合肥城郊典型源头溪流不同渠道形态的氮磷滞留特征

为揭示源头溪流中深潭和曲折沟渠两种典型渠道形态的氮磷养分滞留特征,在合肥城郊二十埠河的某一级支流上,以NH4Cl和KH2PO4为添加营养盐,以NaCl为保守型示踪剂,开展现场示踪实验.在此基础上,利用OTIS模型软件、暂态存储参数和养分螺旋原理,解析深潭和曲折沟渠氮磷滞留特征.结果表明:1深潭的As值较曲折沟渠大,但其α值则较弯曲沟渠小1个数量级,而且As和α值随水文条件变化均不显著;2深潭中主渠道流动水体的NH+4-λ较其暂态存储区的NH+4-λs高2~3个数量级,曲折沟渠的NH+4-λ与NH+4-λs数值较为接近;3深潭中NH+4-Vf较SRP-Vf高1~2个数量级,而在曲折沟渠中,不仅NH+4-Vf与SRP-Vf数值较为相近,NH+4-Sw与SRP-Sw也基本相当;4深潭的NH+4-U较SRP-U高出2~3个数量级,曲折沟渠NH+4-U则较SRP-U高出1~2个数量级;5总的来说,在对NH+4和SRP滞留影响方面,深潭和曲折沟渠存在较大的差异性,且在深潭中NH+4的滞留效应显著超过SRP.     

地下水中污染物的迁移传输及排泄通量研究

以辽宁某化工污染场地为研究对象,结合场地调查结果,应用地下水模型系统软件(GMS)中的MODFLOW和RT3D模型,建立了地下水中污染物的数值模型,探讨其迁移传输及排泄通量。根据模拟结果,地下水中苯、二氯苯和三氯苯的污染羽约在20年后达到动态平衡,污染羽不再随时间变化,污染物的自然衰减速率与污染源释放速率达到平衡。排泄通量估算表明:地下水向河流排泄的量在20年时达到稳定,地下水中苯、二氯苯和三氯苯向河流的排泄通量分别为每天180 g、6 100 g和5.5 g。由于污染物会导致污染生态环境和健康风险,建议从控制污染源、实施污染源区修复和切断迁移传输途径等多种措施控制风险。     

大宝山矿区水体中重金属的行为研究

广东大宝山矿区矿山废水的排放使周边生态环境遭受了严重的破坏。水体中重金属Cu、Zn、Cd和Pb的溶解态浓度分别达到13.82、50.83、0.103和2.91 mg.L-1。Cu、Zn、Cd和Pb的溶解态和悬浮态含量沿河流主干道断面呈相似的空间分布规律,上游都是沿水流方向降低,下游因吸附于悬浮物中的重金属重新释放略有增加。悬浮物中重金属元素的化学形态提取和扫描电镜能谱分析(SEM/EDAX)表明:4种重金属元素都以残渣态为主要存在形态,其次为可还原态,个别断面的Cd可还原态甚至超过了残渣态的含量,说明该水体这4种元素对环境都有一定的潜在威胁性。     

沙尘天气过程对北京空气质量的影响

利用气象、沙尘暴特种观测以及环境监测等多种资料,对2010年3月19─22日沙尘天气过程的大气结构、沙尘源地和垂直水平输送条件以及北京近地层气象要素、空气质量的变化特征进行了分析. 结果表明:这次强沙尘暴天气过程是由冷空气短波槽快速东移南下、地面冷锋明显发展东移造成的;前期沙尘源地土壤湿度的减小为起沙提供了有利条件,同时低层存在的较强西北气流将从源地卷起的沙尘输送到下游地区;沙尘发生时,20 m气层内风速迅速增大,气层内垂直方向风速梯度也逐渐增大,相对湿度急剧降至20%～30%之间;受这次沙尘天气影响,北京地区ρ(TSP)以及10个区县的ρ(PM10)均迅速增加,空气质量达到重污染.      

不同环境因子对黑土胶体在饱和多孔介质中运移特性的影响

为评价不同环境条件下黑土胶体在地下水多孔介质中的运移,采用离心法对采自于黑龙江海伦黑土样品中的胶体颗粒进行提取. 通过胶体在石英砂填充柱中的淋溶试验研究了pH、离子强度和溶解性有机质等环境因子对胶体在多孔介质中运移特性的影响. 结果表明:当pH在4～9的范围内变化时,MR(回收率)和k(沉积速率系数)没有发生显著变化,即其对胶体运移能力影响不显著. 随着离子强度从0.001 mmol/L升至1 mmol/L,黑土胶体穿透曲线MR降低,k值升高,说明高无机离子强度使胶体易于沉积在石英砂表面,运移能力降低. 当溶液中含有溶解性有机质HA(胡敏酸)和FA(富里酸)时,MR降低,k值增加,表明胶体运移能力受到抑制,并且FA对胶体颗粒运移的抑制作用比HA强. 溶液离子强度、HA和FA含量对黑土胶体在饱和多孔介质中的运移过程影响较大,是影响地下水中胶体运移过程的关键环境因子.      

