秸秆腐解剂在秸秆还田中的效果研究初报

在大田、微区和盆栽条件下,研究了秸秆腐解剂对小麦、水稻生长及产量的影响,同时研究了秸秆腐解剂对小麦、水稻秸秆腐解速率及对土壤肥力的影响。结果表明,稻、麦秸秆还田时施用秸秆腐解剂对提高稻、麦产量具有明显的增产效果,增产的原因是穗数和粒数增加;稻、麦秸秆还田量不同时,还田量大且配施秸秆腐解剂的效果较还田量小好;麦秸秆还田方式不同时,麦秸以栽稻前耕翻还田且配施秸秆腐解剂的效果较好,上水沤制的效果较差;秸秆腐解剂能促进稻、麦秸秆较快腐解,减轻和防止多量秸秆还田给作物生长带来不利影响,并可稳定和提高土壤养分含量。     

EDTA-2Na/Fe(Ⅱ)对自养生物体系下硝酸盐还原过程的影响

采用厌氧序批式生物膜反应器(ASBBR),以固定浓度的硝酸盐和硫酸亚铁为基质,按不同梯度条件添加EDTA-2Na,进行长时间的培养驯化,研究铁盐脱氮的启动过程,同时探究不同EDTA-2Na/Fe(Ⅱ)对铁自养反硝化过程以及硝酸盐异化还原为铵(DNRA)的影响.结果表明:经过65d的培养驯化,反应器成功稳定运行.当EDTA-2Na/Fe(Ⅱ)<1.50时,反应器只进行铁自养反硝化过程,NO₃^--N去除率最高仅为71.70%;当EDTA-2Na/Fe(Ⅱ)≥1.50时,反应器同时进行铁自养反硝化与DNRA过程,NO₃^--N去除率最高为99.70%.值得注意的是,在EDTA-2Na/Fe(Ⅱ)=1.50时,铁自养反硝化速率达到最大值1.63mg/(L·h)的同时,DNRA的产氨量也达到最大值9.75mg/L.Visual MINTEQ模拟结果表明:EDTA-2Na与Fe(Ⅱ)的摩尔比会影响进水中EDTA-2Na与Fe(Ⅱ)的存在形态,物质的量比越大,FeEDTA^2-度越高,Fe...     

机动车排放颗粒物成分谱对比研究

对深圳、无锡、济南和美国EPA建立的机动车排放颗粒物成分谱进行对比研究,建立的成分谱中各组分含量存在较大差别原因为使用了不同的采样方法。     

太湖蓝藻水华时空分布与预警监测响应的分析

选择2007和2008年200幅EOS/MODIS太湖蓝藻监测遥感影像,统计分析了梅梁湾、竺山湾宜兴段、贡湖湾、东太湖胥口湾和湖州方向湖体蓝藻水华爆发的空间和时间分布规律。并在得出全太湖蓝藻水华空间和时间分布规律的基础上,从环境监测部门蓝藻预警监测工作的实际出发,将蓝藻水华预警监测的响应划分为常规监测和应急监测,提出了具体的监测要求,为环太湖地区的相关部门更好地开展蓝藻预警监测工作提供了科学依据。     

基于尾涡强度的无人机与民机纵向安全间隔评估研究

为了解决无人机频频入侵机场净空,与民航客机发生危险接近的问题,以碰撞风险为量化指标,对无人机与民机需要保持的纵向安全间隔进行评估研究。分析民机尾涡流场对无人机运行的影响,利用Crow近场涡强度消散理论,得到实际尾迹影响区改进Reich碰撞模板,据此建立CNS/GPS性能环境下的纵向间隔评估模型,通过Matlab进行间隔值求解。研究结果表明:模型可以较为准确地反映民机起飞初始爬升阶段无人机尾随运行时导航性能和尾涡迹对所需最小间隔值的影响,并得到给定安全目标水平的计算结果。     

Parental supervision and discomfort with children walking to school in low-income communities in Cape Town,South Africa

Objective: The risk of pedestrian injury is compounded for children living in low-income communities due to factors such as poor road and pedestrian infrastructure, reliance on walking as a means of transport, and compromised supervision. Parents play an important role in child pedestrian safety. The primary objective of this study was to examine the effects of child pedestrian variables on parental discomfort with regard to letting their child walk to and from school and on the frequency of adult supervision.

