道路交通噪声不同预测模型之比较

目前,我国在进行道路交通噪声环境影响评价工作中主要使用的预测模型有2009声导则模型、2006规范模型,此外,也有部分噪声评价工作采用了德国的CadnaA软件。因各种模型在使用条件和参数选取等方面存在不同,导致预测结果存在差异。如何选取合适的预测模型,一直是国内学者不断研究想解决的问题。本文对已有道路交通噪声进行现场实测,通过设计不同的预测模式进行模型验证,将预测结果与实测值进行比较,结果表明这五种噪声预测模式中,模式一、模式四、CadnaA软件的噪声预测值与实际情况最相符,模式一绝对预测误差昼间在3.3-6.0 dB(A)之间,夜间在-3.4-0.2 dB(A)之间。使用2009声导则模型、2006规范模型相结合的预测模式更为准确。     

城市街谷与上游阻挡建筑最不利间距的研究

采用数值模拟的方法,研究了街谷内上风建筑与上游阻挡建筑的间距（D）,即上游建筑间距,对街谷内空气流动特性和气态污染物分布规律的影响.模拟结果表明,街谷内迎风区的气流速度基本不随D的变化而变化,而背风区和中心区的气流速度随着D的增加呈现先减小后增大的趋势,并在D=90m时,气流速度达到最小值.相应地,在D=90m时街谷内污染物浓度最高,表明D存在最不利值,在城市规划中应尽可能避免该间距.当D大于90m时,D越大,污染物浓度越低,而D小于90m时,D越小,污染物浓度也越低,可以同时实现节约用地和减小交通污染的目的.     

Connecticut statewide sTEP wave evaluation

INTRODUCTION: Selective Traffic Enforcement Programs (sTEPs) are a proven method to change motorists' behavior. Since 1997, the Connecticut DOT's Division of Highway Safety has organized a statewide seat belt enforcement program, with sTEP waves every three or four months. To date, 28 waves have been implemented. METHOD: Pre-wave and post-wave seat belt observation surveys are conducted by both state and municipal police across the state. Survey results, as well as a summary of all enforcement activity during the wave, are submitted for evaluation. RESULTS: Connecticut seat belt use has continued to rise from one wave to the next in a predictable "saw blade" pattern. CONCLUSIONS: The data clearly demonstrate that agencies that have participated in a greater number of waves have experienced the greatest increase in belt use. Belt use has not yet plateaued and additional sTEP enforcement seems indicated. However, evidence from other states suggests that a plateau may occur somewhere in the mid 80% range. IMPACT ON INDUSTRY: Should this occur, Connecticut will work toward strengthening the round the clock model, emphasizing the importance of aggressive primary enforcement.     

模糊综合评价法在道路运输企业安全评价中的应用

我国道路运输企业交通安全形势比较严峻,推行道路运输企业安全综合评价是降低道路运输企业交通事故的有效途径之一.本文运用Delphi法和AHP法建立了道路运输企业安全层次分析模型,构建了安全综合评价指标体系.选用基于"差动"原理的赋权法--G1法计算各指标的权重,应用模糊综合评价法对其进行安全综合评价.采用平均加权法对评价因素的各项指标进行量化处理,从而得到道路运输企业安全的综合评价结果.最后,对陕西省一家道路运输企业进行了实际验证,比较真实地反映了此企业的安全状况.     

高速公路汽车追尾预警系统的开发研究

对高速公路汽车追尾预警系统进行了总体设计,把系统划分为主控单元、雷达测距单元、信息采集单元、显示-声光报警单元4个子系统。在分析汽车动力学基础上,提出了系统安全距离模型,并对各子系统进行了软、硬件设计。通过模拟试验和实际装车实验,验证了系统所要求的各种性能,雷达测距准确,系统报警及时有效.     

Driving anger among motor vehicle drivers in China: A cross-sectional survey

Objective: Driving anger is a common emotion while driving and has been associated with traffic crashes. This study aimed to investigate situations that increase driving anger among Chinese drivers.

Methods: A cross-sectional study was conducted among 3,101 drivers in southern China. The translated version of the 33-item Driving Anger Scale (DAS) was used to measure driving anger. Data were collected by face-to-face interviews between June 2016 and September 2016.

