“一带一路”沿线国家粮食消费时空格局

“一带一路”沿线国家是世界重要粮食生产—消费区,开展该区域粮食安全研究具有重要意义。聚焦粮食消费,剖析沿线国家1995—2017年粮食消费时空格局特征,揭示影响因素。结果表明：（1）1995—2017年,粮食消费数量逐渐增长,总量占世界比例介于55%~59%,人均消费量增至367 kg,为世界水平的95%。（2）1995—2017年,其他用粮和工业用粮高速增长,饲料和口粮快速增长,损耗和种子用粮缓慢增长,形成“口粮为主、饲料为辅”的消费结构,处于粮食消费初级阶段。（3）消费总量空间差异大而人均消费差异小,中东欧国家消费水平高,人口大国、岛屿小国、粮食生产条件欠佳国家消费水平较低。（4）各类用途粮食人均消费量空间差异不大,饲料总量空间差异最大且逐渐增大,近半数国家仍以口粮为主,约25%的国家完成了向相对均衡型转变的消费结构升级。（5）人口数量和消费水平累积贡献率约为43%和57%,中亚、东南亚、南亚多数国家受消费、人口共同影响,西亚及中东国家多受人口影响,中东欧内部差异大。口粮、饲料累积贡献量占比约为46%和34%,南亚、东南亚国家多受口粮影响,中蒙俄、中亚国家多受饲料影响,中东欧和中南半岛国家多为综合贡献型。     

一带一路背景下西部生态与绿色发展的改革与创新研究

西部地区资源开发、环境导向、经济发展等因素的制约下,西部地区的生态发展以及改革方案受到了严重的冲击,文中提出一带一路背景下西部生态与绿色发展的改革与创新方案.通过一带一路指示精神融合西部地区的特有生态水平,进行了综合分析,并根据实际的发展要求进行深入指导.对一带一路背景下西部生态与绿色发展的改革进行了详细的解读,把西部生态环境与绿色生态发展之间的矛盾进行分析,通过一带一路的思想和方针解决了现有改革中的矛盾.结合一带一路的实质路线对西部生态与绿色发展的创新进行了深入的探讨,基于"一带一路"战略带来各种促进的政策,确定了西部地区生态与绿色发展创新方向.     

Deprived neighborhoods and risk of road trauma (incidence and severity) among under 25year-olds in the Rhône Département (France)

Introduction

Previous research has shown that there are inequalities with regard to traffic accident risk between different social categories. This study describes the influence of the type of residential municipality (with or without deprived urban areas, “ZUS, zones urbaines sensibles”), used as an indicator of contextual deprivation, on the incidence and severity of road trauma involving people of under 25 years of age in the Rhône.

Method

Injury data were taken from The Rhône Road Trauma Registry. The study covers the 2004–2007 period, with 13,589 young casualties. The incidence of traffic injury of all severities were computed according to the type of municipality and the age, gender, and type of road user. The ratios of the incidences of deprived municipalities, compared with others were calculated. Subsequently the severity factors and incidences according to the severity level (ISS 1–8, ISS 9+) were studied.

Results

For the main types of road users except motorized two-wheeler users, the incidences were higher in the deprived municipalities: the greatest difference was for pedestrians, where the incidences were almost twice those of other municipalities. This excess risk, constituting a health inequality topic rarely considered, was even greater in municipalities with two or three ZUSs. It was essentially observed for minor injuries among motorists, cyclists, and pedestrians.

Conclusions

While the incidence increased among people less than 25 years of age, the severity of road injuries was lower in deprived neighborhoods, contrary to what is suggested by other studies. This lower severity disappeared when taking into account the crash characteristics.

Impact on industry

The incidence of injuries as a pedestrian, cyclist or motorist is higher among young people living in deprived municipalities. These areas should therefore be the targets of dedicated education programs, as well as further investigations about urban planning.     

