基于多时相遥感数据的典型区生态格局变化分析

利用1985、2000、2013年遥感影像提取的土地覆盖数据,通过景观格局指数、动态度计算、转移矩阵等,分析1985—2013年我国典型地区各类型生态系统景观格局及其动态变化特征、生态系统相互转化时空变化特征等,揭示1985—2013年生态环境格局变化的特点和规律:一级分类生态系统综合变化率,赣江、闽江、白龙江和岷江上游流域分别为4.7%、3.9%、3.3%和1.7%,生态系统变化强度1985—2000年较缓,2000—2013年更剧烈。1985—2013年典型区生态系统的主要转化方向具有持续性和双向性特征,岷江、白龙江和赣江上游流域退耕还林还草政策效果明显,出现较高比例的耕地转为森林和草地;面积占67.4%生态系统类型变化与耕地生态系统和人工表面生态系统变化有关;生态系统变化具有明显的区域差异,生态变化主要表现为沿主要河流谷地的线状延伸,主要城镇居民点附近生态系统类型变化较为突出,人类活动是典型地区生态系统类型格局变化的主要驱动力;典型区尤其是敏感区应加大退耕还林还草政策,减少人类经济活动,降低洪水泥石流灾害发生的概率和程度。     

Response of bioaerosol cells to photocatalytic inactivation with ZnO and TiO2 impregnated onto Perlite and Poraver carriers

•ZnO/Perlite inactivated 72% of bioaerosols in continuous gas phase. •TiO₂ triggered the highest level of cytotoxicity with 95% dead cells onto Poraver. •Inactivation mechanism occurred by membrane damage, morphological changes and lysis. •ZnO/Poraver showed null inactivation of bioaerosols. •Catalysts losses at the outlet of the photoreactor for all systems were negligible. Bioaerosols are airborne microorganisms that cause infectious sickness, respiratory and chronic health issues. They have become a latent threat, particularly in indoor environment. Photocatalysis is a promising process to inactivate completely bioaerosols from air. However, in systems treating a continuous air flow, catalysts can be partially lost in the gaseous effluent. To avoid such phenomenon, supporting materials can be used to fix catalysts. In the present work, four photocatalytic systems using Perlite or Poraver glass beads impregnated with ZnO or TiO₂ were tested. The inactivation mechanism of bioaerosols and the cytotoxic effect of the catalysts to bioaerosols were studied. The plug flow photocatalytic reactor treated a bioaerosol flow of 460×1 0⁶ cells/m³_air with a residence time of 5.7 s. Flow Cytometry (FC) was used to quantify and characterize bioaerosols in terms of dead, injured and live cells. The most efficient system was ZnO/Perlite with 72% inactivation of bioaerosols, maintaining such inactivation during 7.5 h due to the higher water retention capacity of Perlite (2.8 mL/g_Perlite) in comparison with Poraver (1.5 mL/g_Perlite). However, a global balance showed that TiO₂/Poraver system triggered the highest level of cytotoxicity to bioaerosols retained on the support after 96 h with 95% of dead cells. SEM and FC analyses showed that the mechanism of inactivation with ZnO was based on membrane damage, morphological cell changes and cell lysis; whereas only membrane damage and cell lysis were involved with TiO₂. Overall, results highlighted that photocatalytic technologies can completely inactivate bioaerosols in indoor environments.     

乡镇垃圾分类循环利用现状——以闽侯县上街镇为例

由于我国乡镇经济的迅速发展以及乡镇村民生活水平加速提高,乡镇的垃圾种类及数量趋向于城市。乡镇村民居住较为分散,垃圾分类、收集、循环利用相较于城市困难,因此推进乡镇垃圾分类循环利用迫在眉睫。本文从闽侯县上街镇展开调查,以乡镇垃圾分类、回收循环利用为关键词展开分析,并从上街镇垃圾分类循环利用模式存在的问题进行分析、总结和建议。     

Are older drivers’ driving patterns during an on-road driving task representative of their real-world driving patterns?

Abstract

Objective: The current study investigated whether older drivers’ driving patterns during a customized on-road driving task were representative of their real-world driving patterns.

Methods: Two hundred and eight participants (male: 68.80%; mean age?=?81.52 years, SD?=?3.37 years, range?=?76.00–96.00 years) completed a customized on-road driving task that commenced from their home and was conducted in their own vehicle. Participants’ real-world driving patterns for the preceding 4-month period were also collected via an in-car recording device (ICRD) that was installed in each participant’s vehicle.

