北京市模拟给水管网管壁微生物膜群落分析

以北京市模拟给水管网管壁微生物膜为研究对象,采用HPC(异养菌平板计数)和PCR-SSCP(单链构象多态性)方法,分析模拟给水管网管壁微生物膜异养菌数目和微生物群落结构.结果表明,在相同流速条件下,镀锌钢管的管壁微生物数量约为PVC管的5倍.在相同材质的镀锌钢管内,死水区的HPC计数量约为0.6m·s-1,是流速区的1/5.计数结果的差异可能与不同材质表面的光滑度及流速造成微生物生长所需的氧气和营养基质不同有关.而不同材质和不同流速区微生物群落的SSCP电泳图谱则显示为一样,均在相同位置出现同样条带.测序结果显示, SSCP电泳图中的3条带与蜡状芽孢杆菌(Bacillus cereus, GenBank登录号为AB190077)、假单胞菌(Peudomonas sp.yged143, GenBank登录号为EF419342)和未分类细菌(Bacterium UASWS0134, GenBank登录号为DQ190347)的同源性分别为100%、99%和94%.测序结果的一致性可能与取样点为同一模拟管网,距离比较接近,不同微生物容易在其中流动和转移有关.而潜在致病菌蜡状芽孢杆菌和假单胞菌的存在则提示应该更加重视饮用水的微生物安全性.     

Using retro-reflective cloth to enhance drivers’ judgment of pedestrian walking direction at night-time

Purpose: Fatal pedestrian collisions are over-represented at night and poor conspicuity is believed to be a leading causative factor. Retro-reflective clothing enhances pedestrian conspicuity, particularly when placed in a biological motion or “biomotion” configuration. In this study, we explored how various retro-reflective clothing configurations affected the ability to judge the direction of a pedestrian walking across the road, which has important implications for collision avoidance. Methods: Participants included 21 young drivers (mean age 21.6 ± 2.0 years) with normal vision. A closed-road circuit was used to assess the accuracy of drivers’ judgement of the direction of walking of a pedestrian at night-time wearing one of five different clothing configurations: four with retro-reflective materials placed in different locations (Biomotion, Legs + Torso, Torso Only, Legs Only), and a control wearing only black clothing (Street). Participants were seated in a stationary vehicle with low beam headlamps, 135 m from a pedestrian, who walked across the road from both sides, in different directions (towards the car, straight across the road, or away from the car). Outcome measures included drivers’ response accuracy and confidence ratings for judging pedestrian walking direction. Results: Accuracy in judging pedestrian walking direction differed significantly across the clothing configurations (p < 0.001). Response accuracy was significantly higher for the Biomotion configuration (80% correct), compared to the other retro-reflective (Legs + Torso 64%; Torso Only 53%; Legs Only 50%) and Street configurations (33%). Similar trends were noted for confidence ratings across the clothing conditions, yet the relationship between confidence ratings and response accuracy within each clothing configurations was poor. Conclusions: The use of retro-reflective clothing in a biomotion configuration facilitated the highest accuracy and confidence in drivers’ judgment of pedestrian walking direction, compared to other configurations. These findings highlight the importance of using biomotion clothing for pedestrians at night, to not only facilitate drivers’ earlier recognition of pedestrians, but also increase their accuracy in determining the walking direction of pedestrians as they cross the road. Practical applications: The use of clothing incorporating retro-reflective material in a biomotion configuration for pedestrians crossing roads at night provides enhanced cues for drivers regarding the presence and walking direction of pedestrians.     

