Effect of the degree of crosslinking on penetrant transport in polystyrene

The effect of the degree of crosslinking of glassy polymers on the transport mechanism of penetrants was investigated using a series of divinyl benzene (DVB)-crosslinked polystyrenes of nominal crosslinking ratio X from 0.001 38 to 0.060 mol DVB/mol styrene. The number average molecular weight between crosslinks, $\text{M}\text{?}{}_{\mathrm{<mtext>c</mtext>}}$, was determined from equilibrium swelling experiments in cyclohexane. Dynamic swelling experiments with cyclohexane at 30°C showed that the mechanism of penetrant transport was anomalous. An overshoot in the penetrant uptake was observed, characteristic of macromolecular relaxations and of changing solubility of the cyclohexane in the continuously swelling polystyrene. Photographs of various samples during the swelling process showed that solvent crazing occurred predominantly in loosely crosslinked samples.     

川中丘陵区一种新型小流域径流输沙模型的建立与应用

径流输沙模型对定量评价水沙的输出响应具有重要的意义。本研究在已有研究成果的基础上，通过对四川盐亭县林山西沟小流域的径流、泥沙进行现场观测与分析，提出含沙量单位线的定义及其确定方法，建立了适应该小流域的径流输沙模型。并应用实测资料进行比较，表明模型的模拟结果可靠，模拟过程确定性系数达0．8以上，为川中丘陵区小流域径流输沙过程的预测预报提供了一个新方法。     

西北江三角洲来水来沙的非线性分形特征

根据西、北江干流高要、石角及西北江三角洲网河区顶点马口、三水四个水文站的流量和含沙量资料 ,应用非线性分形原理的R S方法 ,计算西北江干流及西北江网河区顶点四个水文站的流量、含沙量的赫斯特数H和分形维数D ;探讨西、北江干流来水来沙的分形特征及西北江三角洲的分水分沙规律。结果表明 ,流量的分维数略大于含沙量的分维数 ,三水站流量及含沙量的分维数与其上游的石角站流量、含沙量的分维数相差较大 ,与思贤的分水分沙造成西北江的水沙交换有关     

Sediment chemistry and nutrient influx in a hydrologically restored bottomland hardwood forest in Midwestern USA

Exchanges of total N and C between a river and its floodplain forest have been enhanced by sedimentation processes during flood pulses at a 5‐ha bottomland hardwood forest located at the Olentangy River Wetland Research Park in central Ohio. In the spring of 2000, the forest was hydrologically restored by notching an artificial levee that had separated the Olentangy River and its floodplain forest for 100 years. One‐hundred flat sediment traps (30 cm × 30 cm) were used to collect sediment samples during spring/summer flooding events from 2003 to 2005. Results showed that sediment deposition is determined by the landscape variability during flooding events, Net sediment deposit in the wettest area averaged 134 ± 12 g‐dry wt m^?2 in 2003, 127 ± 17 g‐dry wt m^?2 in 2004 and 149 ± 23 g‐dry wt m^?2 in 2005. Total N and C sedimentation ranged from 0.49 to 0.92 g‐N m^?2 and 5.2 to 19.9 g‐C m^?2. Fe dominates the sediment chemistry and results show the elemental abundance in the order of Al > Fe > Ca > K > Mg > S > P > Na > Mn > Zn > B > Cu > Mo. A hydrologic pulsing index (HPI) could be used as an indicator for mass changes of energies with hydrologic pulsing events. Restoration of seasonally flooded bottomland forests could stimulate potentially large nutrient and Fe releases, which would eventually lead to an enhanced forest productivity and biodiversity. Copyright © 2007 John Wiley & Sons, Ltd.     

