The effect of drainage on flora and fauna. The influence of anthropogenic and natural factors on flora, fauna, public health and the general environmental situation

In addition to the influence of anthropogenic pollution on fauna and flora, there are two causes of anthropogenic depletion of natural resources: their excessive use for food and human living conditions; their irrational involvement in agricultural and industrial production.

Man is not only a passive, but also an active subject of the biosphere and nature. In connection with its domestic, agricultural and industrial activities, the natural cycle of substances in nature places an additional burden on both the natural resources used and the pollution of nature. Anthropogenic depletion of natural resources occurs when the consumption of these resources exceeds the ability of the biosphere to reproduce them. The rapid growth of the number of people, the volume of production and consumption of means of subsistence is increasingly, and in recent decades exponentially, reducing natural resources, especially non-renewable ones. Fields suitable for crops are shrinking, soil fertility is deteriorating, forest areas, reserves of mineral raw materials and fuel (oil, coal) are being reduced. Particularly disastrous are the consequences of an irreversible, significant reduction in the gene pool of flora and fauna, i.e., the disappearance of certain species of wildlife. The degree of change in the ecological components of the biosphere can be judged from the examples below.

Human impact on atmospheric resources

Oxygen consumption by humans for their needs, especially for fuel combustion, reaches 20 billion tons/year, which is up to 25% of the amount produced by the biosphere. It is believed that the Earth is warming due to an increase in the concentration of carbon dioxide in the atmosphere, and that some freons have a destructive effect on the ozone layer.

Energy has reached a volume of 8 billion kW, which already accounts for up to 25% of photosynthetic energy. Nuclear power plants produce 18% of energy; in France and Belgium - up to 70%.

Human impact on hydrosphere resources

In developed countries, about 50% of water is spent in agriculture for irrigation and watering, in industry - 40%, for public needs - 10%. The average water consumption in the world for these needs is respectively about 60, 30 and 10%.

Human impact on nature in agriculture

Area of ​​irrigated land at the beginning of the twentieth century. was equal to 40 million hectares, in 1970 - 235 million hectares, in 2000 - 420 million hectares. Water consumption for the production of agricultural products is (t/ha): grain - 2-3; sugar beets - 3-6; perennial herbs - 2-8; cotton - 5-8; rice - 8-15. Irreversible water losses during irrigation reach 20-60% of water intake. Total global water consumption by agriculture is growing rapidly (km 3 /year): beginning of the 20th century. - 350; 1970 - 1900; 2000 - 3400.

The influence of industry on nature

Water consumption in industry is growing even faster. In 1900, it consumed about 30 km 3 of water all over the world, in 1950 - 190, in 1970 - 510, in 2000 - 1900 km 3.

The main consumer of water in industry is thermal power generation. Here, a distinction is made between direct-flow and recycled water consumption. With direct-flow water consumption, a large amount of water is consumed, but irreversible losses are small. With recycling consumption, when waste water after purification is used again in production, water consumption is sharply reduced, for example, a thermal station with direct-flow water consumption consumes 1.5 km 3 of water per year, with recycling - 0.12 km 3 / year, i.e. . 13 times less. In the southern regions, water consumption is greater than in the northern ones. Nuclear power plants consume 1.5-2 times more water than thermal ones. However, the share of irretrievable water losses in thermal power engineering is small - 0.5-2%, with total losses of 5-10%.

The influence of population on nature

510% of the world's water is consumed for municipal needs. A person's immediate physiological needs for water are about 2.5 liters per day. However, the actual daily volume of water consumed by one resident in a village without running water is 30-50 liters, with running water - 80-150 liters, in the city 200-600 liters, i.e. 20-250 times more than what a wild person consumed . A city with a population of 1 million people uses up to 0.5 million m 3 of water per day. From 1900 to 1950, water consumption by the population increased 3 times, from 1950 to 2000 - 7 times. Every 8-10 years, water demand doubles due to population growth. The share of irretrievable water losses is approximately 10%.

Total water consumption in Russia. In 1975, with an annual river flow of 4720 km 3 (this is about 11% of the Earth’s river flows), it amounted to 335 km 3, i.e. about 7%. The estimated water flow in 2000 is 800 km 3 . This is already 17% of river flows.

The balance of clean water in the hydrosphere is being disrupted throughout the world, and there is a shortage of it. Thus, irreversible water consumption due to reservoirs ranges from 430 to 570 km 3 per year. Untreated water is discharged into reservoirs up to 30 km 3 per year.

According to M.I. Lvovich, in the mid-80s. on the globe, 150 km 3 /year was spent on industrial and domestic needs. This is about 0.5% of river flows. According to the law of water consumption, the actual water intake should be 4 times greater - 600 km 3 /year, of which 450 km 3 /year is return or waste water. To neutralize and dilute them, clean water is needed, and 10-15 times more, about 6000 km 3 /year. This already accounts for 30% of the world's river flow.

Human impact on lithosphere resources

Of the total area of ​​the earth's land, 1/3 of it is already occupied by man for his needs. Thus, about 1 billion hectares (7% of the land area) are taken for industry and roads, about 3.7 billion hectares (25% of the land area) are taken for meadows and fields. A huge amount of rock is extracted - up to 100 billion tons, of which only about 1% is used.

World production of essential minerals in 1980 was (million tons): coal - 2650; brown coal - 930; oil shale - 110; oil - 3460; enriched iron ores 706; bauxite - 89; chrome ore - 4.3; copper - 7.9; zinc - 5.6; NaCl - 165; phosphates - 135.

The data presented show that millions of tons of ores, and billions of tons of coal and oil are extracted from the bowels of the Earth every year. And the rate of their extraction is growing annually: fuel - by 4%, ores - by 5%.

In Russia, during democratization and the transition to market relations (since 1990), the extraction and processing of minerals decreased by 30-50%. A significant number of enterprises, mines (more than 100), and mines are being liquidated. The exception is the volumes of gas production, aluminum and zinc production, which remained almost unchanged. The low increase in proven mineral reserves is alarming. New owners extracting and processing mineral resources, in particular gas and oil, do not want to invest and explore their reserves, expecting that government agencies will continue to do this for them at taxpayers’ expense. Another drawback is the incomplete and shallow processing of raw materials, which leads to the loss of significant quantities of valuable components in the waste. Thus, during ore enrichment, more than 1/3 of tin, tungsten, about 1/4 of iron, molybdenum, and potassium oxide are lost. In Siberia, only about 1/3 of the oil is extracted from the depths. Overburden rocks and processing waste are accumulated in large volumes in dumps, and large tracts of land are taken out of production.

