京津冀地区一次污染过程的星载地基激光雷达联合观测分析

针对2018年3月9—15日京津冀地区的一次空气重污染过程,进行了基于地基颗粒物激光雷达组网的星载-地基联合观测分析。颗粒物激光雷达观测到污染前期为局地污染累积过程,中期有明显的污染物区域传输过程,北京受太行山沿线城市污染输送影响较大。风廓线激光雷达观测结果表明:此次污染过程近地面主要为偏南风且风力较弱,冷空气到来时风向转为较强东北风,导致污染消散。微波辐射计观测到保定在污染过程中出现持续6 d的逆温层,同时在污染过程中近地面相对湿度较高,逆温层被打破后污染开始消散。在污染过程的各个阶段中,污染团的空间分布与变化特征均被很好地反映出来,可见地天联合观测对污染物的累积与输送研究有较大的意义,能对京津冀及周边地区的大气污染联防联控提供有力支持。     

Preparation of Viscose Fibres Stripped of Reactive Dyes and Wrinkle-Free Crosslinked Cotton Textile Finish

The chemical recycling of cellulosic fibres may represent a next-generation fibre–fibre recycling system for cotton textiles, though remaining challenges include how to accommodate fibre blends, dyes, wrinkle-free finishes, and other impurities from finishing. These challenges may disrupt the regeneration process steps and reduce the fibre quality. This study examines the impact on regenerated viscose fibre properties of a novel alkaline/acid bleaching sequence to strip reactive dyes and dimethyloldihydroxyethyleneureas (DMDHEU) wrinkle-free finish from cotton textiles. Potentially, such a bleaching sequence could advantageously be integrated into the viscose process, reducing the costs and environmental impact of the product. The study investigates the spinning performance and mechanical properties (e.g., tenacity and elongation) of the regenerated viscose fibres. The alkaline/acid bleaching sequence was found to strip the reactive dye and DMDHEU wrinkle-free finish from the cotton fabric, so the resulting pulp could successfully be spun into viscose fibres, though the mechanical properties of these fibres were worse than those of commercial viscose fibres. This study finds that reactive dyes and DMDHEU wrinkle-free finish affect the viscose dope quality and the regeneration performance. The results might lead to progress in overcoming quality challenges in cellulosic chemical recycling.     

Overestimation of self-reported driving exposure: Results from the SHRP2 Naturalistic Driving Study

Objectives: The accuracy of self-reported driving exposure has questioned the validity of using self-reported mileage to inform research questions. Studies examining the accuracy of self-reported driving exposure compared to objective measures find low validity, with drivers overestimating and underestimating driving distance. The aims of the current study were to (1) examine the discrepancy between self-reported annual mileage and driving exposure the following year and (2) investigate whether these differences depended on age and annual mileage.

Methods: Two estimates of drivers’ self-reported annual mileage collected during vehicle installation (obtained via prestudy questionnaires) and approximated annual mileage driven (based upon Global Positioning System data) were acquired from 3,323 participants who participated in the Strategic Highway Research Program 2 (SHRP2) Naturalistic Driving Study.

Results: A Wilcoxon signed rank test showed that there was a significant difference between self-reported and annual driving exposure during participation in SHRP 2, with the majority of self-reported responses overestimating annual mileage the following year, irrespective of whether an ordinal or ratio variable was examined. Over 15% of participants provided self-reported responses with over 100% deviation, which were exclusive to participants underestimating annual mileage. Further, deviations in reporting differed between participants who had low, medium, and high exposure, as well as between participants in different age groups.

Conclusions: These findings indicate that although self-reported annual mileage is heavily relied on for research, such estimates of driving distance may be an overestimate of current or future mileage and can influence the validity of prior research that has utilized estimates of driving exposure.     

Correction to: Opportunities to reduce nutrient inputs to the Baltic Sea by improving manure use efficiency in agriculture

While progress has been made in reducing external nutrient inputs to the Baltic Sea, further actions are needed to meet the goals of the Baltic Sea Action Plan (BSAP), especially for the Baltic Proper, Gulf of Finland, and Gulf of Riga sub-basins. We used the net anthropogenic nitrogen and phosphorus inputs (NANI and NAPI, respectively) nutrient accounting approach to construct three scenarios of reduced NANI-NAPI. Reductions assumed that manure nutrients were redistributed from areas with intense animal production to areas that focus on crop production and would otherwise import synthetic and mineral fertilizers. We also used the Simple as Necessary Baltic Long Term Large Scale (SANBALTS) model to compare eutrophication conditions for the scenarios to current and BSAP-target conditions. The scenarios suggest that reducing NANI-NAPI by redistributing manure nutrients, together with improving agronomic practices, could meet 54–82% of the N reductions targets (28–43 kt N reduction) and 38–64% P reduction targets (4–6.6 kt P reduction), depending on scenario. SANBALTS output showed that even partial fulfillment of nutrient reduction targets could have ameliorating effects on eutrophication conditions. Meeting BSAP targets will require addressing additional sources, such as sewage. A common approach to apportioning sources to external nutrients loads could enable further assessment of the feasibility of eutrophication management targets.

     

Safe speed limits for a safe system: The relationship between speed limit and fatal crash rate for different crash types

Objective: The objective of this article is to provide empirical evidence for safe speed limits that will meet the objectives of the Safe System by examining the relationship between speed limit and injury severity for different crash types, using police-reported crash data.

Method: Police-reported crashes from 2 Australian jurisdictions were used to calculate a fatal crash rate by speed limit and crash type. Example safe speed limits were defined using threshold risk levels.

Results: A positive exponential relationship between speed limit and fatality rate was found. For an example fatality rate threshold of 1 in 100 crashes it was found that safe speed limits are 40 km/h for pedestrian crashes; 50 km/h for head-on crashes; 60 km/h for hit fixed object crashes; 80 km/h for right angle, right turn, and left road/rollover crashes; and 110 km/h or more for rear-end crashes.

Conclusions: The positive exponential relationship between speed limit and fatal crash rate is consistent with prior research into speed and crash risk. The results indicate that speed zones of 100 km/h or more only meet the objectives of the Safe System, with regard to fatal crashes, where all crash types except rear-end crashes are exceedingly rare, such as on a high standard restricted access highway with a safe roadside design.