Air flow through a non-airconditioned bus with open windows

Open window buses without air-conditioning are a major mode of urban and inter-city transport in most countries. High occupancy combined with hot and humid conditions makes travel in these buses quite uncomfortable. In this study air flow through a bus has been studied that could be the basis for low cost and eco-friendly methods of increasing passenger comfort and possibly reduce drag. The aerodynamics of such a road vehicle has not been studied as previous investigations have been confined to vehicles with closed windows that present a smooth exterior to air flow. Using a 1:25 scaled Perspex model of an urban bus in Delhi, flow visualization was performed in a water channel. The Reynolds numbers were one-tenth of a real bus moving at 10 m/s. Smoke and tuft visualizations were also performed on an urban bus at 40 km/h. Numerical simulations were performed at the actual Reynolds number. Even though there were Reynolds number differences, the broad features were similar. Air enters the bus from the rear windows, moves to the front (relative to the bus) and exits from the front windows. Inside air velocity relative to the bus is about one-tenth of the free-stream velocity. The flow is highly three-dimensional and unsteady.     

Success and failures in urban transport planning in Europe—understanding the transport system

Technological determinism has become a kind of religion for many people since it appears to offer solutions for societal problems as never before in history. Transport is one of the fascinating technology branches developed during the last 200 years. Effortless movement over long distances has become possible for car users as long as cheap fossil energy is available. However, the effect of fast transport on urban structures and society was not taken into account when developing these technical means. Technologists and economists have used indicators for expected benefits of these fast transport modes without taking into account the real system effects on society and urban structures. Plausible assumptions and hopes instead of scientific understanding of the complex system are used in practice. In contradiction to widely held beliefs of transportation planners, there is actually no growth of mobility if counted in number of trips per person per day, no time saving by increasing speed in the system, and no real freedom of modal choice. Modal choice is dependent on physical and other structures, the artificial environment built by urban planners, transport experts and political decisions. The core hypothesis of traditional urban and transport planning ‘growth of mobility’, ‘travel time saving by increasing speed’ and ‘freedom of modal choice’ are myths and do not exist in the real urban and transport system. This is the reason why urban planning and transport planning based on traditional non-scientific assumptions is creating continuously not only more transport problems, but also environmental and social as well as economic problems all over the world, where these principals are applied. Urban transport planning in Europe, understanding the transport system and the solutions are presented in this paper.     

云南东川泥石流沟与非泥石流沟~(137)Cs示踪法物源研究

运用1 37Cs示踪法调查云南东川小江流域 6条泥石流沟、6条非泥石流沟和主河的泥沙来源。泥沙主要来源于冲沟侵蚀和滑坡崩塌堆积、坡耕地和草地。坡耕地和草地表层土壤1 37Cs平均含量分别为 0 9Bq m2 和1 98Bq m2 ,冲沟沟壁和滑坡崩塌堆积土体1 37Cs。作者通过 3种源地土体1 37Cs含量的比较 ,分析了细粒泥沙(<0 0 1mm)的来源。 6条泥石流沟冲沟侵蚀和重力侵蚀 (滑坡崩塌 )的相对产沙量变化于 90 2 %～ 1 0 0 % ,平均值为 95 1 % ,6条非泥石流沟的相对产沙量变化于 74 5 %～ 83 3% ,平均值为 78 9%。小江主河为 81 4 %。     

小浪底水库坝前漏斗区泥沙测验分析

小浪底水库坝前漏斗区的形成和发展,直接影响到枢纽建筑物的安全运行。为了保持塔前“门前清,”掌握坝前漏斗区的形成和发展,保证水库进入拦沙后期和正常运用期的正常运用,对坝前漏斗区进行了泥沙测验分析。结果表明:目前漏斗区范围内纵向坡度较缓,尚没有明显的漏斗形成,仅在坝前和塔前200m×1000m范围形成了漏斗雏形。     

灞河生态治理工程模型试验研究

通过模型试验 ,对位于西安市东郊因采沙使河道破坏严重的灞河河段进行了复现试验和研究 ,并以此为依据 ,通过优化比较为设计部门提供了合理的橡胶坝坝址和坝座高程。在此基础上 ,又对建坝后橡胶坝对上下游冲淤变化的影响进行了试验研究和分析 ,解决了工程设计中的一些关键技术问题