Geo-spatial and log-linear analysis of pedestrian and bicyclist crashes involving school-aged children

PROBLEM: There is a growing concern with the safety of school-aged children. This study identifies the locations of pedestrian/bicyclist crashes involving school-aged children and examines the conditions when these crashes are more likely to occur. METHOD: The 5-year records of crashes in Orange County, Florida where school-aged children were involved were used. The spatial distribution of these crashes was investigated using the Geographic Information Systems (GIS) and the likelihoods of crash occurrence under different conditions were estimated using log-linear models. RESULTS: A majority of school-aged children crashes occurred in the areas near schools. Although elementary school children were generally very involved, middle and high school children were more involved in crashes, particularly on high-speed multi-lane roadways. Driver's age, gender, and alcohol use, pedestrian's/bicyclist's age, number of lanes, median type, speed limits, and speed ratio were also found to be correlated with the frequency of crashes. DISCUSSION: The result confirms that school-aged children are exposed to high crash risk near schools. High crash involvement of middle and high school children reflects that middle and high schools tend to be located near multi-lane high-speed roads. IMPACT ON INDUSTRY: The pedestrian's/bicyclist's demographic factors and geometric characteristics of the roads adjacent to schools associated with school children's crash involvement are of interest to school districts.     

Acute effects of low-dose cypermethrin on male rat cells

Effects of synthetic pyrethroid insecticide α-cypermethrin were investigated following intradermal dose (5–50 mM) of cypermethrin to male albino Wistar rats. Glucose, protein, cholesterol, triglycerides, urea, uric acid, creatinine, hemoglobin, blood RBC, and WBC content were determined 6 h after pesticide administration. Biochemical parameters and blood cell count changed significantly in treated rats at all doses. Low-dose cypermethrin affected early biochemical changes in rats.     

风险矩阵法在危险有害因素分级中的应用

为减少风险分级时产生的风险结,采用Borda序值法改进原有的风险矩阵法。改进后的风险矩阵法通过计算Borda数,依据Borda数的大小对风险进行排序,使得风险等级数量大量增加,从而减少风险矩阵中风险结的数量。将该方法应用于某烧碱装置危险有害因素分级管理,对生产过程中的9种主要危险有害因素进行排序,得出它们可以分为6级,而应用原始的风险矩阵法得到的分级数为3级。然后,依据分级结果提出针对性的安全对策措施。     

Living at the Edge: Local versus Positional Factors in the Long‐Term Population Dynamics of an Endangered Orchid

Abstract: Populations at the margin of geographic ranges of distribution have been considered more vulnerable than central ones, but recent reviews have caste doubt on this generalization. We examined the reproductive and demographic performance of a rare Euroasiatic orchid (Cypripedium calceolus) at its southwesterly range limit and compared our findings with those of previous studies of nine central populations at the center of the orchid's range. We sought to test the central‐marginal model and to evaluate factors involved in long‐term performance of forest Eurosiberian species with peripheral populations in southern European mountains. We characterized (structure, temporal fluctuations, herbivory, reproductive success, and recruitment at different habitats) four Pyrenean populations of C. calceolus of different sizes (5–3500 ramets) and monitored three of them for up to 13 years. Two quantitative stochastic models (count data and matrix models) were used to assess population trends and viability and the effect of herbivory. Contrary to expectations, and despite the negative effect of sporadic events of herbivory, the peripheral populations we studied (except the smallest one) performed similarly or better than populations occurring in central part of the species’ range in terms of reproductive success and population growth rates. Landscape changes over the last 50 years suggest that natural reforestation could be involved in the success of this plant at its southern limit. Forest expansion in the mountain regions of southern Europe may provide new opportunities for plants with geographic distributions centered mainly at higher latitudes and give some hope for their recovery in future scenarios dominated by biodiversity loss.     

Safer Truck Front Design for Pedestrian Impacts*

Truck and bus frontal impacts account for a major proportion of pedestrian fatalities in many less motorized countries. To understand this phenomenon, we have collected injury data on pedestrian impacts with buses and trucks and performed computer simulations to identify critical design parameters at 15–45 km/h impact velocities for further investigation. A male dummy which was scaled to fifty percentile Indian dimensions has been used for simulations using MADYMO. Bumper height, bumper offset and grille inclination affect the pelvis and thorax forces and Head Injury Criterion values critically. Bumper width has less effect. Simulations were performed to optimize for the above–mentioned three parameters. Changes in front geometric parameters reduce injury to the upper body and head below safety limits for the existing force–displacement properties but do not affect leg injuries significantly. Hence bumpers need to be made less stiff. Injury data shows that pedestrians also sustain tibia fractures in bus/truck impacts in apparent low velocity impacts. The computer modeling does not offer adequate explanation for this phenomenon. These simulations confirm that it is theoretically possible to make truck/bus fronts safer for pedestrians in impacts up to 35 km/h.     

