黄河泥沙中的腐殖质对高锰酸盐指数测定的影响

通过模拟试验研究了黄河泥沙对高锰酸盐指数的影响,结果表明:①浑水高锰酸盐指数(COD_Mn)和水样加酸处理后水相COD_Mn随着泥沙含量的增加而显著增长;但水样未加酸处理水相的COD_Mn随着泥沙含量的增加只呈微上升趋势;②随着泥沙含量的增加,浑水生化需氧量(BOD₅)的增长率显著低于浑水COD_Mn和加酸处理条件下的水相COD_Mn的增长率;③黄土中含量仅为0.76%的腐殖质对含泥沙浑水COD_Mn的贡献较大,当泥沙含量为7.5g/L和15g/L时,腐殖质对浑水COD_Mn的贡献分别为15.9%和 21.7%;④泥沙中腐殖质的主要组成之一富里酸溶于酸,当泥沙含量为7.5g/L和15g/L时,富里酸对水样加酸处理后水相COD_Mn的贡献分别为23.6%和50.6%.由于富里酸在自然条件下不容易发生生物降解,因此,目前黄河水质监测中的COD_Mn夸大了黄河耗氧性有机物的污染.     

黄河流域生态保护与高质量发展的耦合关系及交互响应

在分析生态保护与高质量发展耦合机理的基础上,以省域为研究单元评价黄河流域生态保护与高质量发展的耦合协调度,并与长江经济带进行对比;利用面板VAR模型定量考察黄河流域生态保护与高质量发展的交互响应关系。主要结论如下：（1）研究期内黄河流域生态保护指数和高质量发展指数均呈现增长的趋势,总体均呈现中下游地区高于上游地区的格局。（2）研究期内黄河流域生态保护与高质量发展的耦合协调度整体呈现增长的态势,其中2003—2011年耦合协调度小于0.5,属于拮抗阶段;2012—2017年耦合协调度处于0.5~0.7之间,属于磨合阶段;耦合协调度总体呈现下游>中游>上游的空间格局,在省域层面山东和陕西的耦合协调度最大,宁夏和青海的耦合协调状况最差。（3）黄河流域的生态保护指数略高于全国平均水平,但低于长江经济带;高质量发展指数和耦合协调度都低于全国平均水平,与长江经济带的差距更大。（4）黄河流域生态保护与高质量发展两个子系统都存在正向累进效应和惯性发展特征,并且两者对于自身的影响程度都呈现逐步下降的态势,其中高质量发展对自身的影响程度下降更为明显;黄河流域生态保护与高质量发展具有正向促进作用,但由于生态保护和高质量发展水平偏低且内部发展不均衡,造成二者的作用机制不显著。     

黄河流域城市群资源环境承载力演变特征及驱动因素研究——以关中平原城市群为例

受气候变化和生产生活活动的影响,黄河流域城市群在迈进"中等收入"门槛后资源环境承载力面临严峻挑战.本文以关中平原城市群为例,在分析2005-2017年城市群资源环境承载力演变特征的基础上,对资源环境承载力同人均GDP进行环境库兹涅茨检验,采用对数平均迪氏指数(LMDI)方法探讨足迹强度、经济增长、城市扩张、城市紧凑、人...     

A distributed non-point source pollution model: calibration and validation in the Yellow River Basin

The applicability of a non-point source pollution model-SWAT(soil and water assessment tools) in a large river basin with high sediment runoff modulus(770 t/km^2 in the Yellow River) was examined. The basic database,which includes DEM, soil and landuse map, weather data, and land management data, was established for the study area using GIS. A two-stage “Brute Force” optimization method was used to calibrate the parameters with the observed monthly flow and sediment data from 1992 to 1997. In the process of calibration automated digital filter technique was used to separate direct runoff and base flow. The direct runoff was firstly calibrated, and the base flow, then the total runoff was matched. The sediment yield was calibrated to match well. Keeping input parameters set during the calibration process unchanged, the model was validated with 1998-1999‘s observed monthly flow and sediment. The evaluation coefficients for simulated and observed flow and sediment showed that SWAT was successfully applied in the study area: relative error was within 20%, coefficient of determination and Nash-Suttcliffe simulation efficiency were all equal to or above 0.70 during calibration and validation period.     

