居住小区交通噪声概率分布特征及其评价

在连续35天监测的基础上，分析了道路交通流量的概率分布特征，发现道路交通流量在时间上呈对数正态分布。该分布导致小区交通噪声在时间上具有明显的正态分布特征，其中小区临街交通噪声在空间上也呈正态分布。将上述概率分布特征应用到小区道路交通噪声评价中，使得评价结果不仅具有一般的大小意义，还具有概率分布意义。     

城市居住小区交通噪声的空间分布特征

根据实测所得交通流量和车型分布，采用预测为主、实测为辅的方法对典型居住小区进行了交通噪声预测与评价。对小区交通噪声的空间分布作了详细的分析，发现临街住宅交通噪声超标严重。另外，敏感点在建筑物中的朝向和楼层对交通噪声影响较大。上述空间分布规律对小区交通噪声评价与防治具有指导意义。     

城市居住小区的公路交通噪声预测与规划

城市发展、公路建设、各类机动车辆的增加导致城市噪声环境质量下降。为了改善城市人居环境,居住小区交通噪声预测与规划应当受到重视。本文提出了一种居住小区交通噪声预测与规划的新方法。该方法充分运用地理信息系统空间分析、空间建模与显示查询的能力,结合完善可靠的交通噪声预测模型,建立了具有实际应用价值的城市居住小区交通噪声预测与规划系统。该系统能为环境评价、环境规划与建筑设计提供相关的技术支持。     

重庆市主城区典型道路的交通噪声

选取重庆市主城区典型道路,实测了交通噪声昼夜、水平和垂直变化,结果表明：交通噪声昼夜等效A声级高速公路最高,主干道次之,次干道最低,交通噪声随车流量增加而增大,高峰值出现在上午8：00-10：00和17：00-20：00,最小值出现在凌晨4：00;水平方向上,随着距路沿距离的增加,噪声值逐渐减小,道路路沿45m以外可满足《声环境质量标准》（GB3096-2008）要求;垂直方向上,噪声值先增加后逐渐降低。     

绿化带对不同频率城市交通噪声的衰减作用

植物绿化对交通噪声具有一定的阻挡与衰减作用,其衰减效果取决于绿化带的构成、纵深等。研究选取杭州西湖风景区5个绿化带和1个空地区,测量1/3倍频程下交通噪声的衰减情况。结果表明：10 m左右纵深的绿化带可使交通噪声降低3-5 dB;绿化带的降噪效果在中低频要好于高频,最高在315-400 Hz之间;绿化带辅助地形的下降可有效提高降噪效果;绿化带中乔木选用阔叶类植物的降噪量高于针叶类植物3 dB左右,在低频段降噪量的提升要高于中高频段。     

高速公路与城市道路沿线交通噪声对环境的污染分析

在我国一些中心大城市,道路交通量迅猛增长,交通污染的问题也日益突出。本文主要阐述了交通噪声对道路沿线环境污染的危害,并提出了降噪为主要目标的综合治理的方法以及措施：采用多孔隙低噪声沥青路面,设置声屏障以及在道路两侧设置绿化带降噪声等,     

MapObjects在城市道路交通噪声管理中的应用

从Visual Basic控件技术出发，介绍了建立在对象链接与嵌入技术基础上由美国ESRI公司的采用GIS控件MapObjects的运行机制及特点。结合该控件在城市道路交通噪声信息管理系统开发中的应用，对系统的建设目标、结构及开发模式做了介绍；以对北京市道路交通噪声信息管理系统的开发为例，对系统的功能作了简要说明。     

天津市交通流量调查和分析

根据对天津市“三环十四射”及相关次干道道路车流量的调查，采用科学的方法对天津市城区机动车车流量、车型分布进行了分析和研究，根据车流量的调查，结合不同车型排放因子，为分析流动污染源提供基础数据。该工作是分析交通污染的基础和必要的工作。     

临街高层建筑道路交通噪声预测及其修正

选取临街高层建筑作为影响点,对现场噪声进行了实测,同时用美国FHWA道路交通噪声预测模式进行了噪声预测,实测值与预测值对比的结果表明,道路交通噪声随高度增加先由小变大再变小,而预测值呈现单一变化。原因为交通噪声垂向分布会受到建筑立面对噪声的反射及散射、车辆车身及路面材质、绿化带植被对噪声的吸收等多方面影响。在给出修正预测模式后,重新对影响点进行预测,修正后预测值与实测值误差可控制在3dB(A)以内,很好地反映出道路交通噪声在垂直方向上的变化趋势。     

