Perceived prosocial impact,perceived situational constraints,and proactive work behavior: Looking at two distinct affective pathways

This paper examines the role of affect as a linking mechanism between experiences at work (perceived prosocial impact and situational constraints) and two distinct components of proactive work behavior (issue identification and implementation). Based on a dual‐tuning perspective, we argue that both positive affect and negative affect can be beneficial for proactive work behavior. Multi‐level path analysis using daily‐survey data from 153 employees showed that perceived prosocial impact predicted positive affect and that situational constraints as a typical hindrance stressor predicted negative affect. Negative affect, in turn, predicted issue identification, and positive affect predicted implementation. Overall, our study suggests that both positive and negative affects can be valuable in the organizational context by contributing to distinct components of proactive behavior. Copyright © 2015 John Wiley & Sons, Ltd.     

飞机撞击下核电厂安全壳载荷曲线相关问题研究

针对大型商用飞机对核电厂反应堆安全壳恶意撞击的安全评估需求,综述了国外确定飞机撞击安全壳载荷曲线的基础理论、试验测试技术和数值模拟方法.首先,从理论上对飞机撞击安全壳的载荷特性和Riera撞击模型进行分析,给出了Riera模型的基本假设、模型各项物理意义及模型的求解方法,明确了靶体碰撞表面的冲击载荷(力)由静载项和动载项组成;其次,分析总结了确定Riera模型中压损载荷参数的试验方法和真实飞机撞击载荷测量的试验技术和实施方法,指出大型商用飞机对核电厂反应堆安全壳恶意撞击属"软冲击"范畴,撞击载荷可用Riera模型计算得到;再者,在数值模拟方面,总结了采用有限元技术进行飞机撞击载荷计算和安全评估的数值模拟方法及其发展趋势;最后,在分析国内开展飞机撞击载荷研究面临问题的基础上,指出从理论上建立飞机撞击载荷-时间曲线计算模型及方法,并通过试验和数值模拟验证是国内确定大型商用飞机撞击安全壳结构载荷曲线比较可行的技术路线.     

Injuries in Full-Scale Vehicle Side Impact Moving Deformable Barrier and Pole Tests Using Postmortem Human Subjects

Objective: To conduct near-side moving deformable barrier (MDB) and pole tests with postmortem human subjects (PMHS) in full-scale modern vehicles, document and score injuries, and examine the potential for angled chest loading in these tests to serve as a data set for dummy biofidelity evaluations and computational modeling.

Methods: Two PMHS (outboard left front and rear seat occupants) for MDB and one PMHS (outboard left front seat occupant) for pole tests were used. Both tests used sedan-type vehicles from same manufacturer with side airbags. Pretest x-ray and computed tomography (CT) images were obtained. Three-point belt-restrained surrogates were positioned in respective outboard seats. Accelerometers were secured to T1, T6, and T12 spines; sternum and pelvis; seat tracks; floor; center of gravity; and MDB. Load cells were used on the pole. Biomechanical data were gathered at 20 kHz. Outboard and inboard high-speed cameras were used for kinematics. X-rays and CT images were taken and autopsy was done following the test. The Abbreviated Injury Scale (AIS) 2005 scoring scheme was used to score injuries.

Results: MDB test: male (front seat) and female (rear seat) PMHS occupant demographics: 52 and 57 years, 177 and 166 cm stature, 78 and 65 kg total body mass. Demographics of the PMHS occupant in the pole test: male, 26 years, 179 cm stature, and 84 kg total body mass. Front seat PMHS in MDB test: 6 near-side rib fractures (AIS = 3): 160–265 mm vertically from suprasternal notch and 40–80 mm circumferentially from center of sternum. Left rear seat PMHS responded with multiple bilateral rib fractures: 9 on the near side and 5 on the contralateral side (AIS = 3). One rib fractured twice. On the near and contralateral sides, fractures were 30–210 and 20–105 mm vertically from the suprasternal notch and 90–200 and 55–135 mm circumferentially from the center of sternum. A fracture of the left intertrochanteric crest occurred (AIS = 3). Pole test PMHS had one near-side third rib fracture. Thoracic accelerations of the 2 occupants were different in the MDB test. Though both occupants sustained positive and negative x-accelerations to the sternum, peak magnitudes and relative changes were greater for the rear than the front seat occupant. Magnitudes of the thoracic and sternum accelerations were lower in the pole test.

Conclusions: This is the first study to use PMHS occupants in MDB and pole tests in the same recent model year vehicles with side airbag and head curtain restraints. Injuries to the unilateral thorax for the front seat PMHS in contrast to the bilateral thorax and hip for the rear seat occupant in the MDB test indicate the effects of impact on the seating location and restraint system. Posterolateral locations of fractures to the front seat PMHS are attributed to constrained kinematics of occupant interaction with torso side airbag restraint system. Angled loading to the rear seat occupant from coupled sagittal and coronal accelerations of the sternum representing anterior thorax loading contributed to bilateral fractures. Inward bending initiated by the distal femur complex resulting in adduction of ipsilateral lower extremity resulted in intertrochanteric fracture to the rear seat occupant. These results serve as a data set for evaluating the biofidelity of the WorldSID and federalized side impact dummies and assist in validating human body computational models, which are increasingly used in crashworthiness studies.     

The Contribution of Pre-impact Posture on Restrained Occupant Finite Element Model Response in Frontal Impact

Objective: The objective of this study was to discuss the influence of the pre-impact posture to the response of a finite element human body model (HBM) in frontal impacts.