The problem of mineral hunger

Mineral reserves are being depleted, especially minerals and irreplaceable fossil fuels: oil, coal, gas. At current production levels, coal will last for 2-3 millennia, and taking into account its constant growth in production, for several centuries. Oil will be depleted in the coming centuries. Thus, Kuwait’s oil reserves will last for about 220 years, Iran – for 115 years, and the United Arab Republic – for 70 years. The United States imports 50% of its mineral raw materials, leaving its subsoil mostly untouched.

Impact on soil resources and their fertility. Natural There are two reasons for soil destruction: erosion and deflation.

Erosion(lat. erodere- erode) - washing away and erosion of the fertile soil layer by melt and storm water. Areas with undulating and mountainous terrain are especially susceptible to it.

Deflation(lat. deflare- blow away) - blowing away a layer of soil by the wind. It is especially developed in drought and on lands with disturbed turf soil.

Negative Impact person on soils is more diverse:

withdrawal of agricultural land from circulation for settlements, roads, enterprises, mining, for reservoirs, nature reserves, etc.;

soil depletion of humus due to unbalanced removal of organic matter from ecosystems in the form of crops; pasture degradation due to overgrazing;

plowing of land, leading to disruption of the turf layer of soil, which contributes to faster erosion and deflation of the soil, especially on slopes;

soil salinization, contamination with pesticides and toxicants, especially near cities.

According to scientists, since the beginning of human cattle breeding and farming, humanity, for various reasons, including soil erosion, has lost about 2 billion hectares of land, of which up to 0.7 billion hectares of arable land. But what is especially alarming: land desertification continues at the present time at a rate of 5 to 20 million hectares/year. In Russia, out of 200 million hectares of arable land, about 26 million hectares are subject to erosion, 8 million hectares are subject to deflation, and their combined impact is 2 million hectares. There are three times more lands for which the possibility of erosion and deflation is quite high. Over the past 10-15 years in Russia, the area of ​​chernozems disturbed by erosion and deflation has increased by an average of 250-300 thousand hectares per year. Of these, 25-30 thousand hectares of chernozems are lost due to the formation of ravines.

Human impact on flora and fauna resources

The agricultural activities of mankind have aggravated the condition of the earth's agricultural soil cover, flora and fauna. Since the beginning of cattle breeding and agriculture, thanks to humans, deserts have grown by 1000 million hectares (6.7% of the land). And they grow at a rate of 10-44 ha/min. 200 thousand hectares are subject to soil erosion annually. A significant reduction by man of natural biocenoses has led to a global impact on changes in the species composition of vegetation and living organisms, on its impoverishment both in connection with the extermination of a number of their representatives, and in connection with man’s identification of his chosen flora and fauna for cultivation.

Reduction of the gene pool of the flora

The ongoing human attack on natural biocenoses, livestock grazing, uncontrolled predatory harvesting and extermination of the most useful and interesting plants lead to their disappearance and the wider distribution of unused weeds. Of the 250 thousand species of higher plants, about 30 thousand species are under threat of extinction in the next 100 years. 10-15% of the total species composition of plants is used by humans. In Russia, 1-2 plant species disappear every year.

Botanists around the world are sounding the alarm about the death of the plant gene pool. They have created Red Books of rare and endangered plants at the global and regional levels, and are conducting explanatory work. However, the effectiveness of the impact of ongoing environmental measures on the consciousness of the population and on the activities of individual natural resource users is low. The main reason for this is the lack of proper, widely organized control and demand for permitted cases of destruction of rare and endangered plant species, both by the local population and by specialized services and administrative bodies. For example, in Russia there is no state system for monitoring wild plant stocks, and, undoubtedly, it needs to be created.

Reduction of forest area

Since the beginning of human development of agriculture, the forest cover of the Earth's continents has decreased from 10.4 to 3.9 billion hectares, i.e. from 75 to 28%. The forest is cut down at a rate of up to 20 ha/min. In England, more than 95% of forests have been destroyed; in Italy and France - 85-90; in America - 70; in Africa and the European part of Russia - 60%. Forests have decreased the least in Finland - only by 35%.

In recent years, the loss of tropical forests in Africa and Central and South America has reached dangerous proportions. Tropical rainforests cover only 6% of the world's land mass, but they are home to almost half of all species on Earth and most of the 80,000 edible plants. Their vegetation is the main gene pool for agriculture, forestry, and pharmacy. At current rates of tropical deforestation, 20% of species will disappear within 20 years. Tropical rainforests are also of great importance for the carbon cycle in the atmosphere. Therefore, the problem of their conservation is of global importance.

Main reasons reduction of the forest area on Earth: withdrawal of forest areas by humans for agriculture and other needs; excessive cutting and harvesting of forests, when incomparably more of it is taken than is reproduced; Forest fires; 97% of fires occur near settlements due to human fault, in sparsely populated areas - 50-60%; damage to forests by harmful insects, especially gypsy moths; acid rain; recreational (lat. recreation- restoration, rest time) overload of forests when people stay in them.

Near cities, in densely populated areas, an increase in the load per 1 hectare of forest by more than 8-15 people per hour or the density of short-term vacationers (visitors) by more than 20-50 people/ha leads to the destruction of the forest biocenosis. This, firstly, is due to the compaction of the soil surface when people walk, up to six times (like a dirt road). A decrease in soil porosity and disruption of its structure worsens the living conditions of soil microorganisms and the nutrition of forest vegetation. Secondly, collecting mushrooms, flowers, berries, and nuts undermines the self-renewal of a number of plant species. Trampled clearings appear in the forest, where there is no longer any vegetation, as well as broken trees, heaps of garbage and black spots of fireplaces. Thirdly, noise scares away birds and mammals and prevents them from raising their offspring normally.

Fires cause great harm to forestry. For example, a fire in Central Siberia in 1915 had an area of ​​160 million hectares, during which the taiga burned down on an area of ​​12.5 million hectares. By destroying forest vegetation, fires lead to the washout and wind blowing of thin soil layers and the formation of rocky screes, the rate of soil erosion increases hundreds of times, and floods on rivers intensify. After fires and unsystematic deforestation, the composition of forests deteriorates, tree growth decreases, and harmful insects and wood-destroying fungi begin to multiply rapidly. “Green fires” occur when huge forest areas are affected by silkworms. So, in 1896-1909. in Eastern Siberia, the forest suffered from silkworms on an area of ​​565 thousand hectares.

Reduction in the number of fauna and its gene pool

Natural regulation The animal world is very diverse. It depends on the places of distribution (continents, islands, isolated landscapes), migration routes, the degree of change in climatic conditions, natural disasters, epidemics, etc. Thus, in nature, global climate change led to the death of dinosaurs and, much later, mammoths. The death of the living world over large areas is observed from major natural disasters: large fires and earthquakes, extensive floods and hurricanes, severe cold snaps and droughts.