Increasing development in the surroundings of U.S. National Park Service holdings jeopardizes park effectiveness

Protected areas are cornerstones of biodiversity conservation, but they are in danger of becoming islands in a sea of human dominated landscapes. Our question was if protected areas may even foster development in their surroundings because they provide amenities that attract development, thus causing the isolation of the ecosystems they were designed to protect. Our study analyzed historic aerial photographs and topographical maps to reconstruct road development and building growth within and around Indiana Dunes and Pictured Rocks National Lakeshores in the U.S. Great Lakes region from 1938 to 2005, and to estimate the effects of park creation in 1966 on changes in landscape patterns. Historic U.S. census housing density data were used as a baseline to compare observed changes to. Our results showed that park establishment was effective in reducing and stopping the fragmenting impact of development within park boundaries. However, increased amenity levels following park establishment led to enhanced development in the surroundings of both parks. In the extreme case of Indiana Dunes, building density outside the park increased from 45 to 200 buildings/km² and road density almost doubled from 3.6 to 6.6 km/km² from 1938 to 2005. Development rates of change were much higher than in the broader landscape, particularly after park establishment. The potential amenity effect was up to 9500 new buildings in the 3.2-km zone around Indiana Dunes between 1966 and 2005. For Pictured Rocks the absolute effect was smaller but up to 70% of the observed building growth was potentially due to amenity effects. Our findings highlight the need for conservation planning at broader scales, incorporating areas beyond the boundaries of protected areas.     

我国水务企业核心竞争力的探讨

我国的水务市场正处于快速发展阶段,本土水务企业的发展面临着巨大的竞争压力。本文通过对企业核心竞争力理论的梳理,结合我国特殊国情和发达国家水务企业的发展经验,对我国水务企业核心竞争力的构成进行了探讨,并指出在现阶段,水务企业的运营与服务能力、各类资源的整合能力、技术创新能力以及政策与市场的应变能力是决定水务企业竞争优势的主要构成要素。     

Reducing Musculoskeletal Discomfort: Effects of an Office Ergonomics Workplace and Training Intervention

Effects of an office ergonomics workplace and training intervention on workers’ knowledge and self-reported musculoskeletal pain and discomfort were investigated. An instructional systems design process was used to develop an office ergonomics training program and the evaluation tools used to measure the effectiveness of the training program on workers’ office ergonomics knowledge and skills. It was hypothesized that the training and workplace intervention would allow the worker to more effectively use their workplace through increased office ergonomics knowledge and skills. Following the intervention, there was a significant increase in workers’ office ergonomics knowledge and awareness. Self-reported work-related musculoskeletal disorders significantly decreased for the group who had a workplace change and received ergonomic training relative to a workplace change-only group and a no intervention control group.     

Disaster in the South Paciic: Impact of tropical cyclone "Nomu" on the Solomon Islands, May 1986

Tropical Cyclone "Namu" struck the Pacific nation of the Solomon Islands during 18-20th May 1986. It was sthe most serious natural disaster in the Solomons in lining memory. Nearly a third of the total population of 267,000 were diriven from their homes and 150 people were killed, with damage estimates beginning in AUD 25 million. It has been estimated by the Solomon Islands Ministry of Economic Planning that it will take seven years for the economy to recover. This paper discusses the major events of the disaster episode by employing the Powell and Rayner model of "disaster-time." Factors relating to current disaster Planning and management within the Solomon Islands are outlined. The paper also highlights assistance provided by Australla during the Post-impact sequence and illustrates the type of general disaster preparatory support which Australia provides to South pacific.     

