高职旅游管理专业课程教学方法初探

高职旅游管理专业教学改革的方向是:采用启发式教学,推动参与式教学,引进模拟教学,加强电化教学和把有实践经验的旅游专业人员请进课堂教学.     

职业高等教育法律专业的培养目标与专业课程设置初探

文章认为职业高等教育法律专业应根据自身特色规划培养目标和专业课程，尤其是从理论讲授、实际操作与社会实践三个方面对专业课程的设置作了较为深入的探讨.     

人的个性分析与大学生就业指导

本文通过对人的个性分析,在了解学生个性的同时,有针对性地指导他们的就业工作:指导学生正确地认识自己,帮助学生转变就业观念、进行职业生涯规划等,使学生在毕业时能够找到一份适合自己的工作。     

中加高等环境教育比较研究

通过对加拿大大学有关环境专业的教育层次、专业配置和课程设置的分析，并与我国的高等环境教育现状相比，得出了以下结论：环境科学类专业在加拿大高校中设置频度比我国高；从分布特征和培养层次上看，加拿大高校中环境类专业与我国类似，偏工程和综合性，且都以本科—硕士—博士三个层次为主体；从培养方式上看，加拿大高等环境教育与我国在这方面的差异较大，许多经验值得我们借鉴．     

自我决定理论在环境教育中的应用

自我决定理论指在自我决定的意义上说,行为是主观上自主选择、自主决定的,而不是迫于某种内在需要或外在力量的压力。自我决定动机区分了促进内部动机的社会环境,分别涉及三种不同的心理需要：胜任、自主和关系。三个基本的需要缺一不可,也就是说只有在三个基本心理需要都得到满足时,自我决定动机和自我决定行为才能产生。教师在环境教育课程中运用自我决定理论培养学生环境动机,可采用三种教学策略：获取学校其他教师、行政人员、家长和社会的支持;选择学生感兴趣的,具有挑战性的问题;采用合作学习与探究学习的方式。     

幼儿环境教育实施策略的探讨

开展幼儿环境教育实践的目的是让幼儿成为环境的主人,引导他们自主地欣赏,观察日常生活中具体的环境要素和环境问题,使他们懂得我们周围的环境与人类的一切活动息息相关,并使幼儿逐步养成与环境友善的行为习惯。     

关于高等学校引入低碳教育的思考

全球气候变化问题日益受到全人类的关注,国际社会加快了温室气体减排,发展低碳经济的步伐。解决气候变暖问题,发展低碳经济,实现可持续发展,必须通过低碳教育培养全民的低碳意识。大学生是传播低碳理念和实践低碳发展的生力军,提高大学生的低碳意识有利于提高全民族的低碳意识。为此,高校必然成为进行低碳教育的重要阵地。高等学校应在课程设置、学生生活实践以及学校管理等诸多方面贯彻低碳教育的理念。     

一种测定活性污泥中高等微生物活性的方法

采用机械破碎方式灭活活性污泥中高等微生物,并通过测定破碎前后泥样耗氧速率(OUR)之差别间接计算高等微生物的活性作用.实验结果表明,以分散机破碎活性污泥,高等微生物均可被有效地破碎灭活,且再培养138h后不再恢复.与此同时,对酵母菌破碎实验显示,机械破碎并未对其数量、形态以及活性产生太大影响,这表明机械破碎亦不会对个体尺寸比酵母菌更小的细菌构成任何影响.为使破碎前后活性污泥絮凝体形态基本一致,将破碎后的泥样经离心处理,以尽可能使絮凝体恢复如初(以SVI衡量).通过比较破碎前后泥样的OUR并计算可知,高等微生物活性相对于活性污泥总活性约占12%～14%.     

Cycle Aware: Piloting a module for novice drivers

Introduction: In low-cycling countries, motor-vehicle traffic and driver behavior are well known barriers to the uptake of bicycles, particularly for utility cycling. Lack of separation between cyclists and faster-moving traffic is one key issue, while attitudes of drivers toward and/or harassment of cyclists is another. Cyclist-related driver education has been recommended as a means to improve driver-cyclist interactions. Methods: The driver licensing process provides an opportunity for such education. The Cycle Aware module was developed to test and enhance novice drivers’ knowledge of interacting safely with cyclists. It was piloted across three Australian jurisdictions targeting both novice and experienced drivers. Participants were asked to complete the Cycle Aware module and an accompanying survey. A total of 134 novice and 97 experienced drivers completed the survey with 42 novice and 50 experienced drivers going on to complete the module. Results: Both groups of drivers scored equally well in the module but the very youngest and very oldest participants were more likely to have some incorrect responses. We did not find any relationship between correct module scores and attitudes toward cyclists. Survey results showed both novice and experienced drivers had somewhat positive attitudes toward cyclists. The two cohorts differed on several attitude questions. Sixty percent (60%) of novices compared to 30% of experienced drivers reported feeling concerned when sharing the road with cyclists, and novices were less likely to agree that cyclists had a right to use the roads. Conclusions and practical applications: The analysis suggests novices need to be better equipped to share roads confidently with cyclists and to recognize cyclists as legitimate traffic participants.     

Predictors of health care provider anticipatory guidance provision for older drivers

Objective: The objective of this study was to determine the frequency of health care provider (HCP) driving safety/cessation-related anticipatory guidance provision and predictors of driving safety-related anticipatory guidance provision by HCPs.

Methods: HCPs in several central/upper Midwest states were surveyed about frequency of anticipatory guidance provision (n = 265).

Results: More than half of HCPs stated that they frequently or always provide driving safety/cessation-related anticipatory guidance to patients aged 85 or older, 38.7% provided this guidance to patients aged 75 to 84, and 13.7% to patients aged 65 to 74. Predictors of driving safety/cessation-related anticipatory guidance provision differed by patient age. For patients aged 65–74, HCP personal experience with a motor vehicle crash (either the HCP themselves or a friend/family member) was significant in predicting anticipatory guidance provision. However, for patients aged 75 and older, significant predictors included HCP rural practice, HCP age, and percentage of HCP patients who were older adults.

Conclusion: HCP counseling provision related to driving issues differs by patient age and several HCP characteristics, including HCP rurality, age, and personal experience with motor vehicle crashes. Because aging results in physical and mental changes that affect driving and can be identified by HCPs, HCPs are in a position to counsel patients on the potential impacts of aging on the act of driving. Future research should examine the reasons for the differences in anticipatory guidance provision found in this study.