However, the anthropogenic impact on the number of fauna is more widespread and varied. The use of animals for food and for making clothing is associated with the extermination of a number of its species: Steller's cow, aurochs, great auk and many others. In total, from 200 to 400 species of animals were exterminated. Another 1,200 species are threatened with extinction. The increase in shooting and trapping of animals is unreasonable. For example, in 1920, 11.4 thousand whales were caught, and 35 years later, in 1965, about 65 thousand. On the Hawaiian Islands, 60% of the fauna was destroyed. In the Mascarene Islands, bird flocks have declined by 86%.

On the other hand, to the detriment of wild animals, the domestication and cultivation of individual species and groups of animals occurred, and not always for practical purposes. The development of goats in Southern Europe has had almost catastrophic consequences for vegetation. The cult of “sacred” cows in India, the number of which has reached 250 million, causes significant damage to vegetation and the environment. The introduction of rabbits to Australia led to significant changes in the fauna and flora of its grassy landscapes. The killing of leopards in Kenya has led to the devastation of wild boars. Overfishing is observed in various water basins.

ECOLOGICAL PROBLEMS OF MOTOR TRANSPORT

There are two main directions for improving modern transport power plants:

Rational use of fuel;

Reducing the harmful impact of vehicles on the environment.

Balance of relative reduced emissions of internal combustion engines for individual components: CO - 5%; soot - 2%; СНх - 1%; SO2- 8%; NOx - 70%; lead - 14%.

Negative environmental consequences of motorization:

Environmental pollution: ingredients®air, water, soil.

Environmental pollution: parametric®noise, heat, electromagnetic radiation; vibration.

Environmental pollution associated with the consumption of resources, labor costs, reduction of habitats, and death of living organisms.

The harmlessness of a car can be ensured by traffic safety, reduction of noise from vehicles, and reduction of environmentally polluting ingredients.

Traffic safety is the brake mechanisms, the parameters of which characterize the stability and controllability of the car. These are visibility, alarm efficiency, head restraints, seat belts, energy-absorbing steering column, and safety body parts.

Noise reduction is the quietness of the engine, gearbox, final drive, tire brakes, tightness of body joints, stability and quietness during vehicle operation.

Reduction of polluting ingredients. Complete combustion of fuel in the internal combustion engine, in all operating modes, absence of toxic components in exhaust gases (EG), presence and operation of exhaust gas neutralizers, prevention of crankcase gases from entering the atmosphere. Ultimately, the measures presented are the performance of the vehicle and its safety.

CAR IS A SOURCE OF ENVIRONMENTAL POLLUTION

Harmful and toxic substances contained in the exhaust gases of automobile engines may not undergo any changes in the atmosphere for a long time and can be transported over significant distances. In addition, primary pollutants in the atmosphere, under appropriate conditions, can interact with each other, forming new toxic or harmful substances, for example, sulfates, nitrates, ozone, acids, photooxidants, etc.

Sulfur and nitrogen oxides, being in the atmospheric air for up to 2-5 days and moving with the air flow over a distance of 1000 km, can turn into acids:

SO2+NO®SO3(H2O)®H2SO3.

H2SO3+ O2® SO3+HO2·.

H2SO3+OH·® H2SO4.

NO+ O3® NO2+O2.

The main atmospheric pollutants include sulfur dioxide, suspended particles, CO, CO2, NOx, photo-oxidants and reactive hydrocarbons, lead, mercury, cadmium, chlorinated organic compounds, petroleum products, microtoxins, ammonia, freons, metals, radioactive substances, etc.

The most toxic chemicals are: mercury, arsenic, lead, zinc, cadmium, sulfur compounds, hydrocarbons (polycyclic aromatic hydrocarbons-PAHs). By contaminating the air and water, they cause poisoning, nervous system disorders, metabolic disorders, and cancer. Human diseases are also caused by increased noise levels, vibration, and electromagnetic radiation.

Harmful effects for plants and animals are also associated with pollution of the natural environment with toxic substances: gases (H2S, HF, O3, NO2, Cl2), aerosols (HCl, H2SO4), heavy metals, inorganic salts, and petroleum products.

Petroleum products cause the death of microorganisms and phytoplankton in water bodies, negatively affect the morphological and physiological functions of plants, causing their diseases (chlorosis, necrosis), deficiency or excess of certain chemical elements in the soil and water.

Living organisms are sensitive to any changes in the environment. The CO2 contained in exhaust gas, as well as the heat from power plants, contributes to the formation of the greenhouse effect - climate warming on a global scale.

SOURCES OF HARMFUL SUBSTANCES AND THEIR INFLUENCE ON THE HUMAN BODY

The main source of air pollution today is spark ignition engines. However, reducing the toxicity of automobile diesel engines also deserves serious attention.

SOURCES OF HARMFUL AND TOXIC EMISSIONS

In any power plant (engine), polluting emissions are generated during fuel combustion. Liquid fuel for internal combustion engines contains a sufficient amount of elements C, H and a large amount of O, N, S. Air contains N2 - 78.03%; O2 - 20.99%; CO2- 0.03%; inert gases - 0.04%.

To ensure the combustion process, a working mixture consisting of one part fuel and 15 parts air is supplied to the internal combustion engine. Therefore, harmful and toxic components are formed in the exhaust gas as a result of combustion of the working mixture.

In total, the exhaust gas of automobile internal combustion engines contains about 280 components, which, according to their chemical properties and the nature of their impact on the biosphere, are divided into non-toxic (H2O, H2, O2, N2), harmful - CO2 and toxic (CO, NOx, CHx, SO2, H2S, aldehydes , soot, etc.).

The main sources of harmful and toxic emissions include crankcase gases, fuel vapors, and the fuel tank.

Fuel vapor (CxHy) is fuel vapor that enters the atmosphere from fuel tanks, elements of the engine power system: joints, hoses, etc. They consist of hydrocarbons. Due to the high viscosity of diesel fuel, diesel engines emit less hydrocarbon vapors. There are also vapors from fuels and lubricants and special liquids - oil leakage, evaporation of antifreeze.

Crankcase gases are a mixture of gases penetrating through the leaks of the piston rings from the combustion chamber into the crankcase, and oil vapors located in the crankcase, and then entering the environment. The mixture of these gases greatly irritates the mucous membrane of the respiratory system.

Exhaust gases (CO, CHx, NOx, soot, etc.) are a mixture of gaseous products of complete (incomplete) combustion of fuel, excess air and various microimpurities (gaseous, liquid and solid particles coming from the engine cylinders into its exhaust system) .

Summarizing the data from the tables, we can conclude that a gasoline engine emits approximately 7 times more CO than a diesel engine, and approximately 3 times more aldehydes than a diesel engine. The emissions of the remaining components of these engines are almost identical. However, diesel emits more (about 10-15 times) SO2.

CONTENT OF HARMFUL AND TOXIC EMISSIONS, THEIR EFFECT ON THE HUMAN BODY

Harmful and toxic emissions are conventionally divided into regulated and unregulated. They act on the human body in different ways. Toxic emissions: CO, NOx, CHx, RxCHO, SO3, soot, smoke.