某石化工业园区大气中VOCs垂直分布的无人机监测研究

利用无人机对某石化工业园区地面至100 m大气中的VOCs进行监测,通过不同高度数据对比,总结该石化工业园区挥发性有机物的垂直分布特征,并分析其化学反应活性。监测结果表明,VOCs体积分数和总臭氧生成潜势随高度增加均呈下降趋势,地面和15~30 m高度的VOCs浓度及臭氧生成潜势基本一致。主要VOCs物种浓度垂直分布特征可分为均匀分布、随高度增加浓度不断降低、随高度增加浓度先升后降3种。含氧有机物和烷烃在大气中体积分数较大,主要特征挥发性有机物为丙酮、乙醛、乙烷、乙醇等;臭氧生成潜势贡献较大的组分为含氧有机物、烯烃和炔烃,关键活性物质为甲醛、乙醛、丁烯醛、正丁醛等。含氧有机物的体积分数和臭氧生成潜势贡献在地面至100 m高度都明显高于其他组分,应作为VOCs浓度和化学活性控制的重点。     

Surveillance of traffic incident management–related occupational fatalities in Kentucky, 2005–2016

Objective: Traffic incidents occurring on roadways require the coordinated effort of multiple responder and recovery entities, including communications, law enforcement, fire and rescue, emergency medical services, hazardous materials, transportation agencies, and towing and recovery. The objectives of this study were to (1) identify and characterize transportation incident management (TIM)-related occupational fatalities; (2) assess concordance of surveillance data sources in identifying TIM occupations, driver vs. pedestrian status, and occupational fatality incident location; and (3) determine and compare U.S. occupational fatality rates for TIM industries.

Methods: The Kentucky Fatality Assessment and Control Evaluation (FACE) program analyzed 2005–2016 TIM occupational fatality data using multiple data sources: death certificate data, Collision Report Analysis for Safer Highways (CRASH) data, and media reports, among others. Literal text analysis was performed on FACE data, and a multiple linear regression model and SAS proc sgpanel were used to estimate and visualize the U.S. TIM occupational mortality trend lines and confidence bounds.

Results: There were 29 TIM fatalities from 2005 to 2015 in Kentucky; 41% of decedents were in the police protection occupation, and 21% each were in the fire protection and motor vehicle towing industries. Over one half of the TIM decedents were performing work activities as pedestrians when they died. Media reports identified the majority of the occupational fatalities as TIM related (28 of 29 TIM-related deaths); the use of death certificates as the sole surveillance data source only identified 17 of the 29 deaths as TIM related, and the use of CRASH data only identified 4 of the 29 deaths as TIM related. Injury scenario text analysis showed that law enforcement vehicle pursuit, towing and recovery vehicle loading, and disabled vehicle response were particular high-risk activities that led to TIM deaths. Using U.S. data, the motor vehicle towing industry had a significantly higher risk for occupational mortality compared to the fire protection and police protection industries.

Conclusions: Multiple data sources are needed to comprehensively identify TIM fatalities and to examine the circumstances surrounding TIM fatalities, because no one data source in itself was adequate and undercounted the total number of TIM fatalities. The motor vehicle towing industry, in particular, is at elevated risk for occupational mortality, and targeted mandatory TIM training for the motor vehicle towing industry should be considered. In addition, enhanced law enforcement roadside safety training during vehicle pursuit and apprehension of suspects is recommended.     

Nationwide risk factors for hospital readmission for subsequent injury after motor vehicle crashes

Abstract

Objective: Some drivers involved in motor vehicle crashes across the United States may be identified as at risk of subsequent injury by a similar mechanism. The purpose of this study was to perform a national review of the risk factors for hospitalization for a new injury due to a subsequent motor vehicle crash. It was hypothesized that presenting to a different hospital after subsequent injury would result in worse patient outcomes when compared to presentation at the same hospital.