Results: During the 4-month period prior to completing the on-road driving task, participants’ median real-world driving trip distance was 2.66?km (interquartile range [IQR]?=?1.14–5.79?km) and their median on-road driving task trip distance was 4.41?km (IQR?=?2.83–6.35?km). Most participants’ on-road driving task trip distances were classified as representative of their real-world driving trip distances (95.2%, n?=?198).

Conclusions: These findings suggest that most older drivers were able to devise a driving route that was representative of their real-world driving trip distance. Future research will examine whether additional aspects of the on-road driving task (e.g., average speed, proportion of trips in different speed zones) are representative of participants’ real-world driving patterns.     

Structural equation model analysis for the evaluation of overall driving performance: A driving simulator study focusing on driver distraction

Objective: The present research relies on 2 main objectives. The first is to investigate whether latent model analysis through a structural equation model can be implemented on driving simulator data in order to define an unobserved driving performance variable. Subsequently, the second objective is to investigate and quantify the effect of several risk factors including distraction sources, driver characteristics, and road and traffic environment on the overall driving performance and not in independent driving performance measures.

Methods: For the scope of the present research, 95 participants from all age groups were asked to drive under different types of distraction (conversation with passenger, cell phone use) in urban and rural road environments with low and high traffic volume in a driving simulator experiment. Then, in the framework of the statistical analysis, a correlation table is presented investigating any of a broad class of statistical relationships between driving simulator measures and a structural equation model is developed in which overall driving performance is estimated as a latent variable based on several individual driving simulator measures.

Results: Results confirm the suitability of the structural equation model and indicate that the selection of the specific performance measures that define overall performance should be guided by a rule of representativeness between the selected variables. Moreover, results indicate that conversation with the passenger was not found to have a statistically significant effect, indicating that drivers do not change their performance while conversing with a passenger compared to undistracted driving. On the other hand, results support the hypothesis that cell phone use has a negative effect on driving performance. Furthermore, regarding driver characteristics, age, gender, and experience all have a significant effect on driving performance, indicating that driver-related characteristics play the most crucial role in overall driving performance.

Conclusions: The findings of this study allow a new approach to the investigation of driving behavior in driving simulator experiments and in general. By the successful implementation of the structural equation model, driving behavior can be assessed in terms of overall performance and not through individual performance measures, which allows an important scientific step forward from piecemeal analyses to a sound combined analysis of the interrelationship between several risk factors and overall driving performance.     

基于情感思维的安全管理模式研究

为促进安全管理，提高效率与效果，对基于情感思维的安全管理进行研究，将情感思维融于安全管理，基于情感思维的定义、内涵及功能，具体分析安全管理中情感思维的功能及其功能综合作用，建立安全管理中情感思维功能作用理论模型；根据该理论模型分析情感思维驱动力及强化作用及其对安全目标实现的影响；建立基于情感思维的安全管理设计模式，最后提出优化安全管理的措施与方法，以促进安全管理的实施。研究表明:基于情感思维的安全管理研究，能较好地体现安全管理人本原理，发挥情感的能动作用，将理性融入其中与情感进行平衡，实现安全管理的优化。     

臭氧氧化处理页岩气钻井废水的机理与动力学

采用臭氧氧化法处理页岩气钻井废水经混凝沉淀后的出水(COD=759.63 mg/L),重点研究了废水中有机污染物的去除机理与反应动力学。实验结果表明:在废水pH为11.2、臭氧通入量为8 mg/min、反应时间为50 min的最佳工艺条件下,废水的COD去除率为42.51%;羟基自由基抑制剂CO_3~(2-)、HCO_3~-和叔丁醇的引入抑制了废水COD的臭氧氧化去除,尤其是叔丁醇的加入使COD去除率显著下降,说明废水中有机物的臭氧氧化去除过程遵循羟基自由基机理;臭氧氧化法对钻井废水中有机物的氧化去除过程符合表观二级反应动力学规律。     

Overestimation of self-reported driving exposure: Results from the SHRP2 Naturalistic Driving Study

Objectives: The accuracy of self-reported driving exposure has questioned the validity of using self-reported mileage to inform research questions. Studies examining the accuracy of self-reported driving exposure compared to objective measures find low validity, with drivers overestimating and underestimating driving distance. The aims of the current study were to (1) examine the discrepancy between self-reported annual mileage and driving exposure the following year and (2) investigate whether these differences depended on age and annual mileage.