CO-carbon monoxide is a colorless and odorless gas, lighter than air. It forms on the surface of the piston and on the wall of the cylinder, in which activation does not occur due to intense heat removal in the wall, poor fuel atomization and dissociation of CO2 into CO and O2 at high temperatures.

C+1/2CO2=CO.

During diesel operation, the CO concentration is insignificant (0.1-0.2%). In a gasoline engine, when idling and at low loads, the CO content reaches 5-8% (due to operation on enriched mixtures?).

CO causes nervous system disorders, headaches, weight loss, and vomiting. This happens because CO changes the composition of the blood and reduces the formation of hemoglobin, interfering with the process of oxygen saturation in the body. Hemoglobin combined with carbon monoxide is called carboxyhemoglobin. Hemoglobin bound to oxygen is called oxyhemoglobin.

People with elevated carboxyhemoglobin levels experience two important symptoms. This is a decrease in the ability to perceive signals coming from the external environment and disruption of thinking processes.

NOx (nitrogen oxides) - all nitrogen oxides are physiologically active and belong to the third hazard class. MPC (in terms of NO2) - 5 mg/m3.

N2 is an inert gas that reacts actively with oxygen at high temperatures. NOx emissions from exhaust gas depend on the ambient temperature. The greater the engine load, the higher the temperature in the combustion chamber, and accordingly the emission of nitrogen oxides increases. The temperature in the combustion zone (combustion chamber) largely depends on the composition of the mixture. A mixture that is too lean or rich produces less heat during combustion. The combustion process slows down and is accompanied by large heat losses in the wall, i.e., under such conditions, less NOx is released, and emissions increase when the mixture composition is close to stoichiometric. For diesel engines, the NOx composition depends on the fuel injection angle and the auto-ignition delay time.

Nitrogen oxides irritate the mucous membrane of the eyes and nose and destroy the lungs. In the respiratory tract, nitrogen oxides react with moisture. Nitrogen oxides destroy the ozone layer.

It is believed that the toxicity of NOx is 10 times greater than the toxicity of CO.

Hydrocarbons (CxHy) are conventionally ethane, methane, etc. Exhaust gas contains 200 different hydrocarbons.

In diesel engines, CxHy are formed in the combustion chamber due to low mixture homogeneity, i.e. in cases of a rich mixture, where the flame goes out, where there is weak air turbulence, low temperature, poor atomization.

CxHy have an unpleasant odor, CxHy in the form of vapor (gasoline) is also toxic.

ICEs emit large amounts of CxHy when idling due to poor turbulence and reduced combustion rate.

CxNy irritate the eyes and nose and are very harmful to flora and fauna. Saturated hydrocarbons have a narcotic effect on the human body.

Unsaturated hydrocarbons. Olefins cause lacrimation, coughing, and disturbances in the functioning of the nervous system. Reacting with nitrogen oxides under the influence of sunlight, they form biologically active substances that cause irritation to the respiratory system and also cause damage to flora and fauna.

Polycyclic aromatic hydrocarbons. PAHs are divided into 4 groups based on their degree of carcinogenicity:

Strong carcinogens are benzo-a-pyrene, dibenz-a-pyrene;

Moderate carcinogens - benz-a-fluoratene;

Non-carcinogens - coronene, pyrene.

PAHs gradually accumulate in the human body to critical concentrations and stimulate the formation of malignant tumors.

Aldehydes. Organic compounds with the general chemical formula RxCHO, containing in the molecule a carbonyl group bonded to a carbon atom and a hydrocarbon radical (R=CH3·, C2H5·, etc.). Of the aldehydes, EG contains mainly formaldehydes and acrolein. Aldehydes are formed when fuel is burned at low temperatures or the mixture is very lean, and also as a result of oxidation of the thin layer of oil on the cylinder wall.

Formaldehyde is a colorless gas with a pungent and unpleasant odor, irritates the eyes and upper respiratory tract, and affects the central nervous system.

Acrolein. A colorless, highly volatile liquid that also has a strong irritant effect.

Smoke. Opaque gas, smoke can be white, blue, black. White and blue smoke is a mixture of fuel in the form of droplets with a microscopic amount of vapor; is formed due to incomplete combustion and subsequent condensation of the fuel.

White smoke is produced when the engine is idling. After the engine warms up, the white color disappears. The difference between white smoke and blue smoke is determined by the size of the fuel potassium. The particle size of blue smoke is 0.001-0.1 microns, white smoke is more than 0.1 microns up to 100 microns. In this case, white smoke is formed in the engine temperature range of 100-3000C, and blue smoke in the range of 300-7000C. The blue color of smoke is also characteristic of oil smoke.

Soot (black smoke). It is a shapeless body without a crystal lattice. In the exhaust gas of a diesel engine, soot is particles (dispersed particles) with a size of 0.3-100 microns. Soot formation depends on temperature, combustion chamber pressure, fuel type, and fuel-air ratio.

When soot gets into the respiratory tract, it causes chronic diseases, pollutes the air, impairs visibility and adsorbs strong carcinogenic substances on its surface, for example, benzo-a-pyrene.

PbхOy (lead oxides). Currently, leaded gasoline, which is a major source of lead oxide pollutants, is not used as a fuel. However, the lead content in gasoline according to GOST 2002 is 0.005 g/dm3. Therefore, during long-term use of such fuel, lead-containing compounds are formed. Lead oxides accumulate in the human body, entering it through animal and plant foods and drinking water. Aerosol compounds containing lead, like lead oxides, cause organ poisoning and disrupt the functions of the neuromuscular systems and brain. Lead is poorly excreted from the body, accumulating in it to concentrations dangerous to human health and life. Lead compounds accumulate in plants.

Photochemical air pollution. Photochemical reactions require light energy. Some pollutants, nitrogen oxides and hydrocarbons, undergo photochemical reactions. As a result of such reactions, new air pollutants are formed - ozone, aldehydes, as well as very specific organic compounds. Levels of photochemical air pollution are closely related to traffic patterns in the morning and evening. There are peak emissions of nitrogen oxides and hydrocarbons at these times of day. It is these compounds that react with each other that cause photochemical air pollution. Peroxyacyl nitrates (PAN) are formed. Ozone reacts with hydrocarbons to form an aldehyde.

SO2- (sulfur oxide). Formed during engine operation from fuel obtained from sulfur oil (especially in diesel engines). These emissions irritate the eyes and respiratory organs. High concentrations of SO2 and its derivatives cause serious damage to vegetation; many materials are destroyed by droplets of sulfuric acid. The benchmark for the effect of sulfuric acid on vegetation is the reddish-brown color of leaves and needles and the falling of leaves and needles.