Methods: This study uses previously published cadaveric tests (PMHS), which measured six realistic pre-impact postures. Seven postured models were created from the THUMS occupant model (v4.0): one matching the standard UMTRI driving posture as it was the target posture in the experiments, and six matching the measured pre-impact postures. The same measurements as those obtained during the cadaveric tests were calculated from the simulations, and biofidelity metrics based on signals correlation (CORA) were established to compare the response of the seven models to the experiments.

Results: The HBM responses showed good agreement with the PMHS responses for the reaction forces (CORA = 0.80 ± 0.05) and the kinematics of the lower part of the torso but only fair correlation was found with the head, the upper spine, rib strains (CORA= 0.50 ± 0.05) and chest deflections (CORA = 0.67 ± 0.08). All models sustained rib fractures, sternal fracture and clavicle fracture. The average number of rib fractures for all the models was 5.3 ± 1.0, lower than in the experiments (10.8 ± 9.0).

Variation in pre-impact posture greatly altered the time histories of the reaction forces, deflections and the rib strains, mainly in terms of time delay, but no definite improvement in HBM response or injury prediction was observed. By modifying only the posture of the HBM, the variability in the impact response was found to be equivalent to that observed in the experiments. The postured HBM sustained from 4 to 8 rib fractures, confirming that the pre-impact posture influenced the injury outcome predicted by the simulation.

Conclusions: This study tries to answer an important question: what is the effect of occupant posture on kinematics and kinetics. Significant differences in kinematics observed between HBM and PMHS suggesting more coupling between the pelvis and the spine for the models which makes the model response very sensitive to any variation in the spine posture. Consequently, the findings observed for the HBM cannot be extended to PMHS. Besides, pre-impact posture should be carefully quantified during experiments and the evaluation of HBM should take into account the variation in the predicted impact response due to the variation in the model posture.     

落石冲击作用下架设油气管道响应分析

针对影响油气管道安全运营的落石冲击问题,基于弹塑性力学、Cowper-Symonds本构模型和有限元方法,建立了球形落石冲击油气管道的计算模型,对管道动态响应过程进行了数值模拟。对冲击速度、落石半径、管道内压力和落石冲击位置进行了参数敏感性分析,研究了各参数对管道冲击变形的影响规律。结果表明:落石的冲击能量主要用于管道塑性变形;冲击过程中,落石与管道的接触区域由初始的椭圆斑逐渐变成了椭圆环;管道塑性变形随着冲击速度和落石半径的增大而增大,随内压和落石偏移度的增大而减小。该研究工作为油气管道的安全评价及防护工程的设计提供了参考依据,对保障油气安全运输具有重要的工程意义。     

Are we counting what counts? A closer look at environmental concern,pro-environmental behaviour,and carbon footprint

Three parallel lines of inquiry regarding individuals' support for the environment have developed within the environmental social sciences. These include individuals' concern for the environment, research on private sphere pro-environmental behaviour (PEB), i.e. household actions seeking to improve the environment (e.g. buying better light bulbs), and more recently, ecological and carbon footprints. Researchers have noted that the correlates of this third form of support for the environment are not necessarily the same as the predictors of the first two forms. Using Canadian survey data, this study examines the relationships among, and predictors of, all three forms. Evidence that there is not a link between private sphere PEB and household carbon footprints, and that measures of socio-economic status (education and income) have different effects on different types of support for the environment, invites a discussion of whether environmental social scientists are really counting what counts.     

沿海城市多灾种耦合危险性评估的初步研究——以福建泉州为例

如何处理区域内多灾种之间的相互作用关系是当前多灾种综合风险评估研究的热点和难点之一。在梳理沿海城市多灾种之间相互作用关系的基础上,提出一种基于触发关系的多灾种耦合危险性评估方法。首先选取多指标建立单灾种分级方案,计算单灾种初始危险性指数;然后构建基于触发关系的多灾种耦合规则,结合GIS技术进行空间耦合,计算耦合后的危险性指数;最后对耦合后的多灾种危险性的综合进行了探讨。以福建省泉州市为例进行了案例研究,结果表明:该方法在多灾种耦合危险性评估中具有可行性,为后续多脆弱性和多灾种综合风险的研究提供支持,为决策者进行科学风险管理提供依据。     

对核磁共振成像仪建设项目环境影响评价的研究

核磁共振作为一种分析手段广泛应用于物理、化学、生物、医疗等领域.本文从核磁共振原理出发,分析核磁共振成像仪主要环境影响,结合环评现状,分析环评管理存在的主要问题,结合相关法规条文,查找存在这些问题的主要原因,结合目前核磁共振仪的建设情况和使用条件,从切合实际角度出发,提出核磁共振成像仪建设项目环评管理建议.     

河流氧化亚氮产生和排放研究综述

氧化亚氮(N2O)是仅次于二氧化碳(CO2)和甲烷(CH4)的重要温室气体.由于人类活动对土地的影响导致河流系统中氮的可利用性增加,河流生态系统的N2O排放量正日益增长.本文对国内外河流水体N2O溶存浓度和饱和度、水-气界面排放通量及沉积物-水界面交换通量等数据进行了收集,并总结和分析了河流生态系统中N2O的产生机制及主要影响因子.     

环境影响评价在中国环境管理中的作用及局限性研究

论述环境影响评价在中国环境管理中的作用,并结合实际工作分析,指出其存在如环境影响分析预测不准确、环保措施实施效果欠佳、监测计划作用发挥不到位、自身局限性等问题.针对存在问题并提出五点建议,即实现环境主管部门全过程监管、加强政府各部门的积极配合、建设环境信息共享平台、全民提高自觉环境保护意识、环评工作者加强自身专业知识培养,以调动全民积极主动性,充分发挥环境影响评价的作用.