Results: Confirmatory factor analysis showed that the fit of the original 6-factor model (discourtesy, traffic obstacles, hostile gestures, slow driving, illegal driving, and police presence) was satisfactory, after removing 2 items and allowing 5 error pairs to covary. The model showed satisfactory fit: goodness of fit index (GFI) = 0.90, incremental fit index (IFI) = 0.90, root mean square error of approximation (RMSEA) = 0.06, 90% confidence interval (CI) = 0.061–0.064. Driving anger among Chinese drivers was lower than that in some Western countries. Compared to older and experienced drivers, younger and new drivers were more likely to report driving anger. There was no difference in total reported driving anger between males and females. Additionally, the higher the driver’s anger level was, the more likely he or she was to have had a traffic crash.

Conclusion: Driving anger is a common emotion among Chinese drivers and has a strong correlation with aggressive driving behavior and traffic crashes.     

排气制动下汽车制动失效的坡长临界值计算

针对连续长下坡汽车王制动器失效的现象,研究了在排气制动下汽车下坡制动失效的坡长临界值问题.根据汽车主制动器制动毂温升模型,推导出在山区不同长纵坡路段,排气制动下汽车主制动器制动失效的坡长临界值,提出r伍5%、6%坡道上,采取Ⅳ档排气制动时,维持40km/h的安全稳定车速,主制动器制动失效的坡长临界值分别为3072m和1929 m,为长下坡路段交通安全设施的设计提供了理论依据.     

管制员安全能力模型研究

为准确评价管制员安全能力,基于能力的定义和管制员工作职责,界定管制员安全能力的内涵;依据该内涵及其工作特性,建立由身体素质、业务素质和意识3个结构维度组成的管制员安全能力模型。其中,身体素质包括生理状况和心理状况;业务素质包括教育状况、培训状况、技能状况和经验状况;意识包括安全意识和工作意识。在各项指标性质差异较大情况下,利用功效系数法实现评价指标的标准化以减小误差,客观反映指标情况,同时采用G1-法和熵值法集成的主客观综合赋权法确定指标的权重,在一定程度上弥补主客观单一赋权的不足,最后通过逼近理想解排序法(TOPSIS)评价管制员安全能力。结果表明,按照从大到小排序对管制员安全能力的影响因素依次为意识、身体素质和业务素质。就对所论能力的影响而言,心理状况强于生理状况;技能状况强教育、培训和经验状况;安全意识对意识的影响大于工作意识。     

基于云模型的海上交通系统风险蒙特卡罗仿真

为扩展海上交通系统(MTS)风险的数据样本,更好地开展海上交通系统风险评估研究,有必要研究系统风险仿真中的模型与算法问题。在讨论不确定性信息中随机性和模糊性的基础上,引入云模型来取代概率分布参数下的蒙特卡罗仿真模型。经对无确定度的原始云特征参数求解,获得海上交通系统风险的还原云滴,有效增加海上交通系统风险数据样本,进而分析出风险数值仿真下的海上交通系统风险特征。通过有效性检验,云模型下仿真的变异系数比基于对数正态分布下仿真的结果更稳定。云模型下的仿真结果更准确地逼近原始样本的特性。风险的模糊性和随机性信息量化问题得到解决。     

地震灾害紧急救援可支配交通链路选择研究

如何通过科学的算法提前获取决定路网通达性的关键链路,即可支配链路,从而可通过各方面养护措施提高可支配链路的抗震能力,保证震后救援运输的顺利进行。提出可支配链路的相关概念,基于矩阵结构的计算方法与原理,并应用算例进行验证。通过选取云南省保山市隆阳区的部分目标区域来进行震后救援路网的支配性链路计算,同时针对地震发生后的特点,综合考虑医疗救援、火灾救援及紧急物资救援3方面的综合救援需求,获得该区域路网的可支配链路。研究结果表明:结合震后实际救援需求,将需求点扩展为多个需求点,能够进一步获得在多个需求点基础上的可支配链路。因此,利用矩阵结构获得可支配链路的方法,能够综合需求点数量和概率临界值的进一步调整,进一步优化计算结果。