INFLUENCE OF MOTOR TRANSPORT ON FLORA AND FAUNA

Pollution of the environment with toxic exhaust gas components leads to large economic losses on the farm, since toxic substances cause disturbances in plant growth, which leads to decreased yields and losses in livestock production.

There are also problems of soil pollution from vehicle waste.

EMISSION OF TOXIC COMPONENTS OF VEHICLES IN TRAFFIC FLOW

Fuel consumption and emission of toxic components. The perfection of car design is assessed by a set of operational properties, among which one of the most important is fuel efficiency. Fuel efficiency of a vehicle refers to its ability to use the minimum possible amount of fuel when performing transport work.

Fuel efficiency indicators are regulated by GOSTs. Their list includes control fuel consumption, fuel characteristics of the vehicle in steady state, fuel consumption in the highway and urban cycles on the roads, in the urban cycle on stands with running drums, as well as fuel-speed characteristics on the highway and hilly roads.

The total fuel consumption Q is determined by the energy losses in the engine (Qmotor) and transmission (Qtr), as well as the total resistance to movement, which consists of rolling resistance (Qf), aerodynamic resistance (Qw), resistance to energy forces (Qa) and lifting resistance (Qi ).

Fuel balance:

Q= Qmot+ Qtr+ Qf+ Qw+ Qi+ Qa.

When a small class car moves along a horizontal section of the road at a speed of 60 km/h, the specific weight of the components is distributed as follows: Qmotor = 65%; Qtr=9%; Qf=16%; Qw=10%.

As a meter for operational fuel consumption q, the ratio of total fuel consumption Q to the distance traveled S is used:

The figure shows the dependence of the operational fuel consumption of a middle-class passenger car on a city highway and a section of a country road on the speed of communication v=S/t (t is the time of movement of the vehicle).

Curve 1 represents fuel consumption depending on the steady speed, and the shaded area corresponds to fuel consumption when driving at an economical speed.

In city conditions, a car moves mainly in acceleration and deceleration modes, and the combination of these phases can be very diverse. All this makes it impossible to drive in urban conditions at economical speeds and leads to additional fuel consumption (the zone between curves 1 and 2).

Let us consider the movement of two cars along a section of a city highway in free conditions. Let the first car cover the section at a speed of 60 km/h almost unhindered. The fuel consumption of the first car is:

where qL is specific fuel consumption, l/km; l is the length of the section, km.

The fuel consumption of the second car Q2 will be the sum of the fuel consumption for acceleration Qр, for braking Qт, for idling Qхх and for movement at a relatively constant speed Qv:

Q2= Qр+ Qт+ Qхх+ Qv.

Fuel consumption Q2* is equal to:

where D0 is the additional fuel consumption associated with vehicle stops, l.

Consumption D0 will be determined by the number of stops O and idling time tхх:

D0= q0∙O+ qхх∙tхх,

where q0 is additional fuel consumption per stop, l/h; qхх - fuel consumption at idle, l/h.

Fuel consumption q0 depends on the intensity and final acceleration speed Vр. In addition to the acceleration speed, additional fuel consumption on stopping is affected by the number of the car in the queue and its composition.

The increase in fuel consumption of the i-th car is taken into account by the Koch priority coefficient.

The unevenness of the speed regime for a continuous highway is estimated with sufficient accuracy by the parameters of the traffic flow, i.e., the parameters of the final acceleration speed, the queuing coefficient, and the delay coefficient.

However, this parameter is inaccurate when applied to a city highway. Therefore, the velocity gradient parameter has also been introduced. The velocity gradient Iv reflects the relative proportion of unsteady motion modes per unit time. In addition, Iv characterizes the level of transport load, atmospheric pollution with toxic exhaust gas components, and fuel consumption.

In free motion conditions, the speed gradient values ​​are small and the speed is highest. As the load level increases, the mutual influence of cars increases, the drivers of which are forced to constantly react to changes in the road situation, the unevenness of traffic increases and the speed decreases. This leads to an increase in specific consumption figures. Calculation of the speed gradient is possible based on the spatio-temporal characteristics of the driving mode using the “floating” car method.

The figure shows the dependence of changes in fuel consumption during continuous movement on the speed gradient.

For all types of vehicles, an increase in traffic density leads to an increase in the speed gradient.

The values ​​of specific fuel consumption depending on the state of traffic flow are given in the table.

Additional fuel consumption in the intersection area by the flow of cars is largely determined by the duration of the traffic light control cycle.

A fairly wide range of changes in fuel consumption is explained by the variety of traffic conditions in cities, so in each specific case the effectiveness of a certain measure can be assessed if all parameters of traffic flow are taken into account.

Reducing fuel consumption and, consequently, harmful emissions from vehicles is achieved:

Reducing the number of intersections of transport and pedestrian flows.

Reducing the level of highway congestion.

Optimization of the composition of the traffic flow.

Speed ​​optimization.

Optimization of the control cycle.

Implementation of ASUD.

Field surveys of air pollution on highways. These surveys are necessary to assess the existing state of the traffic management system, the state of the environment, justify measures to improve them, adjust parameters for managing traffic flows and organizing their movement, developing the volume and priority of reconstruction of highways.

Preliminary observations are carried out using mobile laboratories, which per hour of work carry out 2-3 measurements at different (but nearby) points along the route. Combined methods are used, i.e., the characteristics of traffic flow are determined in all areas of interest. Air pollution is measured at specific locations only at a subset of them. At other points, the concentrations of harmful impurities are determined by calculation. The location for air sampling during the stretch is chosen at the edge of the roadway (at curb level). When taking air samples in a container, the meter is located on the lawn or sidewalk. When using a mobile laboratory, the car is parked on the lawn. The observation point (air sampling) should be located no closer than 30 m from the pedestrian crossing, car parks, and public transport stops. It is impossible to determine atmospheric air pollution by harmful components of vehicle exhaust gases during precipitation - rain or snow, as well as during fog or snowstorms.

To determine the concentrations of pollutants, laboratory and express methods are used. Express methods are based on pumping air through indicator tubes using a hand aspirator. Laboratory methods are divided into two types: determination of impurity concentrations directly at the observation site and sampling of air in containers with subsequent analysis of samples in the laboratory.

Determination of emissions of harmful substances from traffic flows. A car pollutes the air with substances that are emitted with exhaust and crankcase gases and enter the atmosphere as a result of combustion and evaporation of fuel. At the same time, the bulk of harmful emissions comes from exhaust gases. Biologically active are CO, NOx, CxHy, aldehydes, smoke, soot, hydrocarbon compounds of the carcinogenic group.

The table shows the performance characteristics of the car engine and toxicity indicators in the urban traffic cycle.

The most unfavorable engine toxic characteristics are the acceleration, deceleration and idling modes.

For the environmental assessment of automobile engines as a source of pollution, indicators are used that take into account the composition and quantity of exhaust gases, as well as the energy performance of vehicles.

