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.     

新疆阿克苏地区平原区高砷地下水分布特征及富集因素分析

地下水砷污染是全球化环境问题.本文基于阿克苏地区平原区2017年75个地下水砷实测含量进行分析.结果表明,研究区地下水砷含量变化范围为ND—98.70μg·L^-1,平均值为9.42μg·L^-1,超标率达26.7%.水平方向上,高砷地下水主要集中在研究区的中部偏南一带;垂直方向上,山麓斜坡冲洪积砾质平原潜水区地下水砷含量平均值表现为深层潜水>浅层潜水,中下游河流冲积平原区承压水区地下水砷含量平均值表现为深层承压水>浅层承压水>潜水.采用绘制Piper三线图、Gibbs图、离子比例图等方法对研究区地下水砷的富集因素进行研究.结果表明,研究区地下水砷主要为自然来源;封闭的地质构造和造山带与河流等沉积环境相结合的水文地质条件有利于研究区地下水砷的富集;研究区高砷地下水水化学类型主要为HCO3·SO4-Na,还原性-弱碱性环境利于地下水砷富集;研究区地下水砷受强烈的蒸发浓缩作用进一步浓缩,同时地下水阴离子浓度增大加剧了地下水中阴离子与砷酸根、亚砷酸根之间的竞争吸附,利于地下水砷的富集.     

Autonomous emergency braking systems adapted to snowy road conditions improve drivers' perceived safety and trust

Objective: This study investigated drivers' evaluation of a conventional autonomous emergency braking (AEB) system on high and reduced tire–road friction and compared these results to those of an AEB system adaptive to the reduced tire–road friction by earlier braking. Current automated systems such as the AEB do not adapt the vehicle control strategy to the road friction; for example, on snowy roads. Because winter precipitation is associated with a 19% increase in traffic crashes and a 13% increase in injuries compared to dry conditions, the potential of conventional AEB to prevent collisions could be significantly improved by including friction in the control algorithm. Whereas adaption is not legally required for a conventional AEB system, higher automated functions will have to adapt to the current tire–road friction because human drivers will not be required to monitor the driving environment at all times. For automated driving functions to be used, high levels of perceived safety and trust of occupants have to be reached with new systems. The application case of an AEB is used to investigate drivers' evaluation depending on the road condition in order to gain knowledge for the design of future driving functions.

Methods: In a driving simulator, the conventional, nonadaptive AEB was evaluated on dry roads with high friction (μ = 1) and on snowy roads with reduced friction (μ = 0.3). In addition, an AEB system adapted to road friction was designed for this study and compared with the conventional AEB on snowy roads with reduced friction. Ninety-six drivers (48 males, 48 females) assigned to 5 age groups (20–29, 30–39, 40–49, 50–59, and 60–75 years) drove with AEB in the simulator. The drivers observed and evaluated the AEB's braking actions in response to an imminent rear-end collision at an intersection.

Results: The results show that drivers' safety and trust in the conventional AEB were significantly lower on snowy roads, and the nonadaptive autonomous braking strategy was considered less appropriate on snowy roads compared to dry roads. As expected, the adaptive AEB braking strategy was considered more appropriate for snowy roads than the nonadaptive strategy. In conditions of reduced friction, drivers' subjective safety and trust were significantly improved when driving with the adaptive AEB compared to the conventional AEB. Women felt less safe than men when AEB was braking. Differences between age groups were not of statistical significance.

Conclusions: Drivers notice the adaptation of the autonomous braking strategy on snowy roads with reduced friction. On snowy roads, they feel safer and trust the adaptive system more than the nonadaptive automation.     

土地利用功能分区若干问题探讨——以云南德宏州为例

土地利用功能分区是我国第三轮土地利用总体规划修编中新生的一种分区,也是该轮市(地)级土地利用总体规划修编的核心内容。在剖析土地利用功能分区基本概念与内涵的基础上,对土地利用功能分区的理论基础和技术方法进行了综合评述。以云南德宏傣族景颇族自治州为例,在确定土地利用功能分区基本原则的基础上,根据《市(地)级土地利用总体规划编制规程》(TD/T1023—2010)的规定,结合德宏州实际,制定了土地利用功能分区体系,共计将德宏州划分为8个土地利用功能区,即基本农田集中区、一般农业发展区、城镇村发展区、独立工矿区、风景旅游区、生态环境安全控制区、自然与文化遗产保护区和林业发展区;同时,探索和确定了德宏州土地利用功能分区的基本思路、技术路线和具体方法步骤,并应用GIS技术编制了德宏州土地利用功能分区图。德宏州土地利用功能分区研究结果符合德宏州实际,对指导全州未来土地利用与管理具有重要的意义。     