高速公路绿化带对交通噪声的衰减效果研究

公路绿化带可对交通噪声产生一定衰减作用,这对于减轻路域环境噪声污染具有重要意义。然而,针对高速公路绿化带种植树种、种植密度、林带宽度等多种因素对降噪效果影响的研究尚属空白。该研究采用选取试验点进行原位调查的方法,研究了山东省3条主要高速公路路侧绿化带对交通噪声的衰减效果,并探讨了林带宽度和郁闭度对噪声衰减的影响。研究结果表明,高速公路绿化带对交通噪声有一定的减轻作用,但在不同的绿化模式下,衰减效果存在较大差别。交通噪声的绿化衰减同林带宽度有很大关系,对于较宽林带,靠近声源前半部分的林带对噪声有较好的减轻作用,但后半部分的减噪效果较小。林带的对噪声的绿化衰减与林带宽度以及宽度和郁闭度的乘积均呈极显著的线性关系。     

青岛市区道路交通噪声及其控制对策研究

本文介绍了青岛市区道路交通及其噪声特点，分析了构成青岛市区道路交通噪声的主要影响因素，指出必须在合理规划道路、科学效能管理的基础尖的降噪技术措施，才能确定达到控制道路交通噪声的目的。     

7种阔叶植物群落降噪的临界达标宽度

选取南京市部分主干路道路绿地的7种阔叶植物群落,通过沿道路纵向每间隔5m以及不定距移动测量,结果表明:测量时间段内路缘处噪声的等效连续A声级平均值都超出GB3096-2008中相应规定的限制,其中最高的超出6dB,最低的超出1.3dB;同一阔叶植物群落,随着离开路缘的距离增加,降噪效果更加明显;不同的阔叶植物群落在同一距离处的降噪效果不同,这与植物群落的组成和内部结构特征有密切关系;植物群落的降噪效果与林带宽度并非都呈线性关系;7种阔叶植物群落达到声环境功能区环境噪声限值的临界宽度值集中在5～15m范围内;达到一定宽度的阔叶植物群落可以基本满足城市主干路的降噪要求,在道路绿化中可以广泛应用。     

Amphibian Encounter Rates on Roads with Different Amounts of Traffic and Urbanization

Abstract: Although amphibians have relatively high rates of road mortality in urban areas, the conditions under which traffic threatens the survival of local amphibian populations remain unclear. In the Sandhills region of North Carolina (U.S.A.), we counted living and dead amphibians along two transects (total length 165 km) established on roads in areas with varying degrees of urbanization. We found 2665 individuals of 15 species, and amphibian encounter rates declined sharply as traffic and urban development increased. Regression‐tree models indicated that 35 amphibians/100 km occurred on roads with <535 vehicles/day, whereas the encounter rate decreased to only 2 amphibians/100 km on roads with >2048 vehicles/day. Although mortality rate peaked at higher traffic levels (47% dead on roads with >5200 vehicles/day), the number of dead amphibians was highest at low levels of traffic. This suggests that areas where amphibian mortality is concentrated may actually contain the largest populations remaining on a given road transect.     

Effects of Road Networks on Bird Populations

Abstract: One potential contributor to the worldwide decline of bird populations is the increasing prevalence of roads, which have several negative effects on birds and other vertebrates. We synthesized the results of studies and reviews that explore the effects of roads on birds with an emphasis on paved roads. The well‐known direct effects of roads on birds include habitat loss and fragmentation, vehicle‐caused mortality, pollution, and poisoning. Nevertheless, indirect effects may exert a greater influence on bird populations. These effects include noise, artificial light, barriers to movement, and edges associated with roads. Moreover, indirect and direct effects may act synergistically to cause decreases in population density and species richness. Of the many effects of roads, it appears that road mortality and traffic noise may have the most substantial effects on birds relative to other effects and taxonomic groups. Potential measures for mitigating the detrimental effects of roads include noise‐reduction strategies and changes to roadway lighting and vegetation and traffic flow. Road networks and traffic volumes are projected to increase in many countries around the world. Increasing habitat loss and fragmentation and predicted species distribution shifts due to climate change are likely to compound the overall effects of roads on birds.     