The amount of component released by the engine per unit time (g/h) is calculated by the formula:

where Ci is the concentration of the toxic component in question, g/m3;

Qoi - volumetric exhaust gas flow rate, m3/h.

PROTECTION AGAINST NEGATIVE TECHNOGENIC IMPACTS OF A CAR

Car and traffic noise. The table shows sources of urban noise.

The transformation of energy in any machine, including a moving car, is associated with its dissipation in the surrounding space. One of the channels of such dispersion is sound waves. They represent the oscillatory movement of particles of an elastic medium, resulting from vibrations of the surface of the emitter or some aerodynamic process. The source of noise in a moving car is the surfaces of the engine power unit, the intake and exhaust systems, and the surfaces of transmission units. Noise also occurs when the car body interacts with the air flow during movement, the interaction of tires with the road surface, vibrations of suspension and body elements from road disturbances, etc. The table shows the distribution of the sound energy of a car from its various parts.

A person is able to perceive sound vibrations in the air in the frequency range from 20 to 20,000 Hz.

Transport noise is one of the most dangerous parameters of environmental pollution.

The space in which a sound wave exists and propagates is a sound field. The change in the physical state of the medium in the sound field, caused by the presence of sound waves, is characterized by sound pressure (p), i.e., the difference between the value of the total pressure and the average pressure, which is usually observed in the air in the absence of sound waves. The unit of measurement for pressure is Pascal P=1 N/m2.

Sound vibrations are characterized by frequency f, which is determined through the speed of sound C and wavelength l. In isotropic media, the wavelength is related to the frequency and speed of sound by the relationship:

С=343.1 m/s at 200С.

The values ​​of sound pressure, sound intensity and sound power vary over a very wide range. Thus, the sound pressure of the quietest sound that a person can perceive is 2 × 10-5 N/m2, and the upper limit can reach 2 × 104 N/m2. For such a wide range, it is appropriate to use relative units expressed in logarithmic units of decibels (dB). The unit of comparison for sound pressure is the threshold sound pressure equal to 2×10-5 N/m2.

Sound intensity level:

Where I0 is the threshold sound intensity at frequency f=1000 Hz, which corresponds to the threshold sound pressure p0=2×10-5 N/m2. A multiplier of 10 is used to obtain smaller units of noise - tenths of a bel.

The entire noise spectrum is divided into separate octaves. An octave is a frequency band in which the final frequency is 2 times greater than the initial one: fк=2 fн.

In occupational hygiene, it is customary to consider eight octaves with geometric mean frequencies of 63, 125, 250, 500, 1000, 2000, 4000 and 8000 Hz.

Car noise is broadband noise. To assess the impact of such noise on a person, frequency corrections are used, the characteristics of which are designated by the letters A, B, C. Characteristic A, corresponding to frequencies above 600 Hz, brings the noise measurement closer to human perception of sound.

The figure shows the dependence of the noise level on the speed of a passenger car in 1st gear (1), 2nd gear (2), 3rd gear (3) and 4th gear (4).

Impact of pollutants on flora, fauna and humans

from "Design of dust and gas purification devices"

Reduction of transport noise and vibrations.

EVENTS FOR ENVIRONMENTAL IMPROVEMENT OF TRANSPORT.

Organizational and legal activities.

Architectural and planning

Operational measures

Design and technical activities.

Operational activities.

. Protection of surface and ground waters from pollution.

Bird strike protection.

7 TOPIC 5. Reducing transport noise and vibrations. The reduction is achieved by organizational - legal, architectural - planning, constructive - technological, and operational measures. O 5.1. Organizational and legal are regulated by international and national standards, rules and other normative documents. For example, there is an Agreement on uniform conditions for the approval and recognition of equipment and parts of mechanical vehicles, and within its framework there are UNECE rules containing requirements for vehicles and the rules for their certification. So, according to UNECE Rule No. 51, the limit value for the sound of a vehicle is determined by its weight and engine power and varies within 74-80 dBA. Moreover, all vehicles are classified into 6 categories: M 1, M 2, M 3, N 1, N 2, N 2 with a weight from 3.5 to 12 tons. For aircraft, the noise indicator is determined by the requirements of 1SAO and GOST 22283-88. So, for example, in Ukraine the noise level is 55-65 dBA, in France 74 dBA, in the USA 75 dBA, and even at a level of 65 dBA a person can be irritated, which affects his activity. (Details in practice). Ar 5.2. Architectural and planning activities are determined by the executive authorities of cities and regions, taking into account urban planning and transport and planning factors. This is, first of all, the number of floors and composition of the building, the terrain, landscaping, etc., the width of the roadway and sidewalks, dividing strips, the separation of trucks and passenger vehicles according to their flows, the placement of engineering structures to protect the environment, the removal of noise sources outside the city . When organizing road traffic, it is recommended to create systems of expressways and non-stop and one-way traffic, limit night traffic, separate city transport from freight and personal transport, build ring roads, create backup streets, etc. To comprehensively solve the problem, noise pollution maps are created, which are the basis for urban planning; construction of reinforced concrete walls and noise-absorbing screens and coverings (forest plantations - coniferous trees arranged in 4 rows reduce noise by 18 dBA. To protect against vibrations, trenches up to 5 m deep are built and filled with crushed stone, gravel, slag, which reduces vibrations by 5-10 times Increasing the width of the road to 40 m reduces noise by 6 dBA. Along roads, a free layout of buildings is preferable, since a continuous layout increases noise due to its reflection. To 5.3. Structurally - technological are achieved by improving the design of the vehicle and transportation infrastructure. In vehicles, improved acoustic performance is achieved from moving and passive sources that transmit acoustic and vibration energy; the first are the engine, air intake and exhaust systems, units, transmission, tires; the second ones are the body, chassis, and suspension. To reduce noise, rubber, plastic, ceramics, composites, aluminum are used in the design, for example, installing plastic blades on a fan reduces noise by 10 dBA, installing an engine in a noise-absorbing capsule reduces noise by 10 dBA, installing a 2-3-stage muffler with neutralizers also reduce noise. On passive elements, for example, the body, its shape is improved - it is made streamlined and the frontal area is reduced, noise-absorbing panels are installed inside, vibration and anti-carrosion pastes are applied to the parts. On highways, noise is created by the profile and type of surface; an increase of 4%. The most silent is the asphalt surface, the speed increases up to 60 km. on a cement concrete surface it increases noise by 2%, on paving stones - by 3%, on cobblestones - by 5%. Currently, noise-absorbing coatings are being developed from a mixture of asphalt with quartz and basalt - when applied, microvoids are formed (there are 4 times more of them than asphalt) which reduce noise by 4-6 dBA, but they are quite expensive and have low durability and frost resistance . Therefore, developments are underway to create multilayer asphalt pavements: the bottom layer is recycled rubber, then bitumen with glass, then again recycled rubber and then bitumen with stone. They also began to use coatings made from petroleum gravel; environmentally friendly and energy-saving (cold production) technologies are used, highly productive; they can only be used for roads of the 4th category with a traffic volume of up to 1000 vehicles per day. Planting trees along roads is an effective way to reduce noise. In air transport, noise reduction is achieved at the design and manufacturing stages of parts and assemblies - the design of air intakes and the first stages of the compressor, the installation of sound-absorbing screens and hoods, the installation of ejectors for cutting the jet stream, etc. are improved. However, these measures lead to an increase in fuel consumption and therefore to an increase in explosive emissions. E 5.4. Operational activities. The modern level of maintenance helps reduce noise through the proper maintenance of all gears, transmissions, timely prevention of wear of parts with high-quality lubrication, regulation and balancing, elimination of loose connections, etc. Civil aviation has special requirements for combating noise and therefore a whole system of protection against it has been developed - these are special methods of piloting, takeoff, landing, and taxiing. Airport workers and visitors suffer the most from noise, so the easiest way to reduce noise is to disperse its sources throughout the territory and remove them as far as possible from where people stay. To reduce noise from testing engines, special noise-reducing installations are used at the intake and exhaust (reduction by 40 dBA) or mobile (reduction by 15 dBA). When organizing aircraft maintenance in closed underground and above-ground hangars, noise can be reduced by 40 dBA. It is possible to reduce noise by 12 dBA when using aircraft towing when moving along taxiways and runways, when taxiing on one engine and at low throttle, when limiting afterburner modes during training flights at night, using special techniques during takeoffs and landings, when working with flaps and chassis. There are special techniques for reducing noise when flying over residential areas. 8. 5.5. Protection of flora and fauna from the impact of the transport and road complex.Protection on roadside areas. Due to the increase in the number of vehicles and the intensity of their use, their negative impact on the biota in adjacent areas to highways and airports with their infrastructure increases. First of all, the landscape is changing, which leads to a reduction in the movement and reproduction of bits, therefore it is prohibited to build roads in the middle of small forests, through nature reserves and migration routes for animals, to carry out work that pollutes water bodies with colloidal particles during the spawning period of fish, to reduce forest (and protective) plantings . In the locations of quarries, which represent a special type of landscape, it is necessary to create your own ecosystem, which is quite costly economically and environmentally (there is practically no biota in these places). In areas of road accidents in which explosive spills occurred, it is necessary to replace fertile soil with clean soil and plant grass and trees. Along the roads, to prevent the death of animals, it is necessary to install fences and special crossings. Z 5.6. Bird strike protection. To prevent aviation accidents from bird strikes, there is a special one. scientific direction – aviation ornithology. Its task is to control the number and behavior of birds in the area of ​​possible aircraft collisions. For this purpose, special installations are used that reproduce the cry of “distress” for birds or scare away signals, and the shooting of signal flares is used. Currently, various alarm systems have been developed for more than 7 species of birds within a radius of up to 22 km.

