危险化学品公路运输风险研究进展

危险化学品公路运输风险研究是危险化学品公路运输规划和事故应急救援预案编制的前提和基础，它为风险管理提供了科学的决策依据。本文总结了国内外危险化学品公路运输风险研究状况，分析了危险化学品公路运输风险研究存在的不足，指出危险化学品公路运输风险的主要研究内容，给出了危化品公路运输风险研究的一般程序。最后，结合我国的实际情况，提出了建设性的意见。     

ESTIMATING TMDL BACKGROUND SUSPENDED SEDIMENT LOADING TO GREAT LAKES TRIBUTARIES FROM EXISTING DATA1

ABSTRACT: The total maximum daily load (TMDL) for suspended sediment is the maximum quantity of suspended sediment that can enter a waterway without affecting the beneficial uses of the waterway. It is calculated as the sum of permissible allotments of point sources of suspended sediment, permissible allotments of nonpoint sources of suspended sediment, background (natural) loading of suspended sediment, and a margin of safety. The goal of this project was to develop methods for estimating background levels of sediment loads in tributaries of the Great Lakes. Such quantification is key to determining permissible TMDL in waters that do not meet water quality standards under the Clean Water Act of 1972. Suspended sediment loading for 46 rivers was estimated from data collected at U.S. Geological Survey (USGS) gages. Land use and physiographic attributes were estimated for these gaged basins with a geographic information system (GIS). Basin attributes and sediment yield data are the basis for examining two approaches to estimating background suspended sediment loads. One method, based upon envelope curves of sediment yield and drainage area, will be shown to have considerable merit. A second method, based upon correlation of sediment yield to various basin attributes such as drainage area and land use, will be shown to be fraught with difficulties.     

A basic study with feasibility of applying clean development mechanism to the transport projects

In the transport sector, few projects applied Clean Development Mechanism (CDM) or Joint Implementation (JI) projects. This study will examine the feasibility of applying CDM to the transport sector from viewpoints of validation of processes and funding. A number of greenhouse gas emission reduction projects, as well as traffic management project within existing transport infrastructures, can be implemented as CDM projects. New transport infrastructure projects can be validated by transportdemand forecasting and traffic simulation methods, though application of Life Cycle Assessment (LCA) and Intelligent Transport Systems (ITS) technologies. This revised version was published online in August 2006 with corrections to the Cover Date.     

基于交通量的平面信号控制交叉口交通冲突模拟研究

针对我国交通冲突技术发展尚处于起步阶段 ,交通冲突数据统计尚不充分的现状 ,笔者研究了交通量和交通事故、交通冲突的密切关系 ,尝试建立以交通量为基础的交通冲突数学模型 ,力求更加准确地对平面交叉口进行安全评价 ,克服传统的基于事故统计的安全评价方法的不足。     

External cost internalisation of urban transport: a case study of Dublin

Transport users do not currently pay all costs associated with their transport activities and in particular do not pay the costs they impose on the environment. Case studies on Dublin, Amsterdam, Brussels and London have been conducted to evaluate how best to meet the requirement of the European Commission in its fair and efficient pricing aims in the transport sector, i.e. where transport users are made to pay all costs they impose. The paper presents the results of Do Nothing (DN) and Do Something (DS) scenarios for 2005 where in the latter case each transport user pays for all costs they impose including pollution, noise, accidents etc. The Dublin results, from an economics model used in the study, are examined in detail; the findings are compared with those of parallel studies conducted in the other cities to demonstrate the international relevance of this work. The comparison between the DN and DS scenarios indicates that taxes on all transport modes should be increased substantially, particularly in the morning and evening peak periods. As a result of the price increases, travel demand is reduced. A practical example where transport users could be made to pay for all their costs is road use pricing, i.e. charging individuals for the use of road space. The taxation levels suggested in the DS scenario have been used in a road use pricing trial in Dublin, the results of which were published in O'Mahony, Geraghty and Humphreys (Transportation 27, 269-283, 2000), to see if the reductions in the travel requirements of individuals proposed by the economics model are in fact true. The principles of the work presented in this paper are not only relevant to environmental impact management in the transport sector but can also be applied to other sectors.     