污染物质在包气带中运移规律的实验研究

通过室内淋滤实验,研究了酚,氰,砷,汞,铬在粉质轻亚粘土和中砂中的积累,运移规律：（１）土体对污染物质吸附净化均可分为强吸附阶段,饱和吸附阶段和吸附饱和阶段;（２）土体对污染物质的吸附净化强度与其粒度通常呈负相关;（３）酚,氰在包气带中降解的主要原因是自身的挥发性与生物分解作用。证实污染物质在包气带中的主要迁移形式为：Ｈ３ＡｓＯ３,Ｈ２ＡｓＯ３＾－,ＣｒＯ４＾２,Ｈｇ（ＯＨ）＾＋,ＧｇＯＨＣＬ,同     

Influence of titanium dioxide nanoparticles on speciation and bioavailability of arsenite

In this study, the influence of the co-existence of TiO₂ nanoparticles on the speciation of arsenite [As(III)] was studied by observing its adsorption and valence changing. Moreover, the influence of TiO₂ nanoparticles on the bioavailability of As(III) was examined by bioaccumulation test using carp (Cyprinus carpio). The results showed that TiO₂ nanoparticles have a significant adsorption capacity for As (III). Equilibrium was established within 30 min, with about 30% of the initial As (III) being adsorbed onto TiO₂ nanoparticles. Most of aqueous As (III) was oxidized to As(V) in the presence of TiO₂ nanoparticles under sunlight. The carp accumulated considerably more As in the presence of TiO₂ nanoparticles than in the absence of TiO₂ nanoparticles, and after 25-day exposure, As concentration in carp increased by 44%. Accumulation of As in viscera, gills and muscle of the carp was significantly enhanced by the presence of TiO₂ nanoparticles.     

论交通结构调整与交通可持续发展

从社会经济可持续发展理论出发，分析了交通发展对资源和环境的影响，阐述了交通可持续发展的内涵，针对当前交通发展所面临的问题，提出了当前要加快交通结构调整的方针，并指明了要做好的相关工作，以促进交通可持续发展。     

Activity-Based Patterns of Everyday Mobility: The Potential for Long-Term Behaviour Change Across Five Groups of Travellers

Abstract

Significant differences in our mobility patterns can be found in relation to both range/distance and form. While some people travel on multiple occasions to global destinations over the course of a year, others travel mainly locally, that is, by bicycle or on foot. Policymakers and planners need to have a clear conception of the different mobility patterns if they are to develop valid and precise measures promoting more sustainable forms of mobility. This paper points to five key mobility types based on an exploratory cluster analysis of approximately 20,000 Norwegian travel diaries. Three of the defined groups are dominated by the private car, while two are oriented towards the use of public transport, bicycling and walking. The key differences and similarities between the mobility types are discussed and the relationship between everyday travel patterns and long-distance travel is analysed. Opportunities and challenges for transformations in the everyday travel habits of the five groups are discussed in the final section.     

Where Sustainable Transport and Social Exclusion Meet: Households Without Cars and Car Dependence in Great Britain

Abstract

A secondary analysis of the British National Travel Survey for the years 2002–2010 shows that the composition of the group of carless households is a good indicator of the level of car dependence in a local area: indeed, while non-car ownership in peripheral and rural areas very often correspond to a marginal socio-demographic situation, this is less and less true as one moves towards larger urban areas. Similarly, while in sparse areas most households without cars are either virtually immobile or reliant on car lifts, in large urban areas the ‘mobility gap’ between car-owning and carless households is considerably smaller, as the latter are able to use modal alternatives to the car. These findings are interpreted with reference to an integrated theoretical framework, showing how changes in land use and the environmental and social impacts of increasing motorization are intimately linked. Notably, the consequences of the self-reinforcing cycle of car dependence on two forms of car-related transport disadvantage (car deprivation and forced car ownership) are highlighted. Overall, the article highlights how the socio-demographic composition and the travel behaviour of carless households vary systematically across different types of area: this has interesting implications for sustainable transport policy and research.