TOPIC.6. Congestion of the NS and protection of the NS during the reconstruction of highways and disputes on them. E TOPIC 7 ENVIRONMENTAL MANAGEMENT. This is the management of the development of nature, society and production based on maintaining a stable balance of ecological systems with the rational use of natural resources and the reduction of environmental pollution. It promotes human economic activity by saving materials, reducing production losses, improving the quality of goods and services, reducing environmental fees and fines, reducing the number of accidents and the costs of their elimination. Management tasks.– creation of a network of posts for monitoring environmental parameters of vehicles; - use of computer technologies for planning environmental activities; - development of a regulatory and legal framework for administrative and economic stimulation of resource-saving and environmentally friendly technologies; - application of a certification and licensing system for compliance with environmental requirements for all vehicles and transport infrastructures; – introduction of a financial and credit mechanism in the transport industry with the involvement of extra-budgetary funds; - introduction of economic market regulators to encourage OS protection; - development of a system of environmental training for transport specialists. Environmental values. They are determined by the significance for humans of the elements of the natural environment - land, air, water, landscape beauty, richness of flora and fauna, climate, etc. Their protection is associated with regulating the number of trips of freight and passenger transport and traffic flows, prohibiting the transport of dangerous goods on certain sections of roads, stimulating environmental protection measures, etc. Greening transport. This is an increase in environmental safety in transport and is being carried out in the following areas: - improving economic and administrative mechanisms to stimulate the use of more economical and environmentally friendly vehicles and technologies; - creation of a legislative framework in the field of economic security of the transport complex; - taking into account the negative impact of transport when making urban planning decisions, designing and constructing transport communications; - ensuring effective environmental control of production processes and vehicle condition. Environmental services (their market).– creation of centers for the development and production of environmentally friendly vehicles, environmental technologies, treatment equipment, and monitoring systems; - work on organizing the construction of recreational areas, landscaping highways, removing and processing waste, cleaning soils and reservoirs, etc.; - assistance in the development of environmental documentation at the design stage of transport complexes; -creation of training centers for personnel training. Sources of financing. These are the enterprise’s own funds, revenues from local budgets, government funds, investments (including foreign ones). Environmental documentation. Their list is developed by the relevant ministry and they determine the following list: - calculations of MPE or temporary agreed emissions (TEC) into the atmosphere and MAP into water bodies; - permit for maximum speed limit or VSV; -permit for water discharge and water use; - permission to store waste; - permit for waste removal; - environmental passport of the enterprise; - DSTU on maximum permissible explosives, including toxicity and smoke of internal combustion engines; - acts, protocols signed by special environmental organizations; - other mandatory regulatory documents, rules, instructions. Responsibility for organizing environmental safety. In motor transport (in road construction), the leading role is given to the road foreman. At airports, environmental protection activities are headed by senior managers and are dealt with by special services at large airports, and at small airports by airfield services, capital construction departments or other structures.

Ecological passport.(main elements of the passport) - Details: everything about the developer – name, location; content, etc.; - environmental and economic indicators (costs of environmental protection, sources of financing); - information about manufactured products; - characteristics of production; - information on electricity consumption; -ecological - production indicators (the cost of fixed assets for environmental protection as part of the cost of production and the natural resources used, characteristics of explosive sources); - information on land use; - information on permits for environmental management and environmental activities; - environmental protection plan;

List of information sources. The passport is developed by the transport organization and agreed with the relevant body in the field of environmental protection.

To check the compliance of economic activities with environmental safety requirements, State examination(including all stages from the design stage). Environmental risks. Transport depends to a high degree on natural factors: accidents, natural disasters, as well as on ordinary adverse events, for example, weather conditions, i.e. transport is an environmentally hazardous activity - associated with environmental risk - the likelihood of danger and an uncertain amount of damage. It can be reduced but cannot be eliminated. At the same time, they carry out assessment, analysis and risk management, as a result of which, at a scientific level, they produce a forecast of risks, which are: natural - man-made - socio-ecological and environmental - economic. To reduce risks, environmental management and its methods are used.

