应用IVE模型计算上海市机动车污染物排放

为了解上海市机动车污染现状,建立上海市机动车源排放清单,分别选择上海市中心城区、商业区和收入相对较低区域中的主干道、快速道和次干道3种共9条典型道路,开展机动车技术水平参数、比功率(VSP)分布状况、启动状况等测试,并在此基础上将International Vehicle E-mission(IVE)模型本地化.调查结果表明,上海市区实际道路上轻型客车、出租车、公交巴士、卡车和摩托车(包含助动车)分别占道路总车流量的41.0%、30.8%、15.6%、6.9%和5.7%;从技术组成看,约85%的轻型客车和97%的出租车均安装有三元催化装置,约30%的公交巴士和90%的卡车没有达到欧Ⅰ标准;机动车的VSP分布主要集中在-2.9～1.2 kw·t-1.模式计算结果表明,2004年上海市机动车CO、VOC、NOx和PM排放量分别为57.06×104t、7.75×104t、9.20×104t和0.26×104t;20%的高排放车对总排放量的贡献占到25%～45%;启动过程中排放的CO、VOC和PM占总排放量的15%～25%,NOx仅占总排放量的4.5%.     

New York State urban and rural measurements of continuous PM2.5 mass by FDMS, TEOM, and BAM

Field evaluations and comparisons of continuous fine particulate matter (PM2,5) mass measurement technologies at an urban and a rural site in New York state are performed. The continuous measurement technologies include the filter dynamics measurement system (FDMS) tapered element oscillating microbalance (TEOM) monitor, the stand-alone TEOM monitor (without the FDMS), and the beta attenuation monitor (BAM). These continuous measurement methods are also compared with 24-hr integrated filters collected and analyzed under the Federal Reference Method (FRM) protocol. The measurement sites are New York City (the borough of Queens) and Addison, a rural area of southwestern New York state. New York City data comparisons between the FDMS TEOM, BAM, and FRM are examined for bias and seasonality during a 2-yr period. Data comparisons for the FDMS TEOM and FRM from the Addison location are examined for the same 2-yr period. The BAM and FDMS measurements at Queens are highly correlated with each other and the FRM. The BAM and FDMS are very similar to each other in magnitude, and both are approximately 25% higher than the FRM filter measurements at this site. The FDMS at Addison measures approximately 9% more mass than the FRM. Mass reconstructions using the speciation trends network filter data are examined to provide insight as to the contribution of volatile species of PM2.5 in the FDMS mass measurement and the fraction that is likely lost in the FRM mass measurement. The reconstructed mass at Queens is systematically lower than the FDMS by approximately 10%.     

Drag coefficient parameter estimation for aquaculture systems

Environmental Fluid Mechanics - The flow conditions in and around a suspended canopy, resembling those formed by aquaculture structures such as rafts cages and longlines, were modeled using an...     

Quantifying biases in marine-protected-area placement relative to abatable threats

Marine protected areas (MPAs) are a critical defense against biodiversity loss in the world's oceans, but to realize near-term conservation benefits, they must be established where major threats to biodiversity occur and can be mitigated. We quantified the degree to which MPA establishment has targeted stoppable threats (i.e., threats that can be abated through effectively managed MPAs alone) by combining spatially explicit marine biodiversity threat data in 2008 and 2013 and information on the location and potential of MPAs to halt threats. We calculated an impact metric to determine whether countries are protecting proportionally more high- or low-threat ecoregions and compared observed values with random protected-area allocation. We found that protection covered <2% of ecoregions in national waters with high levels of abatable threat in 2013, which is ∼59% less protection in high-threat areas than if MPAs had been placed randomly. Relatively low-threat ecoregions had 6.3 times more strict protection (International Union for Conservation of Nature categories I–II) than high-threat ecoregions. Thirty-one ecoregions had high levels of stoppable threat but very low protection, which presents opportunities for MPAs to yield more significant near-term conservation benefits. The extent of the global MPA estate has increased, but the establishment of MPAs where they can reduce threats that are driving biodiversity loss is now urgently needed.     

Microtargeting for conservation

Widespread human action and behavior change is needed to achieve many conservation goals. Doing so at the requisite scale and pace will require the efficient delivery of outreach campaigns. Conservation gains will be greatest when efforts are directed toward places of high conservation value (or need) and tailored to critical actors. Recent strategic conservation planning has relied primarily on spatial assessments of biophysical attributes, largely ignoring the human dimensions. Elsewhere, marketers, political campaigns, and others use microtargeting—predictive analytics of big data—to identify people most likely to respond positively to particular messages or interventions. Conservationists have not yet widely capitalized on these techniques. To investigate the effectiveness of microtargeting to improve conservation, we developed a propensity model to predict restoration behavior among 203,645 private landowners in a 5,200,000 ha study area in the Chesapeake Bay Watershed (U.S.A.). To isolate the additional value microtargeting may offer beyond geospatial prioritization, we analyzed a new high-resolution land-cover data set and cadastral data to identify private owners of riparian areas needing restoration. Subsequently, we developed and evaluated a restoration propensity model based on a database of landowners who had conducted restoration in the past and those who had not (n = 4978). Model validation in a parallel database (n = 4989) showed owners with the highest scorers for propensity to conduct restoration (i.e., top decile) were over twice as likely as average landowners to have conducted restoration (135%). These results demonstrate that microtargeting techniques can dramatically increase the efficiency and efficacy of conservation programs, above and beyond the advances offered by biophysical prioritizations alone, as well as facilitate more robust research of many social–ecological systems.     

