Weather as a Chronic Hazard for Road Transportation in Canadian Cities

Inclement weather creates a chronic hazard for Canadian travellers. Past studies indicate that road collision rates increase during precipitation, although the magnitude of theincrease varies from study to study, partly as a result of variations in weather and driving conditions,but also because of differences in methods. The goal of the current study is to improve ourunderstanding of the links between weather and travel risk in mid-sized Canadian cities by using astandardized method for analyzing data from six cities with different climates: Halifax-Dartmouth,Ottawa, Québec, Hamilton, Waterloo Region, and Regina. The study has four interrelated objectives: (1) Toconduct a sensitivity analysis to determine the extent to which risk estimates vary depending onthe criteria used to define precipitation events and `normal' conditions; (2) To compare therelative risk of collision and injury during precipitation relative to `normal' conditions; (3) Todetermine the extent to which weather-related risks vary fordifferent Canadian cities; and (4) To explore any differences in collision characteristics between events and controls, especially as theyvary from city to city. Results are based on a matched-pair analysis, using six-hour time blocks over afour-year period, 1995 to 1998. Results indicate only modest sensitivity to the criteria used to define precipitation events and `normal' conditions. On average, precipitation is associated with a 75 percentincrease in traffic collisions and a 45 percent increase in related injuries, as compared to `normal'seasonal conditions, but risk levels vary depending on the characteristics of the weather event.Both sensitivity to specific weather conditions and weather-related accident profiles vary from city tocity in ways that are not easily explained.     

Energy distributions of the large-scale horizontal currents caused by wind in the baroclinic ocean

Wind is the main energy source for the generation of the internal waves and the ocean mixing. Wunsch[1] estimated that about 1 TW (1 TW = 1012 W) energy was transported into the ocean from the winds by us-ing the altimeter data. Watanabe et al.[2] numerically calculated that the mixing processes obtained 0.7 TW energy from the global wind, which afforded most of the energy needed by the maintenance of the Merid-ional Overturning Circulation (MOC). During the past 50 years, in the Norther…     

The marker quantification of the Shared Socioeconomic Pathway 2: A middle-of-the-road scenario for the 21st century

Studies of global environmental change make extensive use of scenarios to explore how the future can evolve under a consistent set of assumptions. The recently developed Shared Socioeconomic Pathways (SSPs) create a framework for the study of climate-related scenario outcomes. Their five narratives span a wide range of worlds that vary in their challenges for climate change mitigation and adaptation. Here we provide background on the quantification that has been selected to serve as the reference, or ‘marker’, implementation for SSP2. The SSP2 narrative describes a middle-of-the-road development in the mitigation and adaptation challenges space. We explain how the narrative has been translated into quantitative assumptions in the IIASA Integrated Assessment Modelling Framework. We show that our SSP2 marker implementation occupies a central position for key metrics along the mitigation and adaptation challenge dimensions. For many dimensions the SSP2 marker implementation also reflects an extension of the historical experience, particularly in terms of carbon and energy intensity improvements in its baseline. This leads to a steady emissions increase over the 21st century, with projected end-of-century warming nearing 4 °C relative to preindustrial levels. On the other hand, SSP2 also shows that global-mean temperature increase can be limited to below 2 °C, pending stringent climate policies throughout the world. The added value of the SSP2 marker implementation for the wider scientific community is that it can serve as a starting point to further explore integrated solutions for achieving multiple societal objectives in light of the climate adaptation and mitigation challenges that society could face over the 21st century.     

Mobile-GIS中的数据组织模型研究

mob ile-GIS是GIS的全新发展领域,从应用的角度评述了移动服务中的数据特点和各种数据模型的原理及适用领域。不同的数据模型造成部门间数据难以共享,为此本文提出了一种集成数据模型,能使不同模型相互转化,提高数据共享程度。     

滆湖磷迁移过程的研究(一)——磷迁移模型的建立

通过滆湖磷的来源途径(入湖河道、湖区径流、湖面沉降、养殖技饵、底泥释放)和湖体各要素(水体、浮游植物、大型水生植物、鱼类等)中磷迁移过程调查资料的分析,建立了描述磷在上述各要素中迁移过程的数学模型.经实测资料验证,模型的计算值与实测值的平均相对误差在9.9%-18.6%.基本反映了磷的迁移过程及动态变化规律,对该湖磷浓度预测及磷资源合理利用具有重要的意义.     

RFID技术在数字城市建设中的应用

介绍了RFID的基本概念和特点,并对RFID技术进行详细地阐述,探讨了RFID技术在数字城市建设中的应用。     

长江冲淡水的扩展及其营养盐的输运

本文根据长江口及其邻近海域硝酸盐和硅酸盐的平面分布特征,研究得出,除冬季外,长江冲淡水中的营养盐同时向两个方向输送,一、向北或东北输入南黄海西南部;二、向南或东南输入东海。据此提出“长江冲淡水双向扩展”的观点,即长江冲淡水先顺河口走向朝东南方向流动,到达口门处分成两部分（冬季除外）,一部分穿过杭州湾口及舟山群岛一带沿岸南下,或自长江口向东南方向扩展;另一部分则左转向北或东北,进入南黄海西南部。南、北两股冲淡水的水量大小及其比例,因不同季节而异。     

北部湾盆地海中凹陷油气成藏条件分析

海中凹陷位于北部湾盆地西南部,其勘探程度低,对油气成藏条件欠缺系统的认识和深入的研究。以含油气系统理论为指导,在简要介绍地层与构造特征的基础上,重点论述了烃源岩、储集层、圈闭及输导介质等油气系统的基本要素,认为海中凹陷发育多套烃源岩、多套储集层、多种类型圈闭和复合的输导介质,具备油气系统形成的基本条件,具有较为广阔的油气勘探前景。     

江苏吕四海岸沉积动力特征及侵蚀过程

海岸侵蚀与水动力之间有着密切的关系.基于现场调查和资料收集,探讨了吕四海岸地貌、水动力、泥沙运动以及沉积与动力之间的响应.研究结果表明,风浪和潮流是塑造吕四海岸的主要动力.风浪年内变化按向岸风频率可分为高频期(10 月至翌年 1月)、转频期(2 月、3 月和 9 月)和低频期(4～8月)三个时期.风浪高频期,潮滩冲蚀,物质粗化;低频期,潮滩淤积,物质细化;转频期,时冲时淤,动态稳定.潮流作用主要表现为输沙淤滩和侧蚀滩脚.在风浪高频期,滩脚同时受到风浪冲蚀和潮流侧蚀,向岸后退,使吕四岸段成为隐性侵蚀型海岸.岸滩塑造对沉积动力响应显著,东部处于滨岸环境,在潮流和风浪的作用下,沉积物由岸向海变粗;西部还受径流影响,处于滨岸-河口环境,物质由岸向海变细.在水动力要素中,风浪是导致岸滩侵蚀的主控动力,而潮流则是近岸泥沙进行滩槽滩槽交换和循环输运的输运动力.