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。     

Modelling and Optimization of Uranium (VI) Ions Adsorption Onto Nano-ZnO/Chitosan Bio-composite Beads with Response Surface Methodology (RSM)

Nano-ZnO-chitosan bio-composite beads were prepared for the sorption of \({\text{UO}}_{2}^{{2+}}\) from aqueous media. The resulting nano-ZnO/CTS bio-composite beads were characterized by TEM, XRD etc. The sorption of \({\text{UO}}_{2}^{{2+}}\) by bio-composite beads was optimized using RSM. The correlation between four variables was modelled and studied. According to RSM data, correlation coefficients (R²?=?0.99) and probability F-values (F?=?2.24?×?10^??10) show that the model fits the experimental data well. Adsorption capacity for nano-ZnO/CTS bio-composite beads was obtained at 148.7 mg/g under optimum conditions. The results indicate that nano-ZnO/CTS bio-composite beads are appropriate for the adsorption of \({\text{UO}}_{2}^{{2+}}\) ions from aqueous media. Also, the suitability of adsorption values to adsorption isotherms was researched and thermodynamic data were calculated.     

Water management and aquatic ecosystem services of a tropical reservoir (Itaparica,São Francisco,Brazil)

Reservoirs have a wide variety of uses that have led to frequent conflicts over ecological conservation and contamination, especially as land management has intensified. Oligotrophication must be implemented in numerous tropical reservoirs that experience advanced eutrophication to maintain aquatic ecosystem functions. To quantify impacts on ecosystem functions and to develop an adaptive management policy, multiple studies have been conducted on the Itaparica Reservoir, São Francisco River, in the semi-arid north-eastern region of Brazil. Here, we add to that existing body of knowledge through investigating how nutrient accumulation is affected by water exchange between the main river flow and Icó-Mandantes Bay. Operational water-level fluctuations in the reservoir create large desiccated littoral areas that release high amounts of nutrients when they are rewetted. In particular, water-level variation promotes proliferation of Egeria densa, a noxious weed, thus elevating trophic levels of the Itaparica Reservoir and Icó-Mandantes Bay. Analysis with a P efficiency model determined 25 μg P L^?1 to be the critical concentration and further indicated that the critical load in both bodies of water have been exceeded. Moreover, intensive fish aquaculture using net cages has led to further overtaxing of the reservoir. We conclude that an effective ecological reservoir management policy must involve oligotrophication, harvesting of noxious water weeds for use as soil amendment in agriculture or biogas production, “blue” aquaculture, and limiting hydroelectric power production based on current water availability.     

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.     

Toward harmonizing prospective effectiveness assessment for road safety: Comparing tools in standard test case simulations

Abstract

Objective: With the overall goal to harmonize prospective effectiveness assessment of active safety systems, the specific objective of this study is to identify and evaluate sources of variation in virtual precrash simulations and to suggest topics for harmonization resulting in increased comparability and thus trustworthiness of virtual simulation-based prospective effectiveness assessment.

Methods: A round-robin assessment of the effectiveness of advanced driver assistance systems was performed using an array of state-of-the-art virtual simulation tools on a set of standard test cases. The results were analyzed to examine reasons for deviations in order to identify and assess aspects that need to be harmonized and standardized. Deviations between results calculated by independent engineering teams using their own tools should be minimized if the research question is precisely formulated regarding input data, models, and postprocessing steps.

Results: Two groups of sources of variations were identified; one group (mostly related to the implementation of the system under test) can be eliminated by using a more accurately formulated research question, whereas the other group highlights further harmonization needs because it addresses specific differences in simulation tool setups. Time-to-collision calculations, vehicle dynamics, especially braking behavior, and hit-point position specification were found to be the main sources of variation.

Conclusions: The study identified variations that can arise from the use of different simulation setups in assessment of the effectiveness of active safety systems. The research presented is a first of its kind and provides significant input to the overall goal of harmonization by identifying specific items for standardization. Future activities aim at further specification of methods for prospective assessments of the effectiveness of active safety, which will enhance comparability and trustworthiness in this kind of studies and thus contribute to increased traffic safety.     

Developing Effective Decision Support for the Application of “Gentle” Remediation Options: The GREENLAND Project

Gentle remediation options (GRO) are risk management strategies/technologies that result in a net gain (or at least no gross reduction) in soil function as well as risk management. They encompass a number of technologies, including the use of plant (phyto‐), fungi (myco‐), and/or bacteria‐based methods, with or without chemical soil additives or amendments, for reducing contaminant transfer to local receptors by in situ stabilization, or extraction, transformation, or degradation of contaminants. Despite offering strong benefits in terms of risk management, deployment costs, and sustainability for a range of site problems, the application of GRO as practical on‐site remedial solutions is still in its relative infancy, particularly for metal(loid)‐contaminated sites. A key barrier to wider adoption of GRO relates to general uncertainties and lack of stakeholder confidence in (and indeed knowledge of) the feasibility or reliability of GRO as practical risk management solutions. The GREENLAND project has therefore developed a simple and transparent decision support framework for promoting the appropriate use of gentle remediation options and encouraging participation of stakeholders, supplemented by a set of specific design aids for use when GRO appear to be a viable option. The framework is presented as a three phased model or Decision Support Tool (DST), in the form of a Microsoft Excel‐based workbook, designed to inform decision‐making and options appraisal during the selection of remedial approaches for contaminated sites. The DST acts as a simple decision support and stakeholder engagement tool for the application of GRO, providing a context for GRO application (particularly where soft end‐use of remediated land is envisaged), quick reference tables (including an economic cost calculator), and supporting information and technical guidance drawing on practical examples of effective GRO application at trace metal(loid) contaminated sites across Europe. This article introduces the decision support framework. ©2015 Wiley Periodicals, Inc.     

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.