长江下游氮、磷含量变化及其输送量的估计

根据在１９９７和１９９８年内对长江干流大通站河水的３次采样分析,结合该站１９６２～１９９０年的水质资料,对长江下游Ｎ、Ｐ含量变化及其输送量进行研究．总氮、总磷的平均含量分别为１．６～２．２ｍ ｇ·Ｌ^-1和０．１１～０．１５ｍ ｇ·Ｌ^-1,Ｎ 以ＮＯ^-_３ －Ｎ 为主,约占７６％ ,其余主要为溶解有机氮和颗粒氮;Ｐ以颗粒态为主,占９５％ 以上．从５、６月到８月,ＮＯ^-_３－Ｎ含量是逐渐降低的,ＤＯＮ含量有较大幅度的上升,ＰＮ、ＰＰ及ＴＰ含量也有所增高．与历史资料相比,长江大通站溶解无机氮（ＤＩＮ）和ＰＯ^3-₄－Ｐ含量还在不断上升,Ｎ、Ｐ含量的上升与流域化肥施用量变化趋势一致．１９９８年夏季洪水期间,约有７９．９５万ｔＮ和８．３６万ｔＰ从大通站向下游输送,其中ＤＩＮ与生物有效磷（ＢＡＰ）比值远高于浮游植物生长的Ｐ限制值.     

重点环保城市二氧化硫总量控制目标值的研究

根据城市的输送扩散污染特性和污染源排放结构制订出低、中、高和理想4种二氧化硫排放控制方案。根据高、中、低架源污染物排放 与地面环境质量之间的关系以及各重点城市年平均扩散系数,可以算出重点城市二氧化硫2010年总量控制方案对应的控制目标值。      

建设环保型城市道路

指出了传统城市道路建设存在的环境问题 ,论述了开发环保型城市道路的必要性 ,综述了修建环保型道路的新技术 ,提出了环保型城市道路的新概念和利用工业固体废物作筑路材料的观点。 2 1世纪 ,政府和公众都应充分重视和支持环保型道路的建设。     

欧亚大陆生物质燃烧气团的输送特征及对中国的影响

利用1997～2003年ATSR卫星火点资料,采用前向气流轨迹模式及滞留时间分析方法,研究了欧亚大陆生物质燃烧排放的时空分布特征及主要生物质燃烧区域典型排放季节低层气团的输送特征,并与MOPITT一氧化碳卫星反演资料进行对比.结果表明,春季东南亚及印度半岛生物质燃烧排放的污染气团可对中国西南、华南及华东地区的大气环境造成一定影响,尤其是四川盆地、福建和台湾周边地区;中亚、东西伯利亚及蒙古高原生物质燃烧排放的污染气团主要受西风带影响而向东输送,但明显存在一条分支经中国东北向华北或更低纬度地区输送,并逐渐下沉至大气低层,在生物质燃烧排放剧烈的年份内能够对该地区的低层大气成分造成重要影响.     

Metal Contamination of the Natural Environment in Norway from Long Range Atmospheric Transport

Long range atmospheric transport is the most important sourceof contamination to the natural environment in Norway with manyheavy metals. Investigations based on aerosol studies, bulkdeposition measurements and moss analysis show that airborne transport from other parts of Europe is the major mode for supplyof vanadium, zinc, arsenic, selenium, molybdenum, cadmium, tin,antimony, tellurium, thallium, lead, and bismuth, whereas metalssuch as chromium, nickel, and copper are mainly derived from point sources within Norway and in northwestern Russia close tothe Norwegian border. Elements associated with long range transport show substantial enrichment in the humus horizon of natural soils in southern Norway, sometimes to levels suspected to cause effects on soil microbial processes. E.g. lead concentration values of 150–200 ppm are observed in the mostcontaminated areas in the south as compared to about 5 ppm inthe far north. Elements such as lead and cadmium also show enrichment in some terrestrial food chains. These elements alsoshow considerably elevated levels over background concentrationsin the water and sediment of small lakes in the southern part ofthe country. Retrospective studies based on ombrogenous peatcores indicate that long range transport has been a significantsource of heavy metal contamination in southern Norway for thelast couple of centuries. The deposition of most heavy metals inNorway has been considerably reduced over the last 20 yr, withthe exception of contributions in the north from Russian smelters.