城市绿地系统植物生态功能评价及其应用——以苏州市为例

城市绿地植物作为城市生态系统的重要组成,在改善城市生存环境和维持生态平衡方面发挥着重要作用,在城市生态系统中具有其他子系统不可替代的特殊生态功能。文章以苏州市为例,采取分层随机抽样调查的方法选取了道路、公园、居住小区共计30个具有代表性的样本区进行调查,并结合苏州市实际情况,筛选出吸硫能力、滞尘能力、抗污能力、增湿能力、环境卫生等9个评价指标,运用综合指数评价法对30个样本区中40种常见植物进行评价。结果表明苏州市绿地系统植物生长现状及其总体生态功能较好,绿化植物综合评价指数达到中等以上水平的占80％,其中乔木占所调查乔木总数的100％。文章最后对苏州市绿地系统结构优化及植物物种配置等方面提出了建议。     

广东省清洁生产企业情况分析及效果评价

对广东省75家清洁生产企业开展清洁生产的情况进行了分析,这些企业通过清洁生产工作获得了较好的经济效益和环境效益,直接经济效益达到9．39亿元/a,实现废水减排2991．71万t／a,COD排放减少0．94万t／a,SO2减排0．55万t/a,环境效益显著。     

辽河流域县级污水处理厂建设环境效益浅析

介绍了辽河流域县级污水处理厂的建设概况,对建设污水厂所涉及的9个市的生活污水排放现状进行了分析,通过计算得出了2010年拟建污水厂县城的生活污水及主要污染物的排放量,并分析了污水厂建成后带来的环境效益。     

磷石膏对麦田CO2排放和小麦产量的影响及其经济环境效益分析

磷石膏是一种可以利用的磷化工废渣,本文以磷石膏为麦田温室气体减排剂,研究磷石膏对小麦生长、麦田温室气体二氧化碳(CO2)排放的影响,并分析磷石膏资源化利用的经济环境效益.结果表明,在常规施肥条件下,增施磷石膏2 100kg·hm-2能显著促进小麦生长,增产达37.71%.磷石膏对麦田CO2的减排作用在小麦生长的各个时期有所不同:施用磷石膏1 050 kg·hm-2处理,在小麦生长拔节期、抽穗期和灌浆期对麦田CO2的减排效果较为明显,相比对照分别减少8%、10%和6%;在整个小麦生长季累计减少CO2排放3%;施用磷石膏2 100 kg·hm-2处理,在小麦越冬返青期、拔节期和抽穗期,相比对照减少CO2排放11%、4%和12%,在小麦生长季累计减少CO2排放7%.磷石膏施用量较大的处理对CO2的抑制和减排效果较好.研究还表明在施用磷石膏的情况下,一定范围内,CO2的排放强度(单位鲜重CO2排放与单位产量CO2排放)与小麦穗长、鲜重和产量呈现显著负相关:即穗长越长,鲜重和产量越大,CO2的排放效率越低.在碳交易背景下,磷石膏资源化利用具有较高的经济和环境效益,主要体现在:与对照相比,投入/产出从1∶8.3变为1∶10.7,即在相同投入的情况下可提高28.92%的产出;每吨磷石膏作为麦田温室气体减排剂,可节省治理环境的费用与增产总额合计约290元.废渣磷石膏资源化利用,不仅可以减少环境污染、促进小麦生长,而且可以减少CO2排放,对发展低碳农业、生态农业以及可持续发展农业具有重要应用价值.     

Comparison of Expected Crash and Injury Reduction from Production Forward Collision and Lane Departure Warning Systems

Objectives: The U.S. New Car Assessment Program (NCAP) now tests for forward collision warning (FCW) and lane departure warning (LDW). The design of these warnings differs greatly between vehicles and can result in different real-world field performance in preventing or mitigating the effects of collisions. The objective of this study was to compare the expected number of crashes and injured drivers that could be prevented if all vehicles in the fleet were equipped with the FCW and LDW systems tested under the U.S. NCAP.

Methods: To predict the potential crashes and serious injury that could be prevented, our approach was to computationally model the U.S. crash population. The models simulated all rear-end and single-vehicle road departure collisions that occurred in a nationally representative crash database (NASS-CDS). A sample of 478 single-vehicle crashes from NASS-CDS 2012 was the basis for 24,822 simulations for LDW. A sample of 1,042 rear-end collisions from NASS-CDS years 1997–2013 was the basis for 7,616 simulations for FCW. For each crash, 2 simulations were performed: (1) without the system present and (2) with the system present. Models of each production safety system were based on 54 model year 2010–2014 vehicles that were evaluated under the NCAP confirmation procedure for LDW and/or FCW. NCAP performed 40 LDW and 45 FCW tests of these vehicles.

