土壤中反应性溶质保持模拟模型概述

水溶性污染物和有机污染物在非饱和带的运动规律是当前土壤物理学研究的前沿领域．模拟反应性溶质的运移模型，必须包含溶质和土壤基质之间的保持和释放反应．本文简要综述土壤对溶质保持反应的平衡模型、动力学模型和多反应模型的主要特点．     

Adsorption kinetics of the herbicide safeners, benoxacor and furilazole, to activated carbon and agricultural soils

Chloroacetamide herbicides, namely acetochlor and metolachlor, are common herbicides used on corn and soybean fields. Dichloroacetamide safeners, namely benoxacor and furilazole, are commonly used in formulations containing chloroacetamide herbicides. Extensive reports on adsorption of chloroacetamide herbicides are available, yet little information exists regarding adsorption potential of co-applied safeners. Herein, the adsorption and desorption characteristics of selected herbicide safeners to granular activated carbon (GAC) and in agricultural soils are reported. Further, soil column studies were performed to understand the leaching behaviour of the herbicide Dual II Magnum. Equilibrium sorption experiments of safeners to three agricultural soils and one GAC showed that adsorption was best fitted by the Freundlich isotherm. The Freundlich adsorption constant, K_f, for benoxacor and furilazole sorption onto three agricultural soils ranged from 0.1 to 0.27 and 0.1 to 0.13 (mg/g) × (mg/L)?(1/n), respectively. The K_f for benoxacor and furilazole to GAC was 6.4 and 3.4 (mg/g) × (mg/L)?(1/n), respectively, suggesting more favorable sorption of benoxacor to GAC than furilazole to GAC. The sorption to soils was reversible as almost 40%–90% of both safeners was desorbed from three soils. These results were validated in four replicated soil column studies, where S-metolachlor was shown to leach similarly to the safener benoxacor, originating from the herbicide formulation. The leaching of S-metolachlor and benoxacor was influenced by soil texture. Cumulatively, these results show that safeners will move through the environment to surface waters similarly to the active ingredients in herbicides, but may be removed during drinking water treatment via GAC.     

腐殖酸作用下酸性多孔介质中纳米TiO2的迁移与滞留机制

探讨了富里酸（FA）和胡敏酸（HA）存在条件下饱和石英砂填充柱中纳米二氧化钛（nTiO₂）的迁移和滞留机制.结果表明,pH 4.0条件下,不存在FA和HA时,nTiO₂不发生迁移;FA和HA吸附到nTiO₂表面,改变nTiO₂电动性质,促进其在饱和多孔介质柱中迁移.随着FA和HA浓度由1mg/L升高至10mg/L,nTiO₂的流出率（填充柱流出液与进液中nTiO₂总量的比值）分别由0.01和0.88升高至0.91和0.94;相同条件下,HA在nTiO₂表面的吸附量比FA大,对nTiO₂迁移性的促进作用也更大.离子抑制nTiO₂的迁移,且CaCl₂影响大于NaCl.相同NaCl浓度,与FA相比,HA作用下nTiO₂的迁移性更强,并且7%~56%的nTiO₂沉降在第二极小势能区,高于FA作用下的4%~17%,更易被重新释放.nTiO₂与石英砂之间的高势垒促进nTiO₂的迁移,而低势垒、第二最小势能、阻塞作用、扩散和重力沉降是nTiO₂滞留的主要原因.     

热扩散管的设计与性能测试

为研究挥发性组分对气溶胶特性的影响,设计加工了一种热扩散管（Thermal Denuder,以下简称TD）,由解析管和吸附管组成,调节温度范围为50~350℃;与文献中已有设计相比,本设计改进了测量TD管内部温度的位置,使得测温、控温更加准确;采用两段加热的方式使得温度分布更为稳定,延长有效停留时间.TD管性能测试表明：TD管内温度分布较均匀,可有效去除挥发性组分;当颗粒物的粒径大于60 nm时,颗粒物在不同温度的TD管内的传输效率变化很小,可近似看作是一个常数.     

太湖西部环湖河道悬浮物输移速率及变化特征

悬浮物(SS)的外部输入对湖泊SS总量变化及物质循环具有重要影响,本文基于逐月的水文与悬浮物同步观测,研究了太湖西部主要河道的SS输移速率及其时空变化.结果表明,太湖入湖SS浓度年内变化较为稳定,而出湖浓度在冬季(12月、1月、2月)高于同期入湖浓度,其他月份出湖浓度下降并低于同期入湖浓度.太湖西部SS主要通过城东港和百渎港进入太湖,年平均输入速率占太湖西部总输入速率的38.7%和12.1%;通过长兜港、太浦河和大钱港输出太湖,年平均输出速率分别占总输出速率的44.9%、24.8%和11.9%.SS总输移速率存在较大的年内变化,净输入速率为1289.5 g·s-1.     

