• Aerosol transmission is an indispensable route of COVID-19 spread.• Different outbreak sites have different epidemiologic feature.• SRAS-CoV-2 can exist for a long time in aerosol.• SRAS-CoV-2 RNA can be detected in aerosol in diverse places.• Some environmental factors can impact SARS-CoV-2 transportation in aerosol. Patients with COVID-19 have revealed a massive outbreak around the world, leading to widespread concerns in global scope. Figuring out the transmission route of COVID-19 is necessary to control further spread. We analyzed the data of 43 patients in Baodi Department Store (China) to supplement the transmission route and epidemiological characteristics of COVID-19 in a cluster outbreak. Incubation median was estimated to endure 5.95 days (2–13 days). Almost 76.3% of patients sought medical attention immediately upon illness onset. The median period of illness onset to hospitalization and confirmation were 3.96 days (0–14) and 5.58 days (1–21), respectively. Patients with different cluster case could demonstrate unique epidemiological characteristics due to the particularity of outbreak sites. SRAS-CoV-2 can be released into the surrounding air through patient’s respiratory tract activities, and can exist for a long time for long-distance transportation. SRAS-CoV-2 RNA can be detected in aerosol in different sites, including isolation ward, general ward, outdoor, toilet, hallway, and crowded public area. Environmental factors influencing were analyzed and indicated that the SARS-CoV-2 transportation in aerosol was dependent on temperature, air humidity, ventilation rate and inactivating chemicals (ozone) content. As for the infection route of case numbers 2 to 6, 10, 13, 16, 17, 18, 20 and 23, we believe that aerosol transmission played a significant role in analyzing their exposure history and environmental conditions in Baodi Department Store. Aerosol transmission could occur in some cluster cases when the environmental factors are suitable, and it is an indispensable route of COVID-19 spread. 相似文献
AbstractObjective: 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. 相似文献
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. 相似文献
When accounting the CO2 emissions responsibility of the electricity sector at the provincial level in China,it is of great significance to consider the scope of both producers’ and the consumers’ responsibility,since this will promote fairness in defining emission responsibility and enhance cooperation in emission reduction among provinces.This paper proposes a new method for calculating carbon emissions from the power sector at the provincial level based on the shared responsibility principle and taking into account interregional power exchange.This method can not only be used to account the emission responsibility shared by both the electricity production side and the consumption side,but it is also applicable for calculating the corresponding emission responsibility undertaken by those provinces with net electricity outflow and inflow.This method has been used to account for the carbon emissions responsibilities of the power sector at the provincial level in China since 2011.The empirical results indicate that compared with the production-based accounting method,the carbon emissions of major power-generation provinces in China calculated by the shared responsibility accounting method are reduced by at least 10%,but those of other power-consumption provinces are increased by 20% or more.Secondly,based on the principle of shared responsibility accounting,Inner Mongolia has the highest carbon emissions from the power sector while Hainan has the lowest.Thirdly,four provinces,including Inner Mongolia,Shanxi,Hubei and Anhui,have the highest carbon emissions from net electricity outflow- 14 million t in 2011,accounting for 74.42% of total carbon emissions from net electricity outflow in China.Six provinces,including Hebei,Beijing,Guangdong,Liaoning,Shandong,and Jiangsu,have the highest carbon emissions from net electricity inflow- 11 million t in 2011,accounting for 71.44% of total carbon emissions from net electricity inflow in China.Lastly,this paper has estimated the emission factors of electricity consumption at the provincial level,which can avoid repeated calculations when accounting the emission responsibility of power consumption terminals(e.g.construction,automobile manufacturing and other industries).In addition,these emission factors can also be used to account the emission responsibilities of provincial power grids. 相似文献