Methods: The Nationwide Readmissions Database for 2010–2014 was queried for all inpatient hospitalizations with injury related to motor vehicle traffic. The primary patient outcome of interest was subsequent motor vehicle crash–related injury within 1 year. The secondary patient outcomes were different hospital subsequent injury presentation, higher Injury Severity Score (ISS), longer length of stay (LOS), and in-hospital death after subsequent injury. The analysis of secondary patient outcomes was performed only on patients who were reinjured. Univariable analysis was performed for each outcome using all variables during the index admission. Multivariable logistic regression was performed using all significant (P < .05) variables on univariate analysis. Results were weighted for national estimates.

Results: During the study period, 1,008,991 patients were admitted for motor vehicle–related injury; 12,474 patients (1.2%) suffered a subsequent injury within 1 year. From the reinjured patients, 32.9% presented to a different hospital, 48.9% had a higher ISS, and 22.1% had a longer LOS. The in-hospital mortality rate after subsequent injury was 1.1%. Presentation to a different hospital for subsequent injury was associated with a longer LOS (odds ratio [OR]?=?1.32; 95% confidence interval [CI], 1.20–1.45; P < .01) and a higher ISS (OR?=?1.38; 95% CI, 1.27–1.49; P < .01). Motorcyclists were more likely to suffer subsequent injury (OR?=?1.39; 95% CI, 1.32–1.46; P < .01) and motorcycle passengers were more likely to present to a different hospital with a subsequent injury (OR?=?2.49; 95% CI, 1.73–3.59; P < .01). Alcohol abuse was associated with subsequent injury (OR?=?1.12; 95% CI, 1.07–1.18; P < .01).

Conclusions: Nearly a third of patients suffering subsequent motor vehicle crash–related injury after an initial motor vehicle crash in the United States present to a different hospital. These patients are more likely to suffer more severe injuries and longer hospitalizations due to their subsequent injury. Future efforts to prevent these injuries must consider the impact of this fragmentation of care and the implications for quality and cost improvements.     

Miss-and-run: Factors contributing to two-vehicle phantom vehicle crashes in Florida

Objective: Phantom vehicle crashes (PVCs), or miss-and-run crashes, are a topical issue in car insurance coverage because of controversies over testimony and compensation. However, no peer-reviewed literature has examined the perceptions and deliberations involved in this infrequent type of car crash. A novel taxonomy of roadway traffic crashes is proposed in this study on the basis of whether physical collisions did occur (hit or miss) and whether the perpetrators stayed at the crash scene (stay or run). In this way, this study poses the issue of PVCs within the scope of traffic safety research and aims to investigate the statistically significant factors that are likely to induce PVCs.

Methods: A binary logistic regression method was adopted to model the probability and occurrence of 2-vehicle PVCs (TV-PVCs) in Florida. Data derived from the Crash Analysis Reporting system in 2012–2014 consisted of 45,319 2-vehicle crashes, of which 1,376 (3.04%) were confirmed as positive TV-PVCs. Sixteen factors with 50 variables on crash information, roadway characteristics, and environmental conditions were included in the original consideration of the TV-PVC model.

Results: The results indicated that a 2-vehicle crash is more likely to be a PVC when the crash happens on weekends, on roadways with no traffic control or speed control, full access control; on curving and sloping roadways; on roadways of National Highway System; and in low-density and other areas. A TV-PVC is less likely to occur on dry roads, in daylight, or at intersections or driveways. Moreover, alcohol involvement in a 2-vehicle crash is associated with hit-and-stay crashes than PVCs, and uninsured motorists are more likely to be the victims of PVCs because they tend to avoid physical collisions due to the potential self-paid loss.