Surfactant-enhanced flushing enhances colloid transport and alters macroporosity in diesel-contaminated soil

Soil contamination by diesel has been often reported as a result of accidental spillage,leakage and inappropriate use. Surfactant-enhanced soil flushing is a common remediation technique for soils contaminated by hydrophobic organic chemicals. In this study, soil flushing with linear alkylbenzene sulfonates(LAS, an anionic surfactant) was conducted for intact columns(15 cm in diameter and 12 cm in length) of diesel-contaminated farmland purple soil aged for one year in the field. Dynamics of colloid concentration in column outflow during flushing, diesel removal rate and resulting soil macroporosity change by flushing were analyzed. Removal rate of n-alkanes(representing the diesel) varied with the depth of the topsoil in the range of 14%–96% while the n-alkanes present at low concentrations in the subsoil were completely removed by LAS-enhanced flushing. Much higher colloid concentrations and larger colloid sizes were observed during LAS flushing in column outflow compared to water flushing. The X-ray micro-computed tomography analysis of flushed and unflushed soil cores showed that the proportion of fine macropores(30–250 μm in diameter)was reduced significantly by LAS flushing treatment. This phenomenon can be attributed to enhanced clogging of fine macropores by colloids which exhibited higher concentration due to better dispersion by LAS. It can be inferred from this study that the application of LAS-enhanced flushing technique in the purple soil region should be cautious regarding the possibility of rapid colloid-associated contaminant transport via preferential pathways in the subsurface and the clogging of water-conducting soil pores.     

2013-2014年河南省PM2.5浓度及其来源模拟研究

随着城市化和工业化水平的逐渐提高,河南省的空气污染问题也日益严重.利用嵌套网格空气质量模式（NAQPMS）,数值模拟了2013年7月-2014年6月年河南省大气细颗粒物及其前体物（NO₂、SO₂、PM₁₀、PM_2.5）的地面浓度,并量化了其主要来源.结果表明：模式能够较好地再现污染物的时空演化特征.整体来讲,河南省PM_2.5的高值区集中在中部和北部地区,呈现冬季高、夏季低的特点.在线源解析模拟发现,河南省不同地区PM_2.5的来源有所不同,中西部地区主要来自于本地,而在东部和北部地市,来自周边省份的区域输送更为显著,其贡献达到40%～50%,且在PM_2.5浓度的高值区更为明显.就行业贡献而言,居民源、工业源和机动车排放是河南省PM_2.5浓度的主要来源,其浓度贡献分别为23.7 μg·m^-3（贡献比例24%,下同）、20.6 μg·m^-3（21%）和21.3 μg·m^-3（22%）,电厂、农牧业和地面扬尘的浓度贡献分别为7.0 μg·m^-3（7%）、8.7 μg·m^-3（9%）和17.8 μg·m^-3（18%）.受居民源影响最大的地区是河南中东部和北部地市,其贡献达到PM_2.5浓度的27%、27%和25%.工业源影响最大的地区集中在太行山南部地市,其浓度贡献为26.4 μg·m^-3（24%）,在其他地市的贡献为17%～23%.机动车对河南东部影响最为显著,其浓度贡献为22.9 μg·m^-3（24%）.电厂和农畜牧业对全省PM_2.5的贡献分布比较均匀,分别为6%～9%和8%～10%.分析不同浓度下的PM_2.5来源,发现工业源和扬尘贡献随PM_2.5浓度增加逐渐降低,而居民源和机动车排放的贡献则有所增加,在PM_2.5浓度高于100 μg·m^-3期间,达到22%和20%.     

Measuring Suspended‐Sediment Concentration and Turbidity in the Middle Mississippi and Lower Missouri Rivers Using Landsat Data

The Middle Mississippi River (MMR) and lower Missouri River (MOR) provide critical navigation waterways, ecological habitat, and flood conveyance. They are also directly linked to processes affecting geomorphic and ecological conditions in the lower MR and Delta. For this study, a method was developed to measure suspended‐sediment concentration (SSC) and turbidity along the MMR and the lower MOR using Landsat imagery. Data from nine United States Geological Survey water‐quality monitoring stations were used to create a model‐development dataset and a model‐validation dataset. Concurrent gaging data were identified for available Landsat images to generate the datasets. Surface‐reflectance filters were developed to eliminate images with cirrus cloud coverage or vessel traffic. Using the filtered model‐development dataset, unique reflectance‐SSC and reflectance‐turbidity models were developed for three Landsat sensors: Landsat 8 Operational Land Imager, Landsat 7 Enhanced Thematic Mapper Plus, and Landsat 4–5 Thematic Mapper. Coefficient of determination values for the models ranged from 0.72 to 0.88 for the model‐development dataset. The model‐validation dataset was used to evaluate the performance of the models and had coefficient of determination values ranging from 0.62 to 0.79.     

Analyzing the relationships between travel mode indicators and the number of passenger transport fatalities at the city level

Objective: A number of efforts have been conducted on travel behavior and transport fatalities at the neighborhood or street level, and they have identified different factors such as roadway characteristics, personal indicators, and design indicators related to transport safety. However, only a limited number of studies have considered the relationship between travel behavior indicators and the number of transport fatalities at the city level. Therefore, this study explores this relationship and how to fill the mentioned gap in current knowledge.

Method: A generalized linear model (GLM) estimates the relationships between different travel mode indicators (e.g., length of motorway per inhabitants, number of motorcycles per inhabitant, percentage of daily trips on foot and by bicycle, percentage of daily trips by public transport) and the number of passenger transport fatalities. Because this city-level model is developed using data sets from different cities all over the world, the impacts of gross domestic product (GDP) are also included in the model.

Conclusions: Overall, the results imply that the percentage of daily trips by public transport, the percentage of daily trips on foot and by bicycle, and the GDP per inhabitant have negative relationships with the number of passenger transport fatalities, whereas motorway length and the number of motorcycles have positive relationships with the number of passenger transport fatalities.