A roof with high solar reflectance and high thermal emittance (e.g., a white roof) stays cool in the sun, reducing cooling power demand in a conditioned building and increasing summertime comfort in an unconditioned building. The high initial solar reflectance of a white membrane roof (circa 0.8) can be lowered by deposition of soot, dust, and/or biomass (e.g., fungi or algae) to about 0.6; degraded solar reflectances range from 0.3 to 0.8, depending on exposure. We investigate the effects of soiling and cleaning on the solar spectral reflectances and solar absorptances of 15 initially white or light-gray polyvinyl chloride membrane samples taken from roofs across the United States. Black carbon and organic carbon were the two identifiable strongly absorbing contaminants on the membranes. Wiping was effective at removing black carbon, and less so at removing organic carbon. Rinsing and/or washing removed nearly all of the remaining soil layer, with the exception of (a) thin layers of organic carbon and (b) isolated dark spots of biomass. Bleach was required to clear these last two features. At the most soiled location on each membrane, the ratio of solar reflectance to unsoiled solar reflectance (a measure of cleanliness) ranged from 0.41 to 0.89 for the soiled samples; 0.53 to 0.95 for the wiped samples; 0.74 to 0.98 for the rinsed samples; 0.79 to 1.00 for the washed samples; and 0.94 to 1.02 for the bleached samples. However, the influences of membrane soiling and cleaning on roof heat gain are better gauged by fractional variations in solar absorptance. Solar absorptance ratios (indicating solar heat gain relative to that of an unsoiled membrane) ranged from 1.4 to 3.5 for the soiled samples; 1.1 to 3.1 for the wiped samples; 1.0 to 2.0 for the rinsed samples; 1.0 to 1.9 for the washed samples; and 0.9 to 1.3 for the bleached samples. 相似文献
Objective: Although a considerable amount of prior research has investigated the impacts of speed limits on traffic safety and operations, much of this research, and nearly all of the research related to differential speed limits, has been specific to limited access freeways. The unique safety and operational issues on highways without access control create difficulty relating the conclusions from prior freeway-related speed limit research to 2-lane highways, particularly research on differential limits due to passing limitations and subsequent queuing. Therefore, the objective of this study was to assess differences in driver speed selection with respect to the posted speed limit on rural 2-lane highways, with a particular emphasis on the differences between uniform and differential speed limits.
Methods: Data were collected from nearly 59,000 vehicles across 320 sites in Montana and 4 neighboring states. Differences in mean speeds, 85th percentile speeds, and the standard deviation in speeds for free-flowing vehicles were examined across these sites using ordinary least squares regression models.
Results: Ultimately, the results of the analysis show that the mean speed, 85th percentile speed, and variability in travel speeds for free-flowing vehicles on 2-lane highways are generally lower at locations with uniform 65 mph speed limits, compared to locations with differential limits of 70 mph for cars and 60 mph for trucks.
Conclusions: In addition to posted speed limits, several site characteristics were shown to influence speed selection including shoulder widths, frequency of horizontal curves, percentage of the segment that included no passing zones, and hourly volumes. Differences in vehicle speed characteristics were also observed between states, indicating that speed selection may also be influenced by local factors, such as driver population or enforcement. 相似文献