成渝高速铁路地面三向振动总值特性分析

为研究高速铁路地面三向振动总值特性,选择成渝高速铁路某路堤段和桥梁段进行了现场地面三向振动测试,分析了振动总值随距离的变化特性。结果表明,路堤段和高架桥段计权和未计权振动总值均随距离增加而近似呈负指数衰减,近场衰减快,远场衰减缓慢;路堤段和高架桥段计权振动总值与Z振级随距离的变化规律类似,且近场两者之间的差值较小,当评价高速铁路运营振动的环境影响时,近场可用Z振级近似代替计权振动总值。     

Perceptions of safety on a shared road: Driving,cycling, or walking near an autonomous vehicle

Introduction: While improved safety is a highly cited potential benefit of autonomous vehicles (AVs), at the same time a frequently cited concern is the new safety challenges that AVs introduce. The literature lacks a rigorous exploration of the safety perceptions of road users who will interact with AVs, including vulnerable road users. Addressing this gap is essential because the successful integration of AVs into transportation systems hinges on an understanding of how all road users will react to their presence. Methods: A stated preference survey of the Phoenix, Arizona, metropolitan statistical area (Phoenix MSA) was conducted in July 2018. A series of ordered probit models was estimated to analyze the survey responses and identify differences between various population groups with respect to the perceived safety of driving, cycling, and walking near AVs. Results: Greater exposure to and awareness of AVs are not uniformly associated with increases in perceived safety. Various attitudinal factors, level of AV automation, and other intrinsic and extrinsic factors are related to safety perceptions of driving, walking, and cycling near AVs. Socioeconomic and demographic characteristics, such as gender, age, income, employment, and automobile usage and ownership, have various relationships with perceived safety. Conclusions: Cycling near an AV was perceived as the least safe activity, followed by walking and then driving near an AV. Both similarities and differences were observed among the factors associated with the perceived safety of different travel alternatives. Practical Applications: Public perception will guide the development and adoption of AVs directly and indirectly. To help maintain control of public perception, transportation planners, decision makers, and other stakeholders should consider more deliberate and targeted messaging to address the concerns of different road users. In addition, more careful pilot testing and more direct attention to vulnerable road users may help avoid a backlash that could delay the rollout of this technology.     

未按规定导向车道行驶行为干预方法研究

为保障信号交叉口的正常交通秩序,充分遏制机动车未按规定导向车道行驶行为,亟需探究该行为的影响因素及干预方法。以北京市内4个信号交叉口处共35 h的1 666条监控视频数据为基础,对未按规定导向车道行驶行为进行定义并将其分为9类,分别对频率较高的5类未按规定导向车道行驶行为构建二元Logit模型,以确定其关键影响因素,并据此提出干预方法。结果表明,排队车辆数、大车比例、时段、车流量、照明条件等因素会不同程度地影响5类未按规定导向车道行驶行为的发生概率,其中排队车辆数及时间因素影响最为显著。在此基础上,从交通工程设施及驾驶人安全意识角度,提出优化交叉口渠化设计及信号配时、采用智能标线、强化监管力度及完善交通管控设施、加强驾驶人安全教育4种未按规定导向车道行驶行为干预方法。     

Roads and Landscape Pattern in Northern Wisconsin Based on a Comparison of Four Road Data Sources

Abstract:  Roads are important components of landscapes; they fragment habitat, facilitate invasive species spread, alter hydrology, and influence patterns of land use. Previous research on the ecological impacts of roads may have underestimated their effect because currently available sources of road data do not include the full road network. We compared differences in road density and landscape pattern among U.S. Census Bureau TIGER line files, U.S. Geological Survey 1:100,000-scale digital line graphs, and U.S. Geological Survey 1:24,000-scale digital raster graphics in northern Wisconsin to road data derived from 1:40,000-scale digital orthophotos. Road density measured from digital orthophotos (2.82 km/km²) was significantly greater than that of digital raster graphics (1.62 km/km²) and more than double that of digital line graphs (1.21 km/km²) and TIGER (1.27 km/km²) data. The increased road densities in raster graphics and orthophoto data were mainly due to the addition of minor roads. When all roads were used to define patch boundaries, landscape metrics produced with orthophoto data showed significantly greater levels of fragmentation than those based on line or raster graphics. For example, maximum patch size was 1074 ha and total edge was 109 km for line graphs, compared with 686 ha and 211 km for orthophoto data. Roads are missing in commonly used data, primarily because mapping standards systematically exclude minor roads. These standards are not ecologically based and may result in false assumptions about the ecological effects of roads. We recommend that future studies take special consideration of the completeness of road data and consider whether all ecologically relevant roads are included.     

崇明岛公路两侧蔬菜地土壤和蔬菜重金属污染研究

为了研究崇明岛公路两侧土壤和蔬菜重金属污染状况,采集陈海、北沿公路两侧蔬菜地土壤、蔬菜和路面灰尘样品,测定重金属Pb、Cd、Cu、Zn含量.结果表明,以上海市土壤环境背景值上限值为评价标准,所有土壤样品Pb、Cd、Cu和Zn的超标率分别为10.1%、25.4%、6.5%和8.7%;以HJ 332-2006 食用农产品产地环境质量评价标准中蔬菜地土壤环境质量评价指标限值(pH值6.5～7.5)为标准,Cd超标率在21.0%,仅有不到3%样品Pb含量超标,而没有样品Cu、Zn含量超标.以国家食品卫生标准中规定的重金属限量为标准,路侧蔬菜样品Pb含量超标率为43.2%,Cd为18.6%,Zn和Cu则小于5%.由此可见,崇明岛主要公路两侧土壤污染以Cd为主,而蔬菜污染则以Pb为主.在长期运营的前提下,低交通量公路两侧50 m范围内耕作层土壤和两侧作物会发生一定程度的重金属污染,路面灰尘是路侧土壤和蔬菜的潜在污染源.     