Methods: Two estimates of drivers’ self-reported annual mileage collected during vehicle installation (obtained via prestudy questionnaires) and approximated annual mileage driven (based upon Global Positioning System data) were acquired from 3,323 participants who participated in the Strategic Highway Research Program 2 (SHRP2) Naturalistic Driving Study.

Results: A Wilcoxon signed rank test showed that there was a significant difference between self-reported and annual driving exposure during participation in SHRP 2, with the majority of self-reported responses overestimating annual mileage the following year, irrespective of whether an ordinal or ratio variable was examined. Over 15% of participants provided self-reported responses with over 100% deviation, which were exclusive to participants underestimating annual mileage. Further, deviations in reporting differed between participants who had low, medium, and high exposure, as well as between participants in different age groups.

Conclusions: These findings indicate that although self-reported annual mileage is heavily relied on for research, such estimates of driving distance may be an overestimate of current or future mileage and can influence the validity of prior research that has utilized estimates of driving exposure.     

Estimating resource utilization demands in implementing statewide screening,brief intervention,and referral to treatment for alcohol-impaired drivers

Objectives: The Alcohol Use Disorders Identification Test (AUDIT) is used to assess the level of alcohol use/misuse and to inform the intensity of intervention delivered within screening, brief intervention, and referral to treatment (SBIRT) programs. Policy initiatives are recommending delivery of SBIRT within health care settings to reduce alcohol misuse and prevent alcohol-impaired driving. Recent reports are considering extending delivery of SBIRT to criminal justice settings. One consideration in implementing SBIRT delivery is the question of resource utilization; the amount of effort required in delivering the 4 different intensities of intervention in SBIRT: Alcohol education, simple advice, brief counseling and continued monitoring, and brief counseling and referral to specialist (from least to most intense in terms of delivery time, the skill level of the provider, and personnel resources).

Methods: In order to inform expectations about intervention intensity, this article describes the AUDIT scores from 982 adults recently arrested for alcohol-impaired driving. The distribution of scores is extrapolated to state rates for individuals arrested for alcohol-impaired driving by intervention level.

Results: Though alcohol education was the most common intervention category, about one quarter of the sample scored in a range corresponding with the more intensive interventions using the brief counseling, continued monitoring for ongoing alcohol use, and/or referral to specialist for diagnostic evaluation and treatment.

Conclusions: This article provides local distribution of AUDIT scores and state estimates for the number of individuals scoring in each level of risk (AUDIT risk zone) and corresponding intervention type. Routine criminal justice practice is well positioned to deliver alcohol screening, education, simple advice, and continued alcohol monitoring, making delivery of SBIRT feasible for the majority of alcohol-impaired drivers. Challenges to implementing the full range of SBIRT services include resource demands of brief counseling, identifying the appropriate providers within a criminal justice context, and availability of community providers for referral to diagnostic and specialty care. Solutions may vary by state due to differences in population density and incidence rates of alcohol-impaired driving.     

A critical overview of driver recording tools

Introduction: Technological advancements during recent decades have led to the development of a wide array of tools and methods in order to record driving behavior and measure various aspects of driving performance. The aim of the present study is to present and comparatively assess the various driver recording tools that researchers have at their disposal. Method: In order to achieve this aim, a multitude of published studies from the international literature have been examined based on the driver recording methodologies that have been implemented. An examination of more traditional survey methods (questionnaires, police reports, and direct observer methods) is initially conducted, followed by investigating issues pertinent to the use of driving simulators. Afterwards, an extensive section is provided for naturalistic driving data tools, including the utilization of on-board diagnostics (OBD) and in-vehicle data recorders (IVDRs). Lastly, in-depth incident analysis and the exploitation of smartphone data are discussed. Results: A critical synthesis of the results is conducted, providing the advantages and disadvantages of utilizing each tool and including additional knowledge regarding ease of experimental implementation, data handling issues, impacts on subsequent analyses, as well as the respective cost parameters. Conclusions: New technologies provide undeniably powerful tools that allow for seamless data handling, storage, and analysis, such as smartphones and in-vehicle data recorders. However, this sometimes comes at considerable costs (which may or may not pay off at a later stage), while legacy driver recording methods still have their own niches to fill in research. Practical Applications: The present research supports researchers when designing driver behavior monitoring studies. The present work enables better scheduling and pacing of research activities, but can also provide insights for the distribution of research funds.