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The impact of transport on the environment is one of the most pressing problems of our time. And in order to solve it, you need to understand the essence of the impact and develop measures aimed at eliminating the negative consequences.

Relevance of the problem

There are several types of transport, but the most dangerous in terms of negative impact on the environment is considered to be automobile transport. And if a few decades ago not everyone could afford a personal car, today it has become a necessary and quite affordable means of transportation for many people.

In this regard, the share of pollutants emitted into the atmosphere by cars has reached 50%, while in the 70s of the last century it was only 10-15%. And in large cities and modern megalopolises this figure can reach 65-70%. In addition, emissions are increasing annually by approximately 3%, and this is a serious concern.

Interesting fact: road transport occupies a leading position in terms of damage to the environment; it is the main source of air pollution. It accounts for more than 90% of air pollution, just under 50% of noise pollution, and about 65-68% of climate impact.

Harmful substances generated during transport operation

Environmental problems of road transport are very relevant and are associated with the operating features of modern models. If we take average indicators, one car absorbs about four tons of oxygen during the year, which is necessary to start fuel combustion processes. As a result of the operation of a car engine, exhaust gases are formed, consisting of many harmful components.

Thus, about 800 kg of carbon monoxide, 180-200 kilograms of carbon and approximately 35-40 kg of nitrogen oxides are emitted per year. Carcinogenic compounds are also released into the atmosphere: about five thousand tons of lead, about one and a half tons of benzapylene, over 27 tons of benzene and more than 17 thousand tons of formaldehyde. And the total amount of all harmful and dangerous substances released during the operation of road transport is about 20 million tons. And such numbers are huge and frightening.

In total, the exhaust gases emitted by motor vehicles include over 200 different components and compounds, and the vast majority of them have toxic properties. And some substances are formed as a result of the operation of cars and their interaction with surrounding surfaces, for example, due to the friction of rubber on asphalt.

The harm of various automobile parts, the disposal of which is not given due attention, cannot be underestimated. As a result, spontaneous landfills are formed with millions of vehicle spare parts made of rubber and metals, which also emit dangerous fumes into the atmosphere.

The process of operation of a vehicle engine is very complex and includes a lot of different reactions. During the latter, numerous substances are formed, the main ones being:

• Hydrocarbons are compounds consisting of original or decomposed fuel elements.
• Soot is solid carbon formed as a result of pyrolysis and the main component of insoluble particles emitted by vehicle engines.
• Sulfur oxides are formed during the process of sulfur included in automobile fuel.
• Carbon monoxide is an odorless and colorless gas, has a low density and quickly spreads throughout the atmosphere.
• Hydrocarbon compounds. They have been studied rather poorly, but scientists have already managed to find out that these components of exhaust gases can serve as starting products for the formation of so-called photooxidants.
• Nitric oxide is a colorless gas, and dioxide acquires a rich brown tint and a characteristic unpleasant odor.
• Sulfur dioxide is a colorless gas with a very pungent odor.

Interesting fact: the composition of exhaust gases released into the atmosphere during the operation of motor vehicles depends on the operating characteristics of the vehicle, its condition, the fuel used, and the driver’s experience.

Negative consequences

The impact of road transport on the environment is extremely negative. And it's worth considering a few major threats.

Greenhouse effect

All ecologists are talking about it, and the consequences of such a global phenomenon are already beginning to appear. Components of exhaust gases that arise during the operation of vehicles penetrate into the atmosphere, increase the density of its lower layers and create a greenhouse effect. As a result, the sun's rays hit the surface of the Earth and heat it, but the heat cannot go back into space (approximately the same processes are observed in greenhouses).

The greenhouse effect is a real threat. Its possible consequences include rising sea levels, global warming, melting glaciers, natural disasters, economic crisis, and a detrimental effect on fauna and flora.

Ecosystem change

Due to environmental pollution from transport, almost every living thing on earth suffers. Exhaust gases are inhaled by animals, which impairs the functioning of their respiratory system. As a result of breathing problems and lack of oxygen, other organs suffer.

Animals experience stress, which can cause them to behave unnaturally. Reproduction rates also noticeably decrease, as a result of which some species become scarce, while others begin to be rare and endangered. The flora also suffers greatly, because exhaust gases from motor vehicles almost immediately reach the plants, forming a dense coating on them and disrupting the processes of natural respiration.

In addition, harmful compounds penetrate the soil and are absorbed from it by the roots, which also negatively affects the condition and growth of flora. The changes associated with the negative impact of motor transport are becoming more large-scale and global every year, and over time they can lead to the collapse of the existing ecosystem on planet Earth, which will affect the life of mankind, the air, and the atmosphere.

Environmental problems due to vehicles

Environmental problems of motor transport are current issues. Active and widespread use of cars greatly worsens the environment, polluting the air, water bodies, precipitation, and atmosphere. And this situation can lead to numerous health problems.

Thus, the respiratory system suffers greatly, because harmful substances from exhaust gases almost immediately enter it, irritate the mucous membranes, and clog the lungs and bronchi. Due to respiratory failure, oxygen deficiency occurs in all tissues of the human body. In addition, hazardous compounds emitted by motor vehicles are carried through the blood and deposited in various organs, and the consequences of such pollution can manifest themselves years later in the form of chronic or even cancer.

Acid rain

Another danger of active use of road transport is acid rain, which occurs due to exposure to exhaust gases and air pollution. They affect the flora and health of people, change the composition of the soil, destroy buildings and monuments, and also severely pollute water bodies and make their water unsuitable for use and habitation.

Ways to solve the problem

Environmental problems of road transport are inevitable in the modern world. But they can still be solved if we act comprehensively and globally. Let's consider the main ways to solve problems associated with the operation of cars:

1. To reduce exhaust emissions that negatively affect the environment, you should use high-quality, purified fuel. Often, attempts to save money lead to the purchase of gasoline containing dangerous compounds.
2. Development of fundamentally new types of motor vehicles, use of alternative energy sources. Thus, electric cars and hybrids powered by electricity began to appear on sale. And although there are few such models yet, perhaps they will become more popular in the future.
3. Compliance with vehicle operating rules. It is important to troubleshoot problems in a timely manner, ensure constant and comprehensive maintenance, not exceed permissible loads, and adhere to management recommendations.
4. The environmental situation will certainly improve if we develop and use cleaning and filtering equipment that will reduce the volume of harmful compounds emitted by road transport.
5. Reconstruction of a car engine in order to increase efficiency and reduce the amount of fuel consumed.
6. Use of other modes of transport, such as trolleybuses and trams.

Use vehicles rationally and try to reduce their negative impact on the environment.