镇江城市径流颗粒粒径分布及其与污染物的关系

为了解城市中不同粒径颗粒物对于径流中污染物的影响,2006年3月在镇江城市不同功能区地表采集了沉积物样品和径流样品,分析了颗粒物的粒径分布和污染物浓度.结果表明,晴天条件下道路沉积物主要由粒径＜250μm的颗粒组成;降雨初期主要为＜5μm的颗粒物随径流迁移,随降雨历时的延长较大颗粒开始随径流迁移,降雨期间随地表径流迁移主要为小于150μm的颗粒物,特别是5～40μm粒径段的颗粒要特别予以关注;同时污染物浓度也由降雨初期的高浓度逐渐下降并趋于稳定.明确了径流中污染物的主要输出形态,并通过分析不同降雨历时污染物与固体悬浮物和颗粒粒径的相关性探明了径流污染物形态输出的原因,从而为城市非点源污染的管理以及控制方法的选择提供科学依据.     

煤矿主提胶带运输系统远程自动化集中控制的工程实践

从煤矿生产作业环境的安全性出发,结合机械化、自动化技术的发展趋势,提出煤矿主提胶带运输系统远程自动化集中控制的技术方案,并以成功实例验证了方案的可操作性,节能效果显著。     

陆地与海洋气溶胶的相互输送及其对彼此环境的影响

陆地和海洋源产生的气溶胶通过大气的流动向对方的环境系统输送，从而改变了对方环境大气的化学组成，影响着大气污染物的化学反应过程和反应速度，其沉降过程也会对对方的生态系统产生一定的影响。；沿海的岖稠密的人口。较为发达的经济活动，较高的大气污染排放强度，使得陆海气溶胶的交换和沉降对谝我域的环境具有不可忽视的影响。     

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.     

Hyperautomobility and Governmentality in Auckland

Abstract

A number of cities around the world are associated with very high levels of private motor car usage, and Auckland provides an example of one of these ‘hyperautomobile’ cities. There are many problems with this system of transportation and dependence on the private car, including environmental, social and city design dimensions. Though there is a clear aspiration to move towards reduced levels of car usage in the city's transport and spatial planning strategies, there are major difficulties in implementation terms. We develop and consider future scenarios to 2041 to reduce these levels of motorization, and subsequent transport CO₂ emissions, with a much greater use of public transport, walking and cycling, urban planning, and low emission vehicles. The current implementability of such a ‘sustainable mobility’ future is however questioned in the current political and social context, and critically debated in terms of the available governance mechanisms and the limited attempts to shape the behaviour of the public. We conclude by calling for a reconsideration of the policy measures being considered, including the range and levels of application and investment; with a much wider framing of the transport planning remit, and carried out within a much stronger participatory framework for decision-making.     

RISK ASSESSMENT METHODOLOGY FOR KARST AQUIFERS: (2) SOLUTE-TRANSPORT MODELING

Ground-water flow and solute-transport simulation modeling are major components of most exposure and risk assessments of contaminated aquifers. Model simulations provide information on the spatial and temporal distributions of contaminants in subsurface media but are difficult to apply to karst aquifers in which conduit flow is important. Ground-water flow and solute transport in karst conduits typically display rapid-flow velocities, turbulent-flow regimes, concentrated pollutant-mass discharge, and exhibit open-channel or closed-conduit flow. Conventional ground-water models, dependent on the applicability of Darcy`s law, are inappropriate when applied to karst aquifers because of the (1) nonapplicability of Darcian-flow parameters, (2) typically nonlaminar flow regime, and (3) inability to locate the karst conduits through which most flow and contaminant transport occurs. Surface-water flow and solute-transport models conditioned on a set of parameters determined empirically from quantitative ground-water tracing studies may be effectively used to render fate-and-transport values of contaminants in karst conduits. Hydraulic-flow and geometric parameters developed in a companion paper were used in the surface-water model, TOXI5, to simulate hypothetical slug and continuous-source releases of ethylbenzene in a karst conduit. TOXI5 simulation results showed considerable improvement for predicted ethylbenzene-transport rates and concentrations over qualitative tracing and analytical ground-water model results. Ethylbenzene concentrations predicted by TOXI5 simulations were evaluated in exposure and risk assessment models.     