Results: The design of the FCW systems had a dramatic impact on their potential to prevent crashes and injuries. Between 0 and 67% of crashes and 2 and 69% of moderately to fatally injured drivers in rear-end impacts could have been prevented if all vehicles were equipped with the FCW systems. Earlier warning times resulted in increased benefits. The largest effect on benefits, however, was the lower operating speed threshold of the systems. Systems that only operated at speeds above 20 mph were less than half as effective as those that operated above 5 mph with similar warning times. The production LDW systems could have prevented between 11 and 23% of drift-out-of-lane crashes and 13 and 22% of seriously to fatally injured drivers. A majority of the tested LDW systems delivered warnings near the point when the vehicle first touched the lane line, leading to similar benefits. Minimum operating speed also greatly affected LDW effectiveness.

Conclusions: The results of this study show that the expected field performance of FCW and LDW systems are highly dependent on the design and system limitations. Systems that delivered warnings earlier and operated at lower speeds may prevent far more crashes and injuries than systems that warn late and operate only at high speeds. These results suggest that future FCW and LDW evaluation should prioritize early warnings and full-speed range operation. A limitation of this study is that additional crash avoidance features that may also mitigate collisions—for example, brake assist, automated braking, or lane-keeping assistance—were not evaluated during the NCAP tests or in our benefits models. The potential additional mitigating effects of these systems were not quantified in this study.     

两种模式下中国未来发电行业发展情景及其环境效益分析

为了研究“双碳”目标模式下我国发电行业发展前景及带来的环境效益,建立了饱和“S”状灰色模型计算了按照旧有发电模式——非“双碳”模式下2021～2060年发电行业装机容量和发电量,并基于“中国2030年能源电力发展规划研究及2060年展望报告”计算获得了“双碳”模式下2021～2060年发电行业装机容量和发电量,对比研究了两种模式下中国未来发电行业的发展情景.通过物料衡算法和火电行业排放绩效构建了CO₂、 SO₂、 NO_x、 PM、 PM₁₀和PM_2.5的排放因子以及减排因子,定义了用于衡量污染物减排量的4种环境效益A₁～A₄.结果表明,在“双碳”模式下,火电机组将于2026年实现碳达峰,之后年均降低0.28亿kW,同时要求可再生能源发电机组于2020年后年均增加1.54亿kW以实现碳中和.与非“双碳”模式相比,“双碳”模式下火力发电装机容量将大幅度减少,可再生能源发电装机容量将大量增加,由此产生巨大的环境效益A₁...     

基于摩拜骑行数据的上海市共享单车减排效益时空分析

移动互联网环境下的共享单车能够有效减少机动化出行,可在一定成程度上缓解当下交通污染、气候变化等问题,具有显著的减排效益.本研究基于上海市摩拜单车的骑行数据,结合精细化的交通方式排放因子及共享单车替代率调查数据,计算共享单车与其替代交通方式相比所减少的温室气体排放和污染物排放,并分析共享单车减排效益的时空分布特征.结果表明：2016年上海市共享单车的CO₂、CO、HC、NO_x、PM_2.5和PM₁₀减排量分别为6322、74、8.57、6.33、0.32、0.48 t;在时间上具有典型的峰谷现象,其中,早晚高峰贡献了约45%的减排量;在空间上主要分布于中心城区,其中,南京东路街道单位面积减排量最高.因此,上海市共享单车的减排效益主要产生于早晚通勤交通与人口集聚的地区.为了提高共享单车的减排效益,政府和运营者需要在未来继续扩大共享单车的覆盖范围,增加在郊区的投放数量,鼓励更多外围居民使用共享单车.     

共享骑行减污降碳效益研究

共享骑行作为一种新兴的绿色出行方式，凭其便捷、经济、共享的特点，已发展成为一种重要的城市出行交通方式。共享骑行作为一种绿色交通出行方式，可替代能源消耗型交通出行方式，具有明显的减污降碳环境效益。然而，目前关于共享骑行环境效益的定量研究，主要集中在“降碳”方面；对于“减污”的研究较少，尚未见公开发布的核算方法学。本文对共享骑行的“降碳”效益方法学进行了梳理并定量核算了“降碳”效益；对于“减污”效益，采用“降碳”核算方法学的思路进行了定量核算的方法探索。在此基础上，结合某大型共享骑行公司的用户骑行数据，对共享骑行“减污降碳”的环境效益按照有地铁城市和无地铁城市进行了分别核算。结果表明：①共享骑行具有显著的“减污”和“降碳”协同环境效益；②共享骑行“减污降碳”环境效益在无地铁城市比有地铁城市更为突出；③共享电单车比共享人力单车具有更高的环境效益。最后，本文对所采用的核算方法的局限性进行了分析，并提出了共享骑行环境效益核算未来的研究探索方向，包括共享骑行激励政策的制定、不同尺度或区域共享骑行环境效益核算以及出行替代率的方法学研究等。