Biomonitoring verkehrsbedingter Platin-Immissionen

Traffic related platinum deposits on, or near to, the roads. Platinum accumulation was studied using the method of standardised culture of grass (Lolium multiflorum) at locations with different traffic exposure in the region of Munich. Grass cultures from 6 locations with high traffic exposure, and 3 reference locations far away from traffic emissions, were analysed in 1992 and 1993. The results show a good indication of the platinum emissions byLolium multiflorum. The platinum concentrations rose with the increasing traffic. They diminished with growing distance from the verge of the road. The highest average platinum concentrations were measured at locations close to highly frequented urban roads, in the range 0.8 to 2.9 μg/kg dm. The average platinum concentration at locations far from emissions was found in the range of 0.17 to 0.51 μg/kg dm in 1992 and 1993. The good correlation between the platinum concentrations in grass cultures and the concentrations of other traffic-related elements, like antimony, chromium and lead, verifies the dependence of platinum accumulation from traffic.     

喀什市交通主干道沿线大气颗粒物及其重金属含量分布特征

对喀什市具有代表性的5条交通主干道低空下的TSP及TSP中Cr、Cu、Pb、Zn进行了分析。结果表明：喀什市交通主干道TSP在晴天的平均浓度为118μg/m^3、在浮尘天的平均浓度为316μg/m^3。与国标[GB 3095—1996]（300μg/m^3）相比,TSP在晴天未超标,在浮尘天超标;同时研究发现车流量与TSP之间存在一定的正相关关系。喀什市交通主干道TSP中Cr、Cu、Pb、Zn在晴天的平均含量分别为1.11μg/m^3、0.63μg/m^3、0.16μg/m^3,Zn未检出;在浮尘天的平均含量为2.74μg/m^3、1.03μg/m^3、2.36μg/m^3、7.10μg/m^3,TSP中Cr、Cu、Pb、Zn的浓度随距交通主干道距离的增加有下降的趋势。     

Effect of Road Traffic on Two Amphibian Species of Differing Vagility

Abstract: Vehicular traffic can be a major source of mortality for some species. Highly vagile organisms may be at a disadvantage in landscapes with roads because they are more likely to encounter roads and incur traffic mortality. To test this prediction, we assessed the population abundance of two anuran species of differing vagility, the leopard frog (    Rana pipiens , more vagile) and the green frog (    Rana clamitans , less vagile), at 30 breeding ponds. Traffic density, an index of the amount of potential traffic mortality, was measured in concentric circles radiating from the ponds out to 5 km. We conducted multiple linear regressions relating population abundance to traffic density, pond variables, and landscape habitat variables and found that leopard frog population density was negatively affected by traffic density within a radius of 1.5 km. There was no evidence that the presence of vehicular traffic affected green frog populations. These results suggest that traffic mortality can cause population declines and that more vagile species may be more vulnerable to road mortality than less vagile species.     

Effects of Road Fencing on Population Persistence

Abstract:  Roads affect animal populations in three adverse ways. They act as barriers to movement, enhance mortality due to collisions with vehicles, and reduce the amount and quality of habitat. Putting fences along roads removes the problem of road mortality but increases the barrier effect. We studied this trade-off through a stochastic, spatially explicit, individual-based model of population dynamics. We investigated the conditions under which fences reduce the impact of roads on population persistence. Our results showed that a fence may or may not reduce the effect of the road on population persistence, depending on the degree of road avoidance by the animal and the probability that an animal that enters the road is killed by a vehicle. Our model predicted a lower value of traffic mortality below which a fence was always harmful and an upper value of traffic mortality above which a fence was always beneficial. Between these two values the suitability of fences depended on the degree of road avoidance. Fences were more likely to be beneficial the lower the degree of road avoidance and the higher the probability of an animal being killed on the road. We recommend the use of fences when traffic is so high that animals almost never succeed in their attempts to cross the road or the population of the species of concern is declining and high traffic mortality is known to contribute to the decline. We discourage the use of fences when population size is stable or increasing or if the animals need access to resources on both sides of the road, unless fences are used in combination with wildlife crossing structures. In many cases, the use of fences may be beneficial as an interim measure until more permanent measures are implemented.