矿产资源开发的生态地质环境风险研究——以甘孜州东部为例

甘孜州东部是我国矿产资源富集区和生态地质环境脆弱区之一,生态地质环境承载力呈现出南优北差、西优东差的格局。据矿业历史及现状影响,建立承载力—矿业活动关系模式,将承载力分为正荷载、等荷载和超荷载三种状态。采用生态地质环境危险性与潜在损失承载体求积运算的方式获取风险值,并进行四级风险区划。风险空间分布大体呈现出东高西低、北高南低的形态,矿业活动区及其缓冲区、小流域、大流域都处于风险联动的系统内,风险区划与承载力区划成正相关关系。针对生态地质环境风险提出加强小矿有序开发、加强勘查和开发过程管理、提高矿产资源利用效率、构建监测系统和加强矿山环境问题治理等应对措施。     

基于δ18O的青藏高原中部错那湖湖水蒸发研究

稳定同位素方法经常被用来估算湖水水量平衡,这种方法主要依赖于水样的采集和同位素分析,并结合研究区域相关的气候和水文信息对湖水进行研究。基于对1999-2001年期间获得的18个湖水样的稳定同位素分析,发现错那湖水δD和δ¹⁸O的平均值分别为-83.3‰和-9.6‰,显著高于流域内同期降水中δD和δ¹⁸O的加权平均值-124.5‰和-16.6‰;流域内湖水稳定同位素的变化幅度远小于降水,但展示了明显的季节变化,夏季值较低而冬春季值较高,这种变化表现出一定的降水量效应,表明降水是湖水主要补给来源之一。结合所获得的流域内降水和河水稳定同位素数据,利用稳定同位素质量平衡方法对非结冰期间错那湖水的蒸发与流入比率(E/I)进行了估算,结果表明,受太阳辐射与气温升高的影响,湖水受到强烈的蒸发,流入错那湖的水大约24%消耗于蒸发。     

长江源区各拉丹冬峰雪冰中微粒季节变化及其环境意义

分析了长江源区各拉丹冬峰冰川区不同海拔采集的3个雪坑SP1、SP2和SP3样品中δ18O、不溶微粒数量浓度及主要离子浓度,以探讨本研究区域雪冰微粒含量变化及其来源.结果显示,不同粒径微粒含量变化趋势一致,3个雪坑中细微粒含量分别占总微粒的88%、78%、86%.中微粒分别占10%、19%、11%;不同粒径微粒数量浓度之间的相关系数均达0.9以上(置信度可达99%),具有良好的相关性.雪冰中不溶微粒浓度同Ca2 、Mg2 、SO2-4一样,具有明显的季节波动.非季风期微粒浓度要高于季风期2～4倍.3个雪坑非季风期微粒通量分别占一个年层雪冰中微粒总通量的73.6%、92.3%、97%,即初春季节沙尘暴对于各拉丹冬雪冰中微粒沉降贡献远大于夏.秋季节.结合NCAR/NCEP再分析资料.应用HYSPLIT-4模式模拟的不同季节5 d后向气团轨迹图表明,各拉丹冬峰冰川I区雪冰中不溶性微粒可能来源于中亚、南亚和青藏高原本身,其中影响最大的可能是青藏高原自身的沙尘源区,同时冰川区裸露基岩对雪冰中不溶微粒含量亦有贡献.     

对地级市空气自动监测多参数站建设的思考

阐述了地级市空气自动监测多参数站(超级站)建设的必要性,提出了统筹考虑、分期实施与突出重点、兼顾一般的建设思路,介绍了站房选址原则。指出超级站建设应以常规监测、霾监测、光化学烟雾监测、空间立体监测和源解析监测为目标,实施质量控制和质量保证手段,设置数据采集和显示平台,满足对大气复合污染的监测需求。     

广西壮族自治区污水处理厂运行状况及特征分析

基于广西壮族自治区126座污水处理厂2015年运行状况的调查数据,分析广西污水处理厂的工艺特点、污泥处置、出水水质达标情况、运行负荷率和运行费用,评估污水处理厂运行的效率和效果,分析存在的问题,并就污水处理厂的运行和管理提出建议。     

青藏高原土壤柴油降解菌的筛选及降解实验研究

青藏高原北麓河地区土壤为典型的低温土壤环境,夏季高温季节表层土壤(5 cm处)温度仅为9℃,中层(20 cm处)为7.5℃,而40 cm处仅为4℃左右。土壤高温季节为7月中旬至9月上旬,而10月至来年6月土壤日平均温度下降为0℃以下。针对青藏高原低温土壤环境,在北麓河试验现场进行人工模拟柴油污染,16个月后采集污染土样,进行土著低温菌的复合筛选,柴油菌的筛选驯化温度为10℃。经过4次转接复合培养驯化后,菌液中微生物数量可达2.7×1012CFU/mL。筛选后的柴油降解菌90%以上为杆状菌,长度为2~3μm,少见球菌,其直径约为0.5μm。通过柴油摇瓶模拟降解实验,17 d后柴油去除率可达到62%。研究为青藏高原低温条件下的土壤柴油污染土著微生物修复提供了研究基础。