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排序方式: 共有278条查询结果,搜索用时 31 毫秒
1.
沪杭高速公路嘉善段道路声屏障的设计及降噪效果 总被引:4,自引:0,他引:4
在详细调查沪杭高速公路喜善张家浜中桥路段(试验路段)未建道路声屏障噪声情况的基础上,介绍了试验路段工程概况及道路声屏障的设计,并分析了声屏障的现场降噪效果,试验路段声屏障的声学指标达到预期目标,具有良好的环境效益。 相似文献
2.
中国交通安全技术分析 总被引:6,自引:6,他引:6
笔者在分析和比较中、美、日等国道路交通现状、交通安全的发展趋势、已采取相应对策及其实施效果的基础上 ,对我国现阶段交通特点、交通安全的状况、交通安全技术特征以及发展趋势进行了研讨和分析 ,并强调在交通安全管理的总体框架下 ,交通安全技术手段的提高是我国交通安全管理面临的迫切需要解决的问题 ,从而提出只有通过实施分阶段的、递进的安全管理对策和开展长效管理 ,提高交通安全技术 ,建立“点—线—面”的立体控制系统和道路交通安全保障体系 ,才能提高我国交通系统的整体安全性能 相似文献
3.
从道路交通事故统计分析对比谈预防措施 总被引:11,自引:11,他引:11
笔者通过对比我国与世界上部分发达国家近十年来在道路交通事故方面的统计数据 ,并根据经济发展水平与机动车保有量的正比例关系及当前我国道路交通事故现状 ,分析得出道路交通安全事故的发生 ,与人、车辆、道路、环境信息及管理等因素具有密切关系 ,其中人 (尤其是驾驶员 )作为交通行为的主体 ,是道路交通事故诱因中一个关键性因素。由此 ,作者提出了要有效预防和减少道路交通事故的发生 ,必须将人、车、路、环境信息和管理等诸因素作为一个有机整体系统思考 ,且在未来的道路交通发展中应引入交通稳静化理念 ,以实现道路交通的安全、畅通与高效 相似文献
4.
基于可接受安全间距的单车道交通流模拟模型 总被引:1,自引:1,他引:1
交通流微观模拟是采用计算机对交通流进行描述及分析的方法。尤其对于复杂的交通流而言,微观模拟具有明显的优势,然而模拟的准确与否,关键在于模型的建立。笔者即是在研究我国单车道交通流特点的基础上,借鉴车道变换理论,基于驾驶员可接受的交通安全间距,分析安全变换车道的各间距之间的关系,阐述了有超车的单车道交通流模拟模型的建立方法 相似文献
5.
The involvement of buses in accidents usually is assessed implicitly on the basis of the direct involvement of the bus in the collision or in injury production. This paper deals with the scope and forms of indirect involvement of buses (as a sight obstruction, for example). Accidents were selected by identifying the presence of the term ‘bus’ or synonyms in the text parts of complete police reports (testimonies, statements by the persons involved, etc.) available in electronic form, then analysed in detail. Direct or indirect involvement of a bus is found in 3.6% of traffic injury accidents reported by the police in the community studied (direct involvement: 1.4%; indirect involvement: 2.2%). The different forms of indirect involvement are then described, and some possibilities of preventive measures are discussed. 相似文献
6.
用超细玻璃纤维滤膜采集杭州市某道路上机动车排放的苯并(a)芘,经超声萃取,高速离心后直接进HPLC分析。在选定的色谱条件下,苯并(a)芘与其他多环芳烃完全分离,绝对进样量在0.8~0.02 ng时线性良好,相关系数为0.99979,最小检出量0.8 pg,加标回收率87.5%~93.8%。 相似文献
7.