公路边土壤和水稻中铅的分布,累积及临界含量

在距公路５、１０、５０、１００、２００ｍ准备收割的稻田中同时采集土壤及稻米样品。对２条公路的样品分析结果表明，汽车尾气中铅的污染大多集中在公路两侧５０ｍ左右的范围内。土壤自身性质对路边土壤及水稻中铅的分布、累积具有显著影响。经壤水稻中铅的累积量小于重壤水稻土，但轻壤水稻糙米的含铅量却高于重壤。轻壤中土壤含铅量和糙米含铅量之间具有相关关系。探讨了公路边土壤的临界含量问题，推算出轻壤中此值为５８ｍｇ／     

基于FHWA的兰州市道路交通噪声预测模型的建立

结合美国道路交通噪声污染预测模型(FHWA)和国内学者在该方面的大量研究成果,选择兰州市主、次干道共计52条、142个监测点的建模采样数据,并应用统计学原理分析了影响道路交通噪声的各个因子与道路交通噪声的相关性,最终得出了符合兰州市道路交通特征的噪声污染统计预测模型.随后通过兰州市15个监测点的预测与实测对比验证后发现二者具有较高的一致性,此模型可应用在兰州市道路交通噪声污染的预测评价中.     

三峡库区社区水平乡村路网对森林景观变化的影响

人为扰动是短时空尺度内森林景观变化或用途转换的主要动力,而乡村路网则成为人为扰动拓展的主要通道。基于1992、2002、2014年三峡库区重庆市石柱县西沱镇3期遥感影像和实地调研数据,在ArcGIS平台支持下,研究社区水平乡村路网对森林景观变化的影响。结果表明：1）1992—2014年研究区乡村路网影响域内次生林、退化林地和耕地的动态变化较显著,集中分布在中西部平坦区。1992—2002年乡村路网缓冲区内森林景观整体呈退化趋势,退化类型以次生林→退化林地、次生林→耕地、退化林地→耕地为主,演化量达1 705.91 hm²;2002—2014年乡村路网缓冲区内森林景观主要呈恢复趋势,恢复类型以耕地→退化林地、耕地→次生林、退化林地→次生林和原始林→退化原始林为主,演化量达1 674.52 hm²。2）相比发现,前一时期研究区乡村路网长度的增加和路网材质的提升很大程度上驱动森林景观的退化,而后一时期低等级路段的消失、废弃或利用率的降低则有助于森林景观的恢复,消失路段恢复率近100%。3）研究有助于丰富人们对社区水平乡村路网影响森林景观变化的理解与认识,为生态文明建设中合理规划乡村路网提供科学依据。     

天津市春季道路降尘PM2.5中重金属污染特征及健康风险评价

为研究天津市春季道路降尘PM_2.5中重金属污染特征及健康风险,于2015年3月22日-5月23日用降尘缸采集天津市主干道、次干道、支路、快速路道路两侧道路降尘样品,利用再悬浮系统将道路降尘中PM_2.5悬浮至滤膜上,并用电感耦合等离子体质谱仪（ICP-MS）测定了PM_2.5中7种重金属（Ni、Pb、Cd、As、Mn、Cu和Zn）的质量分数.结果表明:道路降尘PM_2.5中Ni、Pb、Cd、As、Mn、Cu和Zn质量分数平均值分别为37.05、82.50、1.73、25.65、380.18、201.08和736.43 mg/kg;I_geo（地累积指数）显示,Cd属于强污染,Zn和Cu属于中到强污染,Pb属于中度污染,As属于轻度污染,Ni和Mn属于无污染;健康风险评价显示,手-口摄入是道路降尘PM_2.5中重金属进入人体的主要途径,儿童的暴露剂量和非致癌风险均高于成人,总非致癌风险次序为As > Pb > Mn > Cu > Zn > Cd > Ni,其中儿童手-口途径As的暴露风险商（HQ_ing）及非致癌总风险（HI）均为1.23,大于限值（1）,对儿童存在非致癌风险;其他重金属非致癌总风险均低于限值,对人体无非致癌风险;道路降尘PM_2.5中Ni、As和Cd通过呼吸途径对人体均无致癌风险.      

基于IVE模型和大数据分析的杭州市道路移动源主要温室气体排放清单研究

利用IVE模型和对杭州市机动车排放管理数据库大数据的分析,得到杭州市2015年各类机动车主要温室气体高分辨率排放清单,分析了排放分担情况及时间变化特征,并利用Arc GIS及杭州市路网信息建立了1 km×1 km网格化空间分布.结果表明,杭州市道路移动源温室气体排放中CO_2、CH_4和N_2O的年排放量分别为818.11×10~4、0.85×10~4和0.07×10~4t,合计856.79×10~4t(以CO2当量计).从温室气体种类来看,CO_2占道路移动源温室气体排放总量的绝大部分,为95.5%;从机动车类型来看,小微型客车对道路移动源温室气体排放的贡献率最大,占72.8%;从道路类型的排放情况来看,杭州市市中心、城区、城郊和郊区中温室气体合计CO_2当量贡献率最高的均为主干路,分别为43.4%、61.8%、58.0%和42.4%.杭州市道路移动源温室气体排放强度均呈现由城市中心向城市边缘递减的趋势,同时温室气体排放量日变化特征明显,均出现弱双峰现象.