公路建设项目生态环境评价方法研究进展

本文阐述了目前国内研究和应用较广泛的公路建设项目生态环境评价方法。模糊综合法、层次分析法、生态足迹法等评价方法还处于学术理论探讨研究和应用尝试阶段;生态机理法、生产力法、生物多样性法等评价方法是目前公路建设项目生态环境评价工作中常采用的评价方法,但这些方法缺乏宏观性、综合性。定性和定量分析相结合,单项环境因子指标评价和综合评价相结合,点段相结合评价,生物个体、种群、群落、生态系统和景观相结合是今后评价公路建设项目生态环境影响的主要发展方向。     

高速公路水土保持生态服务功能价值评估浅析——以陕西省不同区域三条高速公路为例

以陕西省3个典型区域的3条高速公路为例,在构建高速公路水土保持生态服务功能价值评价体系并确定各评价指标计算方法的基础上,全面分析了高速公路水土保持的生态服务功能价值。旨在相互交流的基础上,为后期同类工程水土保持投资预算设计和资金管理使用提供理论依据。     

Evaluation of a high visibility enforcement project focused on passenger vehicles interacting with commercial vehicles

Introduction

In 2004, Washington State applied NHTSA's High Visibility Enforcement model used in the Click It or Ticket seat belt campaign in an attempt to reduce unsafe driving behaviors around commercial motor vehicles (CMVs). The program was called Ticketing Aggressive Cars and Trucks (TACT). This paper details the methods used to evaluate the program's effectiveness and the results of the evaluation.

Method

Four high-crash interstate highway corridors, each approximately 25 miles in length, were selected. Two of these corridors received TACT media messages and increased enforcement over an 18-month period while two comparison corridors did not receive any increased media or enforcement.

Results

A total of 4,737 contacts were made with drivers during the two enforcement waves, and 72% of these contacts led to a citation. Drivers at the intervention sites who said they saw or heard any of the TACT messages increased from 17.7% in the pre period to a high of 67.3% in the post periods. Drivers at the intervention sites also reported increased exposure to the core message of leaving more space when passing trucks (14% pre to 40% post period). The percentage of drivers who said they leave more room when passing trucks than when passing cars rose from 16% in the pre period to 24% in the post period at the intervention sites, while comparison sites showed no change. Over 150 hours of video recorded by law enforcement officers in unmarked vehicles were utilized to examine violation rates and severity of violations before and after the intervention campaigns. Statistical analyses showed that violation rates were reduced significantly at the intervention sites (between 23% and 46%), while remaining constant at the comparison sites. Analyses of the video data also showed that the seriousness of the residual violations at the intervention sites decreased.

Conclusions

Overall, the evaluation results provide a consistent picture of the effectiveness of the TACT pilot project. Success was demonstrated at every step - messages were received and understood, knowledge was changed in the intended direction, self reported driving behavior around large trucks improved, and observed driving behaviors confirmed the self reports.

Impact on Industry

After this initial success in Washington State, the TACT model will continue to be implemented and evaluated by FMCSA in an attempt to validate the program. Based on the results of this study and the consistent positive results found for other sTEP projects, it is likely that TACT will show continued success in a variety of settings and will help reduce the number and severity of crashes involving CMVs. Future research should attempt to use many of the methods described here to further validate the methods for not only evaluations of TACT programs, but also for any other highway safety programs that require measurements of the program's effectiveness.