The size of particles in urban air varies over four orders of magnitude (from 0.001 μm to 10 μm in diameter). In many cities
only particle mass concentrations (PM10, i.e. particles <10 μm diameter) is measured. In this paper we analyze how differences
in emissions, background concentrations and meteorology affect the temporal and spatial distribution of PM10 and total particle
number concentrations (PNC) based on measurements and dispersion modeling in Stockholm, Sweden. PNC at densely trafficked
kerbside locations are dominated by ultrafine particles (<0.1 μm diameter) due to vehicle exhaust emissions as verified by
high correlation with NOx. But PNC contribute only marginally to PM10, due to the small size of exhaust particles. Instead
wear of the road surface is an important factor for the highest PM10 concentrations observed. In Stockholm, road wear increases
drastically due to the use of studded tires and traction sand on streets during winter; up to 90% of the locally emitted PM10
may be due to road abrasion. PM10 emissions and concentrations, but not PNC, at kerbside are controlled by road moisture.
Annual mean urban background PM10 levels are relatively uniformly distributed over the city, due to the importance of long
range transport. For PNC local sources often dominate the concentrations resulting in large temporal and spatial gradients
in the concentrations. Despite these differences in the origin of PM10 and PNC, the spatial gradients of annual mean concentrations
due to local sources are of equal magnitude due to the common source, namely traffic. Thus, people in different areas experiencing
a factor of 2 different annual PM10 exposure due to local sources will also experience a factor of 2 different exposure in
terms of PNC. This implies that health impact studies based solely on spatial differences in annual exposure to PM10 may not
separate differences in health effects due to ultrafine and coarse particles. On the other hand, health effect assessments
based on time series exposure analysis of PM10 and PNC, should be able to observe differences in health effects of ultrafine
particles versus coarse particles. 相似文献
8.
Martin Braniš 《Water, Air, & Soil Pollution: Focus》2008,8(1):49-60
To assess the effect of changes in traffic density and fuels used for heating at the beginning of the 1990s, 1992–2005 monthly
averages of PM10, SO2, NO2, NO, CO and O3 from Prague, the Czech capital, were analyzed together with long term trends in emissions of major pollutants, fuel consumption
and number of vehicles registered in Prague. The data from all monitoring stations were retrieved from the database of the
state automated monitoring system. Correlation coefficients between ambient monthly averaged temperature and all pollutants
of concern showed distinct seasonal trends. The results showed that while SO2 and to some extent also CO concentrations dropped namely in the first half of the analyzed period (1992–1997) as a result
decreased fossil fuel consumption for local heating, the behaviour of other pollutant concentrations followed a different
pattern. PM10 concentrations decreased during the beginning of the 1990s but showed a sign of increase after 2000. Concentrations of ozone
and NO2 did not reveal any significant change throughout the whole studied period. It can be concluded that during the studied period
traditional urban sources of pollution, such as coal and oil combustion, lost their importance but were simultaneously substituted
by pollutants from automotive transport (namely PM and NO2) making the problem of air quality even worse. 相似文献
9.
10.
Based on previous research, the sampling and analysis methods for phthalate esters (PAEs) were improved by increasing the sampling flow of indoor air from 1 to 4 L/min, shortening the sampling duration from 8 to 2 hr. Meanwhile, through the optimization of chromatographic conditions, the concentrations of 9 additional PAE pollutants in indoor air were measured. The optimized chromatographic conditions required a similar amount of time for analysis as before, but gave high responsivity, the capability of simultaneously distinguishing 15 kinds of PAEs, and a high level of discrimination between individual sample peaks, as well as stable peak generation. The recovery rate of all gas-phase and particle-phase samples of the 15 kinds of PAEs ranged from 91.26% to 109.42%, meeting the quantitative analysis requirements for indoor and outdoor air sampling and analysis. For the first time, investigation of the concentration levels as well as characteristics of 15 kinds of PAEs in the indoor air from four different traffic micro-environments (private vehicles, busses, taxis and subways) was carried out, along with validation of the optimized sampling and analytical method. The results show that all the 9 additional PAEs could be detected at relatively high pollution levels in the indoor air from the four traffic micro-environments. As none of the pollution levels of the 15 kinds of PAEs in the indoor air from the 4 traffic micro-environments should be neglected, it is of great significance to increase the types of PAEs able to be detected in indoor air. 相似文献