土地一级开发环境影响评价初探

衔接土地利用规划和建设项目的土地一级开发伴随着土地政策的改革而出现。目前土地一级开发环境影响评价处于起步阶段,缺乏对这项工作系统的研究。本文结合工作中的实践经验,从土地一级开发环境影响评价实施的意义、作用和评价目的等方面对土地一级开发的环境影响评价进行了论述,分析了其环境影响评价存在的问题,总结了土地一级开发环境影响评价的技术要点,并对完善土地一级开发环境影响评价制度提出建议。     

浅议经济开发区环境风险评价

从经济开发区与建设项目环境风险的区别入手,分析了开发区环境风险评价的特点,并对开发区环境风险评价的内容及方法进行了阐述。通过实例分析,提出了适合于开发区环境风险评价的内容与模式,并提出在开发区环境风险评价方法上需要进一步丰富和发展的内容。     

中日多氯联苯（PCBs）废弃物回收处置技术比较

自上世纪80年代伊始,我国含有多氯联苯的电力电容器等相继进入报废阶段,许多地区采用回收后山洞贮存、地下封存等方式处置,而其他处置方式在我国尚处于初级试验阶段。日本一些企业所采用的多氯联苯处置技术,值得我们学习和借鉴。     

高压密闭消解土壤砷、汞、铅、镉酸体系比较

采用高压密闭消解系统消解土壤,氢化物发生-原子荧光光谱法(HG-AFS)测定As和Hg,石墨炉原子吸收光度法(GF-AAS)测定Pb和Cd,对比了不同消解酸体系对国家土壤标准参考样中As、Hg、Pb、Cd的消解效果。结果表明,盐酸-硝酸体系对As、Hg、Pb和Cd的消解平均回收率分别为26.1%、100.6%、69.7%、87.3%;硝酸-高氯酸-氢氟酸体系中As、Hg、Pb和Cd消解平均回收率分别为109.9%、84.7%、87.5%、90.1%;硝酸-双氧水体系对Hg、Pb、Cd消解平均回收率分别为104.8%、95.1%、93.3%,对As的回收率虽只有69.2%,但数据精密度最好。此外,从简化试验步骤,减少误差,提高检测效率及减少试验危险性等方面综合评价,认为硝酸-双氧水消解体系是采用高压密闭系统消解土壤重金属的最理想酸体系。     

固相微萃取-气相色谱法测定水源地水中SVOC

采用固相微萃取-毛细管柱电子捕获气相色谱法测定水源地水中18种半挥发性有机物,优化了萃取纤维、时间、温度、pH值、转子转速、离子强度等萃取条件。方法线性良好,18种化合物的检出限为0.000 2μg/L~0.1μg/L,实际水样加标回收率为84.3%~109%。     

氨基化有机-无机杂化整体柱分离富集环境水中五价砷

将四乙氧基硅烷(TEOS)和N-(β-氨乙基)-γ-氨丙基三乙氧基硅烷(AEAPTES)作为共聚前体,采用在毛细管内原位聚合的方式制备得到氨基功能化的有机-无机杂化整体柱,将其作为针式固相微萃取(SPME)介质,建立了现场分离富集环境水中As(V)的SPME方法,优化了有机-无机杂化整体柱富集As(V)的实验条件,并研究了整体柱对As(V)的吸附/洗脱性能和富集能力,实现了环境水样中As(V)的高效、快速、高选择性检测。     

简易工况法排放检测限值的分析

根据哈尔滨某检测站的工况法排放检测数据,用SPSS数据分析软件对符合DB11／122—2006标准中规定的不同类别车辆的检测数据分别进行统计分析。结果表明,若在哈尔滨地区借鉴该标准,I类车与Ⅲ类车的部分限值需要调整,这为其他地区设定适合的限值提供了参考。     

Enhancement of UV and chromate mutagenesis by nickel ions in the Chinese hamster HGPRT Assay †

1. The HGPRT (Hypoxanthine‐Guanine‐Phospho‐Ribosyl‐Transferase) assay with Chinese Hamster V79 cells was used to measure the mutagenic effects of UV irradiation, potassium dichromate and nickel chloride. The agents were tested separately and in the combinations of UV plus nickel and dichromate plus nickel.

2. UV, Cr(VI) and Ni(II) were confirmed to be mutagenic in the V79 cell assay. The combination of UV(5J/m²) and Ni(II) (0.5 mM) caused a mutation rate 11.2 times above that corresponding to the sum of the individual mutation rates of these agents. The combined action of Cr(VI) (0.1 mM) and Ni(II) (0.5 mM) produced a mutation rate 2.8 fold above that corresponding to the sum of the individual rates of the separate agents.

3. The enhancing effect of nickel chloride on the mutagenicity of UV or Cr(VI) is interpreted by an interference of Ni(II) with the repair of DNA lesions.     

690V变频器在造纸厂的应用

在大型造纸厂经常会遇到使用200~1 000 k W变频电动机的情况。因为0.38 k V电机生产工艺的原因不可能做到很大功率,而中压(10 k V,6 k V)的变频器因为价格、安全与稳定性的原因也有其缺陷,所以0.69 k V这个电压等级的变频器就有了用武之地。     

The Real-World Safety Potential of Connected Vehicle Technology

Objective: This article estimates the safety potential of a current commercially available connected vehicle technology in real-world crashes.

Method: Data from the Centre for Automotive Safety Research's at-scene in-depth crash investigations in South Australia were used to simulate the circumstances of real-world crashes. A total of 89 crashes were selected for inclusion in the study. The crashes were selected as representative of the most prevalent crash types for injury or fatal crashes and had potential to be mitigated by connected vehicle technology. The trajectory, speeds, braking, and impact configuration of the selected in-depth cases were replicated in a software package and converted to a file format allowing “replay” of the scenario in real time as input to 2 Cohda Wireless MK2 onboard units. The Cohda Wireless onboard units are a mature connected vehicle technology that has been used in both the German simTD field trial and the U.S. Department of Transport's Safety Pilot project and have been tuned for low false alarm rates when used in the real world. The crash replay was achieved by replacing each of the onboard unit Global Positioning System (GPS) inputs with the simulated data of each of the involved vehicles. The time at which the Cohda Wireless threat detection software issued an elevated warning was used to calculate a new impact speed using 3 different reaction scenarios and 2 levels of braking.

Results: It was found that between 37 and 86% of the simulated crashes could be avoided, with highest percentage due a fully autonomous system braking at 0.7 g. The same system also reduced the impact speed relative to the actual crash in all cases. Even when a human reaction time of 1.2 s and moderate braking of 0.4 g was assumed, the impact speed was reduced in 78% of the crashes. Crash types that proved difficult for the threat detection engine were head-on crashes where the approach angle was low and right turn–opposite crashes.

Conclusions: These results indicate that connected vehicle technology can be greatly beneficial in real-world crash scenarios and that this benefit would be maximized by having the vehicle intervene autonomously with heavy braking. The crash types that proved difficult for the connected vehicle technology could be better addressed if controller area network (CAN) information is available, such as steering wheel angle, so that driver intent can be inferred sooner. More accurate positioning in the real world (e.g., combining satellite positioning and accelerometer data) would allow the technology to be more effective for near-collinear head-on and rear-end crashes, because the low approach angles that are common in such crashes are currently ignored in order to minimize false alarms due to positioning uncertainty.