Plume analysis from field evaluations of a portable air quality monitoring system

ABSTRACT

Near-road measurements in Rochester, NY with a Portable Air Quality Monitoring System indicate a significant plume control of PM_2.5 black carbon (BC) concentrations. This study evaluates the performance of two portable air quality enclosures deployed at collocated research sites to determine their accuracy and usefulness in field deployments, and specifically in pollution plume analysis. One system deployed collocated sensors for measurement of particulate matter mass concentration (Thermo pDR 1500 against Tapered Element Oscillating Microbalance (TEOM) measurement) and the second system deployed sensors for measurement of black carbon (Magee AE33 aethalometer and Brechtel Tricolor Absorption Photometer) in ambient and near-road locations in Rochester, New York, respectively. While the optical PM_2.5 sensors tended to be biased in their determination of concentration by ~15%, they followed changes and trends in concentration very well. The black carbon sensors in the portable systems agreed very well with each other and with the collocated sensor. As a case study to determine the contribution from statistically significant short-lived excursions of pollutant concentration, Morlet wavelet analysis was performed on data from the portable system sensors. Black carbon was found to be strongly influenced by plume behavior with significant plume excursions representing just over 12% of all data points and contributing on average 1 µg/m³ of black carbon above ambient concentrations.

Implications: This paper first evaluates two air pollutant monitoring enclosures with wide applicability including near-road detection of pollutants. Then, we present a novel method to designate isolate statistically significant excursions in air pollution concentration which can be used to determine the impact of pollutant plumes as observed in PM and black carbon behavior near road.     

Factors influencing property selection for conservation revolving funds

Finding sustainable ways to increase the amount of private land protected for biodiversity is challenging for many conservation organizations. In some countries, organizations use revolving‐fund programs, whereby land is purchased and then sold to conservation‐minded owners under condition they enter into a conservation covenant or easement. The sale proceeds are used to purchase, protect, and sell additional properties, incrementally increasing the amount of protected private land. Because the effectiveness of this approach relies on selecting appropriate properties, we explored factors currently considered by practitioners and how these are integrated into decision making. We conducted exploratory, semistructured interviews with managers from each of the 5 major revolving funds in Australia. Responses indicated although conservation factors are important, financial and social factors are also highly influential. A major determinant was whether the property could be resold within a reasonable period at a price that replenishes the fund. To facilitate resale, often selected properties include the potential for the construction of a dwelling. Practitioners face with clear trade‐offs between conservation, financial, amenity, and other factors in selecting properties and 3 main challenges: recovering the costs of acquisition, protection, and resale; reselling the property; and meeting conservation goals. Our findings suggest the complexity of these decisions may constrain revolving‐fund effectiveness. Drawing from participant responses, we identified potential strategies to mitigate these risks, such as providing adequate recreational space without jeopardizing ecological assets. We suggest managers could benefit from a shared‐learning and adaptive approach to property selection given the commonalities between programs. Understanding how practitioners deal with complex decisions in the implementation of revolving funds helps identify future research to improve the performance of this conservation tool.     

The need to improve information on road user type in National Vital Statistics System mortality data

Objectives: Both the National Vital Statistics System (NVSS) and the Fatality Analysis Reporting System (FARS) can be used to examine motor vehicle crash (MVC) deaths. These 2 data systems operate independently, using different methods to collect and code information about the type of vehicle (e.g., car, truck, bus) and road user (e.g., occupant, motorcyclist, pedestrian) involved in an MVC. A substantial proportion of MVC deaths in NVSS are coded as “unspecified” road user, which reduces the utility of the NVSS data for describing burden and identifying prevention measures. This study aimed to describe characteristics of unspecified road user deaths in NVSS to further our understanding of how these groups may be similar to occupant road user deaths.

Methods: Using data from 1999 to 2015, we compared NVSS and FARS MVC death counts by road user type, overall and by age group, gender, and year. In addition, we examined factors associated with the categorization of an MVC death as unspecified road user such as state of residence of decedent, type of medical death investigation system, and place of death.

Results: The number of MVC occupant deaths in NVSS was smaller than that in FARS in each year and the number of unspecified road user deaths in NVSS was greater than that in FARS. The sum of the number of occupant and unspecified road user deaths in NVSS, however, was approximately equal to the number of FARS occupant deaths. Age group and gender distributions were roughly equivalent for NVSS and FARS occupants and NVSS unspecified road users. Within NVSS, the number of MVC deaths listed as unspecified road user varied across states and over time. Other categories of road users (motorcyclists, pedal cyclists, and pedestrians) were consistent when comparing NVSS and FARS.

Conclusions: Our findings suggest that the unspecified road user MVC deaths in NVSS look similar to those of MVC occupants according to selected characteristics. Additional study is needed to identify documentation and reporting challenges in individual states and over time and to identify opportunities for improvement in the coding of road user type in NVSS.