Incorporating layer- and local-scale heterogeneities in numerical simulation of unsaturated flow and tracer transport

This study characterizes layer- and local-scale heterogeneities in hydraulic parameters (i.e., matrix permeability and porosity) and investigates the relative effect of layer- and local-scale heterogeneities on the uncertainty assessment of unsaturated flow and tracer transport in the unsaturated zone of Yucca Mountain, USA. The layer-scale heterogeneity is specific to hydrogeologic layers with layerwise properties, while the local-scale heterogeneity refers to the spatial variation of hydraulic properties within a layer. A Monte Carlo method is used to estimate mean, variance, and 5th, and 95th percentiles for the quantities of interest (e.g., matrix saturation and normalized cumulative mass arrival). Model simulations of unsaturated flow are evaluated by comparing the simulated and observed matrix saturations. Local-scale heterogeneity is examined by comparing the results of this study with those of the previous study that only considers layer-scale heterogeneity. We find that local-scale heterogeneity significantly increases predictive uncertainty in the percolation fluxes and tracer plumes, whereas the mean predictions are only slightly affected by the local-scale heterogeneity. The mean travel time of the conservative and reactive tracers to the water table in the early stage increases significantly due to the local-scale heterogeneity, while the influence of local-scale heterogeneity on travel time gradually decreases over time. Layer-scale heterogeneity is more important than local-scale heterogeneity for simulating overall tracer travel time, suggesting that it would be more cost-effective to reduce the layer-scale parameter uncertainty in order to reduce predictive uncertainty in tracer transport.     

Degassing of H/He, CFCs and SF6 by denitrification: Measurements and two-phase transport simulations

The production of N₂ gas by denitrification may lead to the appearance of a gas phase below the water table prohibiting the conservative transport of tracer gases required for groundwater dating. We used a two-phase flow and transport model (STOMP) to study the reliability of ³H/³He, CFCs and SF₆ as groundwater age tracers under agricultural land where denitrification causes degassing. We were able to reproduce the amount of degassing (R² = 69%), as well as the ³H (R² = 79%) and ³He (R² = 76%) concentrations observed in a ³H/³He data set using simple 2D models. We found that the TDG correction of the ³H/³He age overestimated the control ³He/³He age by 2.1 years, due to the accumulation of ³He in the gas phase. The total uncertainty of degassed ³H/³He ages of 6 years (± 2 σ) is due to the correction of degassed ³He using the TDG method, but also due to the travel time in the unsaturated zone and the diffusion of bomb peak ³He. CFCs appear to be subject to significant degradation in anoxic groundwater and SF₆ is highly susceptible to degassing. We conclude that ³H/³He is the most reliable method to date degassed groundwater and that two-phase flow models such as STOMP are useful tools to assist in the interpretation of degassed groundwater age tracer data.     

Self-inhibition can limit biologically enhanced TCE dissolution from a TCE DNAPL

Biodegradation of trichloroethene (TCE) near a Dense Non Aqueous Phase Liquid (DNAPL) can enhance the dissolution rate of the DNAPL by increasing the concentration gradient at the DNAPL-water interface. Two-dimensional flow-through sand boxes containing a TCE DNAPL and inoculated with a TCE dechlorinating consortium were set up to measure this bio-enhanced dissolution under anaerobic conditions. The total mass of TCE and daughter products in the effluent of the biotic boxes was 3-6 fold larger than in the effluent of the abiotic box. However, the mass of daughter products only accounted for 19-55% of the total mass of chlorinated compounds in the effluent, suggesting that bio-enhanced dissolution factors were maximally 1.3-2.2. The enhanced dissolution most likely primarily resulted from variable DNAPL distribution rather than biodegradation. Specific dechlorination rates previously determined in a stirred liquid medium were used in a reactive transport model to identify the rate limiting factors. The model adequately simulated the overall TCE degradation when predicted resident microbial numbers approached observed values and indicated an enhancement factor for TCE dissolution of 1.01. The model shows that dechlorination of TCE in the 2D box was limited due to the short residence time and the self-inhibition of the TCE degradation. A parameter sensitivity analysis predicts that the bio-enhanced dissolution factor for this TCE source zone can only exceed a value of 2 if the TCE self-inhibition is drastically reduced (when a TCE tolerant dehalogenating community is present) or if the DNAPL is located in a low-permeable layer with a small Darcy velocity.