As local authorities are becoming more interested in the assessment of pollutant loads, this study offers a Geographic Information System (GIS) model for assessing nonpoint source of pollution for two scenarios: the current and ultimate stage of urbanization. The Puhinui Catchment, Manukau City, has been used as a case study in developing and testing this model. This catchment has all the attributes of a "typical" urban area and gives a good representation of the effects of land use on the receiving waters of Puhinui Stream and its estuary. Annual mass contaminant loadings were calculated by firstly assessing the physical characteristics of the Puhinui catchment (case study catchment) and secondly describing the nature of storm water quality and calculating the annual mass contaminant loadings.GIS is used to multiply the annual runoff volume by a mean pollutant concentration to acquire an average annual pollutant load. The annual runoff volume is calculated from the drainage area, runoff coefficient and annual rainfall. To calculate the total mean pollutant load, the pollutant loads for all land use types within the catchment are summed and the process is applied for each pollutant. This GIS model determines the connection of typical pollutant concentrations with land uses in the catchment and offers a characterisation of nonpoint source pollution in that catchment. This model can be used for, identifying catchment areas that contribute considerably to the pollution of waterways, determining the appropriate treatment of the storm water runoff for particular sub catchment, storm water quality improvement prioritization and cost-benefit analysis, selecting locations for water-quality monitoring stations, improvement in maintenance practices, assessment of proposed development environmental effects.

The capacity and efficiency of melter slag (provided by New Zealand Steel) to remove heavy metals and suspended solids from stormwater samples are studied in this thesis. A series of batch tests were carried out to investigate the adsorption-desorption mechanism of the slag to remove heavy metals (Cd2+, Zn2+ and Cu2+) from working solutions. The results showed that all the tested metallic ions could be removed by mixing the melter slag with the working solutions. Adsorption and ion exchange are the dominant mechanisms in this process. The adsorption capacity follows the descending order of Cu2+ > Zn2+ = Cd2+. Varied binding energy of different metallic ions to the slag resulted in competitive adsorption between ions.A variety of substances: inorganic salts (KCl, NaCl, KNO3 and sea water), organic acids (citric and tartaric) and inorganic acids (nitric and carbonic), were tested as desorbing agents to recover the used slag. Citric acid in sea water was found to be the best in terms of desorption efficiency and cost-effectiveness.The column tests were carried out to simulate the filtration bed in laboratory conditions. Stormwater samples were collected from residential and commercial areas in Auckland. The synthetic stormwater samples were prepared from clay and metallic ion solution. Both samples were used as feeding solutions in the tests. The removal efficiencies of suspended solids and metallic ions (Zn2+, Cd2+ and Cu2+) vary depending on different operation conditions. They are in inverse proportion to the grain size of the melter slag and the influent flow rate. The higher removal efficiency of Zn2+ than that of suspended solids infers that metallic ions are removed by both precipitation and adsorption.

京都大学 / 0048 / 新制・課程博士 / 博士(経済学) / 甲第20785号 / 経博第557号 / 新制||経||282(附属図書館) / 京都大学大学院経済学研究科経済学専攻 / (主査)教授 諸富 徹, 教授 劉 徳強, 教授 依田 高典 / 学位規則第4条第1項該当 / Doctor of Economics / Kyoto University / DFAM

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Syftet med den här avhandlingen är att förbättra möjligheter till miljöledning av järnvägens infrastruktur genom att utveckla en metod för att rikta in ansträngningar på att minska miljöpåverkan från infrastrukturens produkter. Metodens används i ett byggprojekt och dess robusthet blir testad. Den använder den materialrelaterade energianvändningen för att studera miljöpåverkan från infrastrukturen. Vidare studeras vilka förutsättningar och hinder det finns för att införa ett livscykelperspektiv i Banverkets organisation. Först analyserades de miljömässiga försättningarna genom en jämförande studie med vägtransportsystemet. Fokus låg även på infrastrukturens del i miljöpåverkan i jämförelse med själva transporterna i de bägge systemen. Sedan presenterades metoden och analyserades med avseende på användbarhet och robusthet. I de senare testen gavs materialtransporternas del av miljöpåverkan samt energiindikatorns miljörelevans extra utrymme.Slutligen studerades de organisatoriska förutsättningarna för att introducera metoden och införa ett livscykelperspektiv vid materialhanteringen. De organisatoriska förutsättningarna präglas mycket av Banverket miljöhistoria som främst handlar om miljögifter kopplade till lokala eller regionala miljöproblem. Dessutom finns det få miljörelaterade krav