鸡东县防山洪项目工程环境影响及对策

通过对鸡东防山洪项目工程概况介绍,对所在地区周围环境概况进行调查和分析,确定本项目开发建设活动的特征、污染源及污染程度,提出有针对性的污染防治措施,并从技术、经济等方面论证该措施的可行性,预测该项目建设期和服务期可能对周围环境产生的影响,并作出相应的分析和评价。     

AERMOD与估算模式在环境影响评价中的应用与比较

采用AERMOD和估算模式两种预测模式对同一生活垃圾填埋场进行了预测。比较两种预测结果可以看出,在污染源、预测范围、运行周期相同的情况下,敏感点处的落地浓度均与排放源强呈正比,与距离呈反比。预测结果同时说明,估算模式是一种保守的预测模式,其预测结果比AERMOD模式大,可作为进一步预测模式的有效补充。     

潜在危害性指数法在筛选污染因子中的应用

介绍了潜在危害性指数法的基本原理和计算公式，通过某大型化工企业的实例，提出了应用的要求，并筛选出了企业的９项主要的环境监测因子。     

浅析环境影响评价中的公众参与

论述了公众参与在环境影响评价中的目的与作用.通过分析目前我国环境影响评价中公众参与存在的局限性,简要地提出了几点完善公众参与制度有效性的建议.     

核电站温排水卫星遥感监测应用研究

选取我国 HJ－1 B卫星红外相机为遥感数据源,在介绍了温排水卫星遥感监测的技术流程和基本原理之后,重点论述了海表温度反演的算法和基准温度提取的基本原则。以2013年1月17日大亚湾核电站和2013年5月22日田湾核电站2景 HJ－1 B红外相机数据为应用实例,说明了卫星遥感监测可作为开展核电站温排水影响监测与热污染评价的首选技术方向和主要监测手段,阐述了其在核电站温排水影响后评估中的作用和意义。     

四川省不同区域高速公路环境影响评价要点

高速公路项目由于其线路长、工程量大等特点,不可避免会对生态环境、土地资源、水土流失、人居环境等造成不利影响,本文根据四川各区域的地形地貌、水文地质、生物多样性等环境特点,提出了在不同地区高速公路建设中的环境影响评价要点,从而使环境影响评价内容更具有针对性。     

天堂河河道治理工程水质改善预测分析

河道治理工程重在改善河道的水质,以恢复河流生态系统。本文以北京市大兴区天堂河河道治理工程为例,介绍了河道治理工程环境影响评价中的水质改善预测分析,首先分析生态需水量和供氧量是否满足河流生态需水要求,后又利用地面水环评助手软件预测了河流水质,预测分析了天堂河水质目标的可达性,旨在为以后的河道治理类工程环境影响评价提供参考。     

牙哈凝析气田大气环境影响回顾评价

为更好地了解牙哈凝析气田开发建设对大气环境质量的影响,根据牙哈凝析气田6年的大气环境监测资料,采用spearman秩相关系数法对牙哈凝析气田开发10年来的环境空气质量进行回顾评价及变化趋势分析。结果表明:牙哈凝析气田大气中主要污染物SO2、NMHC(非甲烷总烃)均总体呈下降趋势,NO2呈上升趋势,而在2008年急剧下降,整体大气环境质量呈现好转趋势。牙哈凝析气田开发区块环境空气质量有了明显的改善,各项大气环境治理措施取得了显著的环境效益。     

Effects of falling weight impact on industrial safety helmets used in conjunction with eye and face protection devices

Industrial workplaces pose concurrent hazards to the upper part of the head and the eyes. Under the circumstances, workers may use protective helmets in conjunction with protective goggles or spectacles. In order to assess the compatibility of this equipment, a method and a test stand for evaluating the behavior of safety helmets and protective goggles/spectacles upon the impact of a falling weight were designed. The results of tests concerning the displacement and deformation of helmets and spectacles/goggles, the forces acting on the helmets, as well as the forces exerted by the spectacles/goggles on the headform upon falling weight impact are presented. The results revealed the ways in which the tested equipment interacted with each other. The influence of equipment construction on the test results was analyzed and inferences concerning the safety of the studied protective devices were made. Some general construction guidelines were formulated for the compatibility of the equipment.     

Injury risk functions for frontal oblique collisions

Objective: The objective of this article was the construction of injury risk functions (IRFs) for front row occupants in oblique frontal crashes and a comparison to IRF of nonoblique frontal crashes from the same data set.

Method: Crashes of modern vehicles from GIDAS (German In-Depth Accident Study) were used as the basis for the construction of a logistic injury risk model. Static deformation, measured via displaced voxels on the postcrash vehicles, was used to calculate the energy dissipated in the crash. This measure of accident severity was termed objective equivalent speed (oEES) because it does not depend on the accident reconstruction and thus eliminates reconstruction biases like impact direction and vehicle model year. Imputation from property damage cases was used to describe underrepresented low-severity crashes―a known shortcoming of GIDAS. Binary logistic regression was used to relate the stimuli (oEES) to the binary outcome variable (injured or not injured).

Results: IRFs for the oblique frontal impact and nonoblique frontal impact were computed for the Maximum Abbreviated Injury Scale (MAIS) 2+ and 3+ levels for adults (18–64 years). For a given stimulus, the probability of injury for a belted driver was higher in oblique crashes than in nonoblique frontal crashes. For the 25% injury risk at MAIS 2+ level, the corresponding stimulus for oblique crashes was 40 km/h but it was 64 km/h for nonoblique frontal crashes.

Conclusions: The risk of obtaining MAIS 2+ injuries is significantly higher in oblique crashes than in nonoblique crashes. In the real world, most MAIS 2+ injuries occur in an oEES range from 30 to 60 km/h.