凉爽路面的微气象效应和热环境效益:加利福尼亚州帕科马的详细实地观测研究结果

Haider Taha
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摘要

清凉路面是通过增加反照率来减轻城市过热影响的几种策略之一。顾名思义,这意味着增加反射和可能被重新吸收的短波辐射,同时降低地表和空气温度以及长波上涌,从而降低辐射温度。到目前为止,现实世界中的研究还不能对凉爽路面的净效应做出定论。GAF 的一个项目于 2022 年夏天在加利福尼亚州帕科马安装了反射式路面。这项研究旨在进行详细、高时空分辨率、多平台观测,以量化凉爽路面的微气象效益,并解决有关眩光、化学/空气质量和行人热舒适度的问题。结果表明,正如预期的那样,差异很大,但无论是在测试区和参照区之间进行直接并排实时比较(RT),还是在差分法(DofD)中量化测试区的局部变化,主要效果都是有益的。在 2022 年 9 月的一次热浪中,下午的最大空气温差(单个街段的平均值)达到了 -1.9°C(实时)。在没有热浪的炎炎夏日,各街道下午的平均最大空气温差可达-1.4 ° C RT 或-2.8 ° C DofD,地表温度可达-9.2 ° C RT 或-12.2 ° C DofD。虽然上述数值代表了最大效应,但更典型的街道区域平均值也显示出显著的统计效益。在下午,空气温差的平均值为-0.2 °C(RT)和-1.2 °C(DofD)。地表温差的平均值为 -2.6 °C RT 和 -4.9 °C DofD。行人热舒适度指标也显示出变化,但主要是冷却效应。平均辐射温差的平均值介于-0.9 °C和-1.3 °C之间(RT),生理等效温度的平均值介于-0.2 °C和-0.6 °C之间(RT)和-1.7 °C(DofD)。在预测平均投票方面,平均差异为-0.09 RT 和-0.32 DofD。
本文章由计算机程序翻译,如有差异,请以英文原文为准。
Micrometeorological effects and thermal-environmental benefits of cool pavements: Findings from a detailed observational field study in Pacoima, California
Cool pavements represent one of several strategies that can mitigate the effects of urban overheating by increasing albedo. By definition, this means increasing reflected and potentially re-absorbed short-wave radiation but also decreased surface and air temperatures and longwave upwelling, thus reducing radiant temperatures. So far, real-world studies have been inconclusive as to net effects from cool pavements. A project by GAF installed reflective pavements in Pacoima, California, in summer of 2022. This study set out to perform detailed, high spatiotemporal resolution, multi-platform observations to quantify micrometeorological benefits of the cool pavements and address concerns regarding glare, chemistry/air quality, and pedestrian thermal comfort. Results indicated large variability, as expected, but that the dominant effects were beneficial both in direct side-by-side, real-time comparisons (RT) between test and reference areas, as well as in difference-of-difference (DofD) to quantify local changes in test areas. During a heatwave in September 2022, maximum air-temperature differences (averaged over individual street segments) reached up to -1.9 °C RT in the afternoon. During non-heatwave, hot summer days, the largest street-segment-averaged afternoon air-temperature differences reached up to -1.4 °C RT or -2.8 °C DofD, and surface temperature up to -9.2 °C RT or -12.2 °C DofD. Whereas above values represent maximum effects, more typical street-segment averages also showed statistically significant benefits. In the afternoon, the mean of air-temperature differences was -0.2 °C RT and -1.2 °C DofD. The mean of surface-temperature differences was -2.6 °C RT and -4.9 °C DofD. Indicators of pedestrian thermal comfort also showed variability but predominantly a cooling effect. The mean of differences in mean radiant temperature was between -0.9 and -1.3 °C RT, and for physiological equivalent temperature, between -0.2 °C and -0.6 °C RT and -1.7 °C DofD. In terms of predicted mean vote, the mean of differences was -0.09 RT and -0.32 DofD.
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