Urban expansion and its contribution to the regional carbon emissions: Using the model based on the population density distribution

The method is used for calculating regional urban area dynamics and the resulting carbon emissions (from the land-conversion) for the period of 1980 till 2050 for the eight world regions. This approach is based on the fact that the spatial distribution of population density is close to the two-parametric Γ-distribution [Kendall, M.G., Stuart, A., 1958. The Advanced Theory of Statistics, vol. 1.2. Academic Press, New York; Vaughn, R., 1987. Urban Spatial Traffic Patterns, Pion, London]. The developed model provides us with the scenario of urbanisation, based on which the regional and world dynamics of carbon emissions and export from cities, and the annual total urban carbon balance are estimated. According to our estimations, world annual emissions of carbon as a result of urbanisation increase up to 1.25 GtC in 2005 and begin to decrease afterwards. If we compare the emission maximum with the annual emission caused by deforestation, 1.36 GtC per year, then we can say that the role of urbanised territories (UT) in the global carbon balance is of a comparable magnitude. Regarding the world annual export of carbon from UT, we observe its monotonous growth by three times, reaching 505 MtC. The latter, is comparable to the amount of carbon transported by rivers into the ocean (196–537 MtC). The current model shows that urbanisation is inhibited in the interval 2020–2030, and by 2050 the growth of urbanised areas would almost stop. Hence, the total balance, being almost constant until 2000, then starts to decrease at an almost constant rate. By the end of the XXI century, the total carbon balance will be equal to zero, with the exchange flows fully balanced, and may even be negative, with the system beginning to take up carbon from the atmosphere, i.e., becomes a “sink”. The regional dynamics is somewhat more complex, i.e., some regions, like China, Asia and Pacific are being active sources of Carbon through the studied period, while others are changing from source to sink or continue to be neutral in respect the GCC.     

Modeling the carbon cycle of urban systems

Although more than 80% of carbon dioxide emissions originate in urban areas, the role of human settlements in the biosphere evolution and in global carbon cycling remains largely neglected. Understanding the relationships between the form and pattern of urban development and the carbon cycle is however crucial for estimating future trajectories of greenhouse gas concentrations in the atmosphere and can facilitate mitigation of climate change. In this paper I review state-of-the-art in modeling of urban carbon cycle. I start with the properties of urban ecosystems from the ecosystem theory point of view. Then I discuss key elements of an urban system and to which degree they are represented in the existing models. In conclusions I highlight necessity of including biophysical as well as human related carbon fluxes in an urban carbon cycle model and necessity of collecting relevant data.     

城市湿地公园建设中的若干问题探讨

本文主要围绕城市湿地公园建设中的定位、自然化、生态修复、危害物种防治四方面进行探讨,以期对城市湿地公园的建设和管理起到一定的指导作用。     

长株潭城市群生态宜居水平综合评价

随着长株潭城市群工业化进程加快,其经济发展水平和城镇化水平得到飞速的提升,但是生态环境和宜居环境受到较大影响.基于层次分析法,从生态环境、资源节约、公共配套、社会民生4个维度构建生态宜居综合评价指标体系,综合测度2010～2018年长株潭城市群的生态宜居水平.结果显示2010～2018年间,长株潭城市群生态宜居综合水平...     

基于底栖动物群落特征的再生水回用河道环境质量评价

为更加全面地分析污水处理厂再生水回用于城市河道的生态安全性并评价其生境状态,该研究在宁波市某再生水回用河道的生态修复段进行了水质监测和底栖动物采样调查,通过计算Wright指数和综合水质标识指数对研究河段水质状况进行了分级评价.结果表明,再生水输入河道生态修复段后,河道常规水质指标稳定达到水环境功能区目标,Wright...     

公交柴油车道路排放特征的实测研究初探

利用GPS和SEMTECH-D车载排放测试仪测量了上海市公交车行驶工况和公交柴油车在市区道路上的排放状况.该研究共获得193400组公交车行驶工况数据,累计测量里程820 km,排放数据75420个.测量结果显示,上海市公交车平均车行速度14 km·h-1,最高车速为60 km·h-1;市区公交车平均车行速度14 km·h-1,最高车速小于60 km·h-1,市区公交车的怠速时间比在25%以上.被测公交柴油车的CO、THC和NOx平均里程排放因子为(3.41±0.86)、(1.95±0.47)和(4.56±0.99) g·km-1,与陈长虹等人2005年提供的卡车3和卡车5的排放状况相近.测量结果还显示,被测车辆进出站时单位里程排放量是正常行驶条件下的10倍.此外,在交通高峰期或拥堵期,车行速度降低至0～5 km·h-1时,被测公交柴油车的CO、THC和NOx平均里程排放因子升高至17.49、6.68和15.85 g·km-1,是平均车速时候的5.13倍、3.4倍和3.48倍,车辆排放污染将明显加剧.测量结果说明,加强城市交通管理,减少车辆拥堵,不仅可以提高公交车运行效率,而且也是降低公交车污染的有效措施.     

城市街区大气流动与汽车尾气扩散的三维数值模拟

道路交通已成为现代城市的主要污染源，利用数学模型预测汽车排放污染物对大气环境的影响成为主要手段。针对一个典型城市街区的大气流动和汽车排放物扩散问题进行三维数值模拟分析，揭示了污染物在不同高度建筑物。不同宽度街道和十字道路所组成的街区峡谷内外的大气流动和污染物迁移扩散特征，同时反映了街道走向的影响。研究表明：由于受街道布局和大气边界层的影响，污染物主要集中在街区峡谷内（特别是近地面附近)难以扩散，易造成局部高浓度污染；由于流场的非均匀性和三维特征，污染物浓度呈现非均匀扩散特性。     

重庆城市风场特征

本文以大量详实的外场考察资料,系统地分析了重庆城市风场的结构、类型及风的时空变化规律,勾重庆市今后的城市定展规划、城市功能区布局及城市环境治理提供了科学依据.     

城市环境总体规划中大气环境红线内涵及划定技术

城市环境总体规划是一项重大环境管理制度创新,目前全国已启动了24个城市的环境总体规划编制工作,其中划定环境红线是城市环境总体规划的核心内容。本文结合福州、宜昌、平潭等城市环境总体规划编制实践,首次提出了大气环境红线的技术框架,将大气环境红线划分为源头布局敏感区、污染易聚集区及敏感的环境受体三类,并创新性建立了大气环境红线划定技术方法,初步构建了适用于城市环境总体规划的空间规划技术体系。     

Trees as bioindicator of heavy metal pollution in three European cities

Concentrations of four heavy metals were determined in tree leaves and bark collected from polluted and non-polluted areas of three European cities (Salzburg, Belgrade and Thessaloniki) for a comparative study. Platanus orientalis L. and Pinus nigra Arn., widespread in urban northern and southern Europe, were tested for their suitability for air quality biomonitoring. Leaves and barks were collected uniformly of an initial quantity of about 30 g of each sample. Analysis was accomplished by electrothermal atomic absorption spectrometry after total digestion. Site-dependent variations were found with the highest concentration level measured in Belgrade, followed by Thessaloniki and Salzburg. A higher accumulation of heavy metals was found in bark compared to leaves. Pine tree bark, accumulating higher concentrations of trace metals compared to plane tree bark, shows a higher efficiency as bioindicator for urban pollution. Both indicator species are suitable for comparative studies on bioindication of urban air pollution.