Pedestrian behavior and exit selection in evacuation of a corridor - An experimental study

In this paper, we present an experiment whose purpose was to study evacuees’ exit selection under different behavioral objectives. The experiment was conducted in a corridor with two exits located asymmetrically. This geometry was used to make most participants face a nontrivial decision on which exit to use. We analyze the behavior on a macroscopic level using statistical methods. Our results suggest that the members of an evacuating crowd may not be able to make optimal decisions when assessing the fastest exit to evacuate. In addition, the egress time of the whole crowd turns out to be shorter when the evacuees behave egoistically instead of behaving cooperatively. This is an interesting result because many studies on real emergencies show that evacuees tend to cooperate and act altruistically.     

Children’s fear in traffic and its association with pedestrian decisions

Introduction: Research on risk for child pedestrian injury risk focuses primarily on cognitive risk factors, but emotional states such as fear may also be relevant to injury risk. The current study examined children's perception of fear in various traffic situations and the relationship between fear perception and pedestrian decisions. Method: 150 children aged 6–12-years old made pedestrian decisions using a table-top road model. Their perceived fear in the pedestrian context was assessed. Results: Children reported greater emotional fear when they faced quicker traffic, shorter distances from approaching traffic, and red rather than green traffic signals. Children who were more fearful made safer pedestrian decisions in more challenging traffic situations. However, when the least risky traffic situation was presented, fear was associated with more errors in children’s pedestrian decisions: fearful children failed to cross the street when they could have done so safely. Perception of fear did not vary by child age, although safe pedestrian decisions were more common among the older children. Conclusions: Children’s emotional fear may predict risk-taking in traffic. When traffic situations are challenging to cross within, fear may appropriately create safer decisions. However, when the traffic situation is less risky, feelings of fear could lead to excessive caution and inefficiency. Practical applications: Child pedestrian safety interventions may benefit by incorporating activities that introduce realistic fear of traffic risks into broader safety lessons.     

Exploring pedestrian injury severities at pedestrian-vehicle crash hotspots with an annual upward trend: A spatiotemporal analysis with latent class random parameter approach

Introduction: With the increasing trend of pedestrian deaths among all traffic fatalities in the past decade, there is an urgent need for identifying and investigating hotspots of pedestrian-vehicle crashes with an upward trend. Method: To identify pedestrian-vehicle crash locations with aggregated spatial pattern and upward temporal pattern (i.e., hotspots with an upward trend), this paper first uses the average nearest neighbor and the spatial autocorrelation tests to determine the grid distance and the neighborhood distance for hotspots, respectively. Then, the spatiotemporal analyses with the Getis-Ord Gi* index and the Mann-Kendall trend test are utilized to identify the pedestrian-vehicle crash hotspots with an annual upward trend in North Carolina from 2007 to 2018. Considering the unobserved heterogeneity of the crash data, a latent class model with random parameters within class is proposed to identify specific contributing factors for each class and explore the heterogeneity within classes. Significant factors of the pedestrian, vehicle, crash type, locality, roadway, environment, time, and traffic control characteristics are detected and analyzed based on the marginal effects. Results: The heterogeneous results between classes and the random parameter variables detected within classes further indicate the superiority of latent class random parameter model. Practical Applications: This paper provides a framework for researchers and engineers to identify crash hotspots considering spatiotemporal patterns and contribution factors to crashes considering unobserved heterogeneity. Also, the result provides specific guidance to developing countermeasures for mitigating pedestrian-injury at pedestrian-vehicle crash hotspots with an upward trend.