utifrån, vilket delvis kan förklara att livscykelperspektivet i mångt och mycket saknats inom organisationens materialhantering. Miljökraven på Banverkets inköp av produkter är oftast lagkrav, men eftersom de lagkrav som har anknytning till de globala miljöproblemen, vilka främst kan kopplas till uppströms produktframställning, inte är tillräckligt specifika, har organisationen svårt att översätta dessa till relevanta miljökrav vid upphandling. De avdelningar inom Banverket som är mest berörda av upphandlingen och arbetet med kravspecifikationer kräver mer stöd och kunskap för att kunna införa livscykelperspektivet i materialhanteringen. De upplevda miljöfördelar som järnvägen tycks ha över vägtrafiken är inte helt självklara. Vikten av indirekt miljöpåverkan från infrastrukturen är större för järnvägstrafiken än för vägtrafiken och detta i kombination med att den materialrelaterade energianvändningen är nästan uteslutande fossilbaserad leder till att miljöförsprånget minskar jämfört med trafikens miljöpåverkan. Om vägtrafiken minskar sitt fossilberoende i användningsfasen så måste järnvägssektorn antingen minska energianvändningen eller fossilberoendet i produktionen av järnvägsprodukter för att fortfarande kunna sägas ha miljöfördelar. För att kunna göra det senare måste nya perspektiv introduceras i Banverkets organisation. Metoden som presenteras i denna avhandling kan användas för att introducera dessa nya livscykelperspektiv och bidra till att Banverkets ansträngningar fokuseras på att minska infrastrukturens miljöpåverkan. Denna nya kunskap kan användas vid design av nya järnvägsprodukter och vid upphandlingen av dessa. Dessutom visar avhandlingen på var utförligare miljöanalyser av produkter kan behövas. Metoden använder en energiindikator för att uppskatta miljöpåverkan från materialanvändningen. Denna indikator är lätt att använda för miljöanalysen vilket gör det möjligt att enkelt introducera och inrikta livscykeltänkandet i organisationens miljöledning. Något som annars kan ligga utanför dess expertis, budget och tidsresurser. Metoden identifierar de tre produkter som är absolut viktigast att fokusera på om man vill minska miljöpåverkan från materialanvändningen i infrastrukturen. Dessa är räl, slipers och ballastmaterial där räl har överlägset störst användning av uppströms materialrelaterad energi. Genom att introducera miljökrav tidigt i designprocessen vid införande av dessa produkter kan stora miljövinster göras. Teknikavdelningarna samt upphandlarna behöver därför stöd för att introducera dessa starkare krav på uppströms miljöpåverkan. / The aim of this thesis has been to develop an approach for the scoping of environmental aspects regarding material use in the Swedish railway infrastructure in order to contribute to strategic environmental management. This is done through the development of a method based on the concepts of embodied energy and material flows, which is then tested for its robustness. Furthermore, a study has been made on which preconditions for life-cycle considerations there are for the manager of the Swedish railway infrastructure and how this relates to the actual environmental pressures from the product. The study has used the Swedish National Rail Authority, Banverket, as a case. First the environmental context was studied by an analysis of how the environmental pressure from material use compares to the operations phase and to other transport systems. Secondly, a scoping method for environmental pressure from material use in a large organization was developed and tests performed on its use and its robustness. Special focus was on the importance of materials transports and the environmental relevance of the energy indicator used. Finally, an organizational context was presented which showed the possibilities and hindrances to implementing life-cycle considerations in the environmental management of the Swedish railway infrastructure. It seems difficult to incorporate life-cycle considerations in an organization whose history is characterized by its work on solving specific local environmental issues. In addition, there seem to be limited pressures either from outside or inside the organization to adopt life-cycle environmental management. There is a need for clearer and more specific policy instruments governing many of the global environmental issues pertaining to upstream environmental pressures in order to make it easier for organizations to translate these into something useful in their environmental management. The departments with the most capacity to influence the environmental pressures from material use are demanding support and more knowledge about life-cycle considerations in order to set more relevant environmental requirements on the products. The perceived environmental advantage of the rail transport sector over road transports should not be taken for granted. The importance of the indirect environmental pressures for the rail infrastructure decreases this advantage, since its material-related energy use is almost entirely from non-renewable sources. Thus the rail transport