新陈代谢模型滑动指标检验及其在道路交通噪声预测中的应用

定义了灰色新陈代谢模型的滑动指标,实现了对新陈代谢模型各项精度指标及其稳定性的动态检验。对长春市1995年～2006年城市道路交通干线噪声监测的数据运用灰色系统理论,分别建立了3种预测模型,并对这3种模型的各项滑动指标、一步预测滚动指标分别进行了检验。     

Land-traffic crash leading to passenger vehicle submersion,drowning and other fatal injuries: A 44-year study based on records from the Finnish Crash Data Institute

Background: Land motor traffic crash (LMTC) -related drownings are an overlooked and preventable cause of injury death. The aim of this study was to analyze the profile of water-related LMTCs involving passenger cars and leading to drowning and fatal injuries in Finland, 1972 through 2015. Materials and methods: The database of the Finnish Crash Data Institute (FCDI) that gathers detailed information on fatal traffic accidents provided records on all LMTCs leading to drowning during the study period and, from 2002 to 2015, on all water-related LMTCs, regardless of the cause of death. For each crash, we considered variables on circumstances, vehicle, and fatality profiles. Results: During the study period, the FCDI investigated 225 water-related LMTCs resulting in 285 fatalities. The majority of crashes involved passenger cars (124), and the cause of death was mostly drowning (167). Only 61 (36.5%) fatalities suffered some–generally mild–injuries. The crashes frequently occurred during fall or summer (63.7%), in a river or ditch (60.5%), and resulted in complete vehicle’s submersion (53.7 %). Half of the crashes occurred in adverse weather conditions and in over 40% of the cases, the driver had exceeded the speed limit. Among drivers, 77 (68.8%) tested positive for alcohol (mean BAC 1.8%). Conclusion: Multidisciplinary investigations of LMTCs have a much higher potential than do exclusive police and medico-legal investigations. The risk factors of water-related LMTCs are similar to those of other traffic crashes. However, generally the fatal event in water-related LMTC is not the crash itself, but drowning. The paucity of severe physical injuries suggests that victims’ functional capacity is usually preserved during vehicle submersion. Practical Applications: In water-related LMTCs, expansion of safety measures is warranted from general traffic-injury prevention to prevention of drowning, including development of safety features for submerged vehicles and simple self-rescue protocols to escape from a sinking vehicle.     

Improving the safety of distracted pedestrians with in-ground flashing lights. A railway crossing field study

Introduction: Current signage at intersections is designed for attentive pedestrians who are looking ahead. Such signage may not be sufficient when distracted by smartphones. Illuminated in-ground LED lights at crossings are an innovative solution to alert distracted pedestrians. Method: We conducted a field study at a railway crossing equipped with in-ground lights to assess whether distracted pedestrians (N = 34, Mean age 33.6 ± 8.6 years) could detect these lights and how this impacted on their visual scanning and crossing behaviour. This involved a 2 × 3 repeated measures design exploring the impact of the presence (treatment) or absence (control) of in-ground lights (treatment) at a crossing, and a distractor task presented through a mobile device (none, visual, and audio) on eye movements recorded using an eye tracker, and verbal reporting of when participants detected the lights. Results: Participants engaged in the distraction tasks as evidenced by their accuracy and reaction times in all conditions. With both the audio and visual distraction tasks, participants looked at the in-ground LEDs and detected their activation as accurately as when not distracted (95%). While most participants detected the lights at their activation, visual distraction resulted in 10% of the detections occurring as participants entered the rail corridor, suggesting effectiveness in gaining pedestrians’ attention. Further, participants were significantly less likely to check for trains when visually distracted (70%), a 10% reduction compared to the no or audio distractor conditions (80% and 78% respectively). The introduction of the in-ground lights resulted in appropriate scanning of the rail tracks (77% and 78% for the visual and auditory distractor tasks respectively) similar to that of non-distracted participants for the crossing without lights (80%). Conclusions: Our findings indicate that illuminated in-ground lights could be useful in attracting the attention of distracted pedestrians at railway level crossings, and possibly at other road intersections. Practical Applications: Illuminated in-ground lights can be installed at rail and road intersections with known pedestrian distraction as a countermeasure. Further research is necessary to understand their long-term effects.