡献者,且晚上无机氮所占比例(61%)较白天(70%)略有降低.青岛近岸气溶胶中的溶解无机磷和有机磷昼夜浓度差别不大,而总磷浓度则白天明显高于晚上.昼夜气溶胶样品中不溶态磷是总磷的主要组成部分,占比分别为83%、62%,夜间气溶胶中溶解态磷的贡献远高于白天;不论昼夜,无机磷均是溶解总磷的主要部分,所占比例在71%~77%.