Conclusions: Several conclusions for better understanding the occurrence of PVCs are proposed for traffic management departments and car insurers. Cautious driving behavior including concentrated attention and deliberate lane changes should be encouraged for motorists to engage in appropriate levels of driving freedom, and drunk driving should be strictly supervised to keep motorists behind the wheel conscious. Car insurance is encouraged to compensate for economic loss resulting from roadway crashes. Road monitoring systems with well-performing illumination devices are recommended to help drivers provide potent testimony for compensation claims.     

Changes in area and number of nature reserves in China

Nature reserves (NR) are the cornerstone of biodiversity conservation. Over the past 60 years, the rapid expansion of NRs in China, one of the world's megadiverse countries, has played a critical role in slowing biodiversity loss. We examined the changes in the number and area of China's NRs from 1956 to 2014 and analyzed the effect of economic development on the expansion of China's NRs from 2005 to 2014 with linear models. Despite a continuing increase in the number of NRs, the total area of China's NRs decreased by 3% from 2007 to 2014. This loss resulted from downsizing and degazettement of existing NRs and a slowdown in the establishment of new ones. Nature reserves in regions with rapid economic development exhibited a greater decrease in area, suggesting that downsizing and degazettement of NRs are closely related to the intensifying competition between economic growth and conservation. For example, boundary adjustments to national NRs, the most strictly protected NRs, along the coast of China's Yellow Sea, a global biodiversity hotspot with a fast-growing economy, resulted in the loss of one-third of the total area. One of the most important ecosystems in these NRs, tidal wetlands, decreased by 27.8% because of boundary adjustments and by 25.2% because of land reclamation. Our results suggest conservation achievement, in terms of both area and quality, are declining at least in some regions in the Chinese NR estate. Although the designation of protected areas that are primarily managed for sustainable use has increased rapidly in recent years in China, we propose that NRs with biodiversity conservation as their main function should not be replaced or weakened.     

Situational characteristics of fatal pedestrian accidents involving vehicles traveling at low speeds in Japan

Abstract

Objective: This study aimed to investigate the situational characteristics of fatal pedestrian accidents involving vehicles traveling at low speeds in Japan. We focused on vehicles with 4 or more wheels. Such characteristics included daytime or nighttime conditions, road type, vehicle behaviors preceding the accident, and vehicle impact locations.

Methods: Pedestrian fatality data on vehicle–pedestrian accidents were obtained from the Institute for Traffic Accident Research and Data Analysis of Japan (ITARDA) from 2005 to 2014. Nine vehicle classifications were considered: Trucks with gross vehicle weight (GVW) ≥7.5 tons and <7.5 tons, buses, box vans, minivans, sport utility vehicles (SUVs), sedans, light passenger cars (LPCs), and light cargo vans (LCVs). We compared the situational daytime or nighttime conditions, road type, vehicle behaviors preceding the accident, and vehicle impact locations for accident-involved vehicles traveling at low and higher speeds across all vehicle types.

Results: The results indicate that pedestrian fatalities involving vehicles traveling at low speeds occurred more often under daytime conditions across all vehicle types. At signalized intersections, the relative proportions of pedestrian fatalities were significantly higher when vehicles were traveling at low speed, except when the accidents involved box vans or SUVs. Similarly, when vehicles turned right, the relative proportions of pedestrian fatalities were significantly higher when vehicles traveling at low speed were involved across all vehicle types. In terms of the frontal right vehicle impact location, the relative proportions of pedestrian fatalities were significantly higher when trucks with GVW ≥7.5 tons or <7.5 tons, sedans, or LCVs traveling at low speed were involved.

Conclusions: The situational characteristics of fatal pedestrian accidents involving vehicles traveling at low speeds identified in this study can guide targeted development of new traffic safety regulations or technologies specific to vehicle–pedestrian interactions at low vehicle travel speeds (i.e., driver alert devices or automated emergency braking systems). Ultimately, these developments can improve pedestrian safety by reducing the frequency or severity of vehicle–pedestrian accidents for vehicles turning right at intersections and/or reducing the number of resultant pedestrian fatalities.