2019年10~12月京津冀及周边“2+26”城市重污染减排效果评估

为评估京津冀及周边区域重污染过程期间应急减排措施的效果,基于情景模拟的方法,采用NAQPMS模式和多种观测资料,分析了2019年10~12月期间京津冀及周边区域环境空气质量、重污染过程和气象条件概况,评估了模式24、72和144 h的PM_2.5预报效果,并对应急减排措施的效果和不确定性进行了讨论.结果表明,2019年10~12月京津冀及周边"2+26"城市PM_2.5平均浓度64 μg ·m^-3,同比降低了10 μg ·m^-3;区域性重污染过程4次,受影响城市重污染过程期间PM_2.5平均浓度156 μg ·m^-3."2+26"城市PM_2.5气象条件评估指数（EMI）变化值范围为-15.6%~16.8%,EMI显示北京、天津和石家庄等12个城市气象条件与同期相比变差,变差程度范围为3.2%~16.8%.减排情景模拟分析显示应急减排措施有效减少了区域性重污染过程的发生,污染物峰值浓度降幅明显,未出现区域性严重污染过程.典型重污染期间,北京、石家庄、保定和唐山等城市PM_2.5日均浓度削减2%~9%.区域应急减排措施促使"2+26"城市PM_2.5季度均值分别降低1~3 μg ·m^-3左右,区域性减排效果明显.     

魅力国土空间:重塑区域特色的国土空间规划策略

国土空间规划的提出使我国的规划体系进入到新的发展时期与发展语境,国土空间开发方向已从生产空间为主导转向生态、生活、生产空间相协调。如何将基于“三生空间”概念的传统国土空间认知提升到丰富文化脉络、生态特征、生活基础的复合魅力国土空间,如何对不同区域的发展进行侧重,杜绝对单一发展模式的盲目跟风,是国家和地方面临的共同重大主题。结合国土空间在历史与现实不同时期的发展表征和形成原因,在回溯空间认知过程、反思空间规划实践的基础上,厘清了魅力国土空间的概念与内涵,提出国土空间规划体系下魅力国土空间的关注焦点,从区域发展平衡、管控弹性调整、空间要素流动、发展目标优化等方面阐述了魅力国土空间的作用与功能。     

氧基氯化铁非均相活化过一硫酸盐降解金橙Ⅱ

采用部分热分解法制备了氧基氯化铁（FeOCl）,用于活化过一硫酸盐（PMS）降解难降解偶氮染料金橙Ⅱ（AO7）.利用X射线光电子能谱分析（XPS）、扫描电镜（SEM）和X射线衍射光谱（XRD）对其进行了表征;通过实验评估FeOCl/PMS体系对AO7的降解效果并分析了影响AO7去除率的各种因素.结果表明：FeOCl活化PMS降解AO7效果良好,矿化率达44%.在中性条件下,当FeOCl投加量50mg/L、PMS浓度1.0mmol/L、AO7浓度0.05mmol/L时,AO7可在30min内完全降解.随PMS投加量、FeOCl投加量、Cl^-浓度和反应初始pH值的增大,AO7的脱色效果提高.FeOCl还具有良好的重复利用性.此外,通过自由基淬灭实验、EPR测试和XPS分析了反应的主要活性物种和反应机理：由PMS活化产生的SO₄^-·和·OH对污染物进行降解,其中主要活性物种为SO₄^-·.     

Cr(Ⅵ)踪迹指标现场测定用于铬污染地下水源解析

根据研究区地下水样品测试结果,该文选定与Cr(Ⅵ)极强相关,且物理化学性质较稳定的钠离子作为研究地下水中Cr(Ⅵ)迁移规律的踪迹指标,并采用钠离子复合电极建立了踪迹指标现场检测方法。实验结果表明,钠离子浓度在5～500 mg/L线性范围内的电极响应斜率为-61.09 mV/pNa(103%),方法检出限为0.69 mg/L,加标回收率为92.8%～103.4%,现场测试结果与实验室测试结果一致。该研究根据踪迹指标钠离子与污染物现场检测数据,构建了钠离子与Cr(Ⅵ)浓度比值的对数函数,并有效识别出主污染源、次级污染源、污染物迁移主路径、潜在污染区、潜在影响区及背景区,为铬渣类污染场地土壤和地下水环境风险评价及污染修复提供了技术支撑和参考依据。     

长江经济带水质目标管理平台总体设计

为强化长江经济带资源整合与共享,集成统一规范的大数据平台,基于“十一五”“十二五”国家水体污染控制与治理科技重大专项数据和模型库资源,以面向服务的架构(SOA)和模块化设计为支撑,遵循“五横两纵四统一”的平台架构设计思路,应用大数据挖掘、云计算等现代信息技术,构建长江经济带水质目标管理平台.平台基于长江经济带水生态环境功能分区,兼顾不同类别水质目标管理技术的协调性、衔接性和适应性,对水质目标管理相关信息进行跟踪、模拟、分析和三维可视化表达,在水生态环境功能分区管理、数据汇交与信息共享、容量总量管理、风险评估与预警等方面实现业务化运行,实现全景式水质达标形势研判、一体化风险联防联控.平台已在国家长江生态环境保护修复联合研究中心进行业务化运行,将有效提升长江经济带水环境综合管理能力,同时可为其他重要流域水质目标管理提供信息化工作参考.      

A novel state-of-charge-based method for plug-in hybrid vehicle electric distance analysis validated with actual driving data

Mitigation and Adaptation Strategies for Global Change - Promoting Plug-In Hybrid Vehicles (PHEVs) is viewed as a promising strategy to mitigate the energy consumption and greenhouse gas...     

Well-to-wheels greenhouse gas and air pollutant emissions from battery electric vehicles in China

Mitigation and Adaptation Strategies for Global Change - Electric vehicles (EVs) play a crucial role in addressing climate change and urban air quality concerns. China has emerged as the global...     

Optimal range of plug-in electric vehicles in Beijing and Shanghai

Both China’s national subsidy policies for plug-in electric vehicles (PEVs) purchasers and passenger cars corporate average fuel consumption and new vehicle credit regulation (dual-credit policy) favor long-range 300+ km battery electric vehicles (BEVs) and 80+ km plug-in hybrid electric vehicles (PHEVs). However, these electric vehicles tend to have lower energy efficiency and higher purchase and operation costs. Vehicle with larger batteries can also be less equitable because the subsidies are often provided to more expensive vehicles and wealthier owners. This study takes advantage of a novel dataset of daily driving data from 39,854 conventional gasoline vehicles in Beijing and 4999 PHEVs in Shanghai to determine the optimal range of BEVs and PHEVs within their respective cities. We simulate a model to explore ranges with which PEVs emit less GHGs than that of a baseline hybrid and conventional gasoline vehicle while ensuring that all daily travel demands are met. Our findings indicate that in both cities, the optimal ranges to balance cost and travel demand for BEVs are 350 km or less and for PHEVs are 60 km or less in Beijing and 80 km or less in Shanghai. We also find that to minimize carbon dioxide (CO₂) emissions, the ranges are even lower 10 km in Beijing and 30 km in Shanghai. Our study suggests that instead of encouraging long-range PEVs, governments should subsidize PEV models with shorter ranges. Parallel efforts should also be made to both increase renewable energy over fossil fuels and expand charging facilities. Although individual mobility demand varies, the government could reduce occasional long-distance driving by subsidizing alternative transportation choices. Providing week-long driving trials to consumers before their purchases may help decrease the demand of very long range PEVs by alleviating the range anxiety through a learning process.