In fall–winter, 2007–2013, visibility and light scattering coefficients(b sp) were measured along with PM_(2.5)mass concentrations and chemical compositions at a background site in the Pearl River Delta(PRD) region. The daily average visibility increased significantly(p 0.01) at a rate of 1.1 km/year, yet its median stabilized at ~13 km. No haze days occurred when the 24-hr mean PM_(2.5)mass concentration was below 75 μg/m~3. By multiple linear regression on the chemical budget of particle scattering coefficient(b sp), we obtained site-specific mass scattering efficiency(MSE) values of 6.5 ± 0.2, 2.6 ± 0.3, 2.4 ± 0.7 and 7.3 ± 1.2 m2/g,respectively, for organic matter(OM), ammonium sulfate(AS), ammonium nitrate(AN) and sea salt(SS). The reconstructed light extinction coefficient(b ext) based on the Interagency Monitoring of Protected Visual Environments(IMPROVE) algorithm with our site-specific MSE revealed that OM, AS, AN, SS and light-absorbing carbon(LAC) on average contributed 45.9% ± 1.6%,25.6% ± 1.2%, 12.0% ± 0.7%, 11.2% ± 0.9% and 5.4% ± 0.3% to light extinction, respectively.Averaged b ext displayed a significant reduction rate of 14.1/Mm·year(p 0.05); this rate would be 82% higher if it were not counteracted by increasing relative humidity(RH) and hygroscopic growth factor(f(RH)) at rates of 2.5% and 0.16/year-1(p 0.01), respectively, during the fall–winter, 2007–2013. This growth of RH and f(RH) partly offsets the positive effects of lowered AS in improving visibility, and aggravated the negative effects of increasing AN to impair visibility. 相似文献
Objective: To better capture the relationships between lane-changing collisions and explanatory variables, a microscopic model is developed for freeway lane-changing collisions based on the interactions between lane-changing vehicles.
Methods: The model applies an intervehicle interaction structure to account for the occurrence mechanism of lane-changing collisions. The occurrence mechanism can be described as the failure of a vehicle driver of an adjacent lane in avoiding the lane-changing vehicle, which disturbs the smooth movement of the adjacent lane vehicle and requires the driver's brake action to avoid an angle collision. This model is examined using data collected from freeways in Washington State during 2010 to 2011 and validated using lane-changing collision data for the SR 520 freeway.
Results: The findings of this study show that generalized truck percentage has a significant decreasing effect on lane-changing collision risk, whereas average spacing and several roadway characteristics have significant increasing effects. The frequency of slight collisions during peak hours is higher than that during off-peak hours. Young female drivers are more likely to be involved in collisions during lane-changing than young male drivers, but the result for senior drivers is opposite, with older male drivers having a higher probability of lane-changing collisions than female drivers in the same age group.
Conclusion: The process of lane-changing collisions is a complicated maneuver. Truck percentage, average spacing, and good roadway characteristics, such as straight and level segment, in the target lane have a significant effect on the occurrence of lane-changing collisions. Age and gender are also 2 important factors contributing to the relationship between lane-changing collisions and explanatory variables. 相似文献
Many ecologists focus on the effects of roads on landscapes, yet few consider how landscapes affect road systems. In this
study, therefore, we quantitatively evaluated how land cover, topography, and building density affected the length density,
node density, spatial pattern, and location of roads in Dongzhi Yuan, a typical loess region in China. Landscape factors and
roads were mapped using images from SPOT satellite (Système Probatoire d’Observation de la Terre), initiated by the French
space agency and a digital elevation model (DEM). Detrended canonical correspondence analysis (DCCA), a useful ordination
technique to explain species–environment relations in community ecology, was applied to evaluate the ways in which landscapes
may influence roads. The results showed that both farmland area and building density were positively correlated with road
variables, whereas gully density and the coefficient of variation (CV of DEM) showed negative correlations. The CV of DEM,
farmland area, grassland area, and building density explained variation in node density, length density, and the spatial pattern
of roads, whereas gully density and building density explained variation in variables representing road location. In addition,
node density, rather than length density, was the primary road variable affected by landscape variables. The results showed
that the DCCA was effective in explaining road–landscape relations. Understanding these relations can provide information
for landscape managers and transportation planners. 相似文献
The GreenWatch program has been implemented nationally in China. However, whether the program and its process have been effective in improving firms' environmental performance remains unclear. Based on the stakeholder theory, this paper conducts a comparative analysis between firms participating in the program and those that do not, all of which are based in Changshu City in the developed part of Jiangsu Province, China. Data suggest that GreenWatch encourages firms to improve and disclose their environmental performance. Through pressures imposed by different stakeholders—from the government, investors, and consumers, to the public, such as the community and media—this program has become the main driving force for improving the firms' environmental performance. The current study also provides substantial evidence that public disclosure in China opens up channels for effective public participation. Therefore, the GreenWatch program deserves to be promoted in China. 相似文献
Because nutrient enrichment has become increasingly severe in the Tai Lake Basin of China, identifying sources and loads is crucial for watershed nutrient management. This paper develops an empirical framework to estimate nutrient release from five major sectors, which requires fewer input parameters and produces acceptable accuracy. Sectors included are industrial manufacturing, livestock breeding (industrial and family scale), crop agriculture, household consumption (urban and rural), and atmospheric deposition. Results show that in the basin (only the five sectors above), total nutrient loads of nitrogen (N) and phosphorus (P) into aquatic systems in 2008 were 33043.2 tons N a?1 and 5254.4 tons P a?1, and annual area-specific nutrient loads were 1.94 tons N km?2 and 0.31 tons P km?2. Household consumption was the major sector having the greatest impact (46 % in N load, 47 % in P load), whereas atmospheric deposition (18 %) and crop agriculture (15 %) sectors represented other significant proportions of N load. The load estimates also indicate that 32 % of total P came from the livestock breeding sector, making it the second largest phosphorus contributor. According to the nutrient pollution sectors, six best management practices are selected for cost-effectiveness analysis, and feasible options are recommended. Overall, biogas digester construction on industrial-scale farms is proven the most cost-effective, whereas the building of rural decentralized facilities is the best alternative under extreme financial constraint. However, the reduction potential, average monetary cost, and other factors such as risk tolerance of policy makers should all be considered in the actual decision-making process. 相似文献