sector needs to start decreasing the use of energy for production of railway infrastructure products or its reliance on nonrenewable energy sources for production. In order to start working with the environmental management of the railway products there is a need to adopt and introduce new perspectives. The approach developed in this thesis can be used to introduce these new perspectives, such as upstream environmental pressures, to the organization’s environmental management. It can also be employed to identify hot spots in the organization’s material use. Consequently, this new knowledge can be used in the design of new products, to set environmental demands in purchasing, and to focus further environmental analyses of the hot spots. It can also be used to broaden the perspectives in, for instance, environmental impact assessments, strategic environmental assessments and environmental reviews. The relative ease with which this indicator is collected and calculated can make it possible for the organization to include new environmental dimensions in their environmental management, which could otherwise be outside their expertise, budget or time frame. The scoping of environmental pressures, by using the approach presented in the thesis, pointed to three important railway infrastructure products. These are the products that Banverket needs to focus on first. One of the most important tasks in incorporating life-cycle considerations for products is to set environmental requirements when introducing new products to the material supply process. The requirements should already be present in the design phase of the products. Thus it is essential that the product developers get the support needed in finding relevant environmental criteria for the new product. One way to accomplish this is to employ an environmental coordinator with sufficient knowledge in the technical departments to work together with the design teams as an integral part of the design process. The overall environmental pressures from the railway transport system depend substantially on the upstream environmental pressures generated by the production of the infrastructure products. These pressures are totally dominated by three products. There is a large improvement potential in focusing the environmental management on these products by posing environmental requirements on their suppliers, in order to decrease the overall environmental pressures generated by the railway transport system.

Seagrasses are important foundation species in coastal ecosystems. Genetic diversity of seagrasses can influence a number of ecological factors including, but not limited to, disturbance resistance and resilience. Seagrasses in the Indian River Lagoon (IRL), Florida are considered to be highly disturbed due to frequent events, like algal blooms, that impair water quality, reducing available light for seagrass growth. Halodule wrightii is a dominant seagrass throughout the IRL, but its genetic diversity has only been quantified in a few Gulf of Mexico and Florida Bay populations and little is known about its potential ecological consequences. I quantified the genetic variation of H. wrightii using microsatellite markers in the southern IRL to determine: (i) how disturbance history influenced genetic diversity, (ii) if morphology of clones was, in part, genetically controlled and related to disturbance history, and (iii) if genotypes showed phenotypic plasticity in response to disturbances. In the IRL, H. wrightii populations exhibited moderate genetic diversity that varied with disturbance history. The disturbance history of a population was classified by the variance in the percent occurrence of H. wrightii over a 16-year period. Genotypic richness and clonal diversity of H. wrightii increased with increasing disturbance histories. Other genetic diversity measures (e.g., allelic richness, observed heterozygosity) did not change with disturbance history. These findings suggest that impacts to seagrass coverage over time can change the genotypic composition of populations. When different genotypes of H. wrightii were grown in a common garden, differences in leaf characteristics among genotypes provided evidence that morphological trait variation is, in part, explained by genetic variance. The disturbance history of genotypes did not directly affect morphological traits. However, significant genotype x site (within disturbance history) interactions found greater variation in shoot density and below ground traits of H. wrightii genotypes from sites of intermediate disturbance history. Traits of H. wrightii were shown to be phenotypically plastic. Significant genotype x environment interactions for shoot density and height demonstrated that genotypes responded differently by increasing, decreasing, and not changing sizes in response to light reduction. Genetic diversity of H. wrightii has strong implications for ecological function in coastal communities. / Includes bibliography. / Dissertation (Ph.D.)--Florida Atlantic University, 2016. / FAU Electronic Theses and Dissertations Collection