Methods: A cross-sectional study was conducted using a convenience sample from 3 schools participating in a pedestrian safety school initiative. The schools are situated in low-income, high-risk communities in the City of Cape Town. A parent survey form was translated into isiXhosa and sent home with learners to those parents who had consented to participate. The response rate was 70.4%, and only parents of children who walk to and from school were included in the final sample (n = 359). Child pedestrian variables include the time taken to walk to school, parental rating of the child's ability to safely cross the road, and the frequency of adult supervision.

Results: More than half of parents reported that their child walked to and from school without adult supervision. About 56% of children took less than 20 min to walk to school. Most parents (61%) were uncomfortable with their child walking to school, although the majority of parents (55.7%) rated their child's ability to cross the road safely as better or significantly better than average (compared to peers). The parents did not perceive any differences in pedestrian risk factors between boys and girls or between younger (6–9 years) and older (10–15 years) children. The time spent by a child walking to school and parents' perceptions of their child's road-crossing ability were found to be significant predictors of parental discomfort (in letting their child walk). Younger children and children who spent less time walking were more likely to be supervised by an adult.

Conclusions: Many South African schoolchildren have to navigate the roads without adult supervision from a young age. Caregivers, especially in low-income settings, often have limited options with regard to getting their child to school safely. Regardless of the child's age and gender, the time that they spend on the roads is an important factor for parents in terms of pedestrian safety.     

Motorcycle crashes potentially preventable by three crash avoidance technologies on passenger vehicles

Objective: The objective of this study was to identify and quantify the motorcycle crash population that would be potential beneficiaries of 3 crash avoidance technologies recently available on passenger vehicles.

Methods: Two-vehicle crashes between a motorcycle and a passenger vehicle that occurred in the United States during 2011–2015 were classified by type, with consideration of the functionality of 3 classes of passenger vehicle crash avoidance technologies: frontal crash prevention, lane maintenance, and blind spot detection. Results were expressed as the percentage of crashes potentially preventable by each type of technology, based on all known types of 2-vehicle crashes and based on all crashes involving motorcycles.

Results: Frontal crash prevention had the largest potential to prevent 2-vehicle motorcycle crashes with passenger vehicles. The 3 technologies in sum had the potential to prevent 10% of fatal 2-vehicle crashes and 23% of police-reported crashes. However, because 2-vehicle crashes with a passenger vehicle represent fewer than half of all motorcycle crashes, these technologies represent a potential to avoid 4% of all fatal motorcycle crashes and 10% of all police-reported motorcycle crashes.

Discussion: Refining the ability of passenger vehicle crash avoidance systems to detect motorcycles represents an opportunity to improve motorcycle safety. Expanding the capabilities of these technologies represents an even greater opportunity. However, even fully realizing these opportunities can affect only a minority of motorcycle crashes and does not change the need for other motorcycle safety countermeasures such as helmets, universal helmet laws, and antilock braking systems.     

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.     

Estimating willingness to pay for a threatened species within a threatened ecosystem

This study conducts a choice experiment to determine the willingness to pay for Palouse Prairie conservation. The giant Palouse earthworm (Driloleirus americanus), a rare species endemic to the Palouse region, is included as an attribute of conservation and serves as a method for determining the willingness to pay for protecting the species. This method evaluates the value of the earthworm as an attribute of an overall willingness to pay for threatened ecosystem preservation rather than a direct willingness to pay for protecting the species. This method is expected to yield a more accurate measure of willingness to pay for rare species. The annual willingness to pay per household for the giant Palouse earthworm is $20.45 based on the conditional logit model and $19.30 based on the mixed logit model. Ranking and relative importance are included as methods for representing a non-monetary value and importance of the giant Palouse earthworm.     

污水处理厂剩余污泥对凤仙花和万寿菊生长的影响

采用盆栽方式,通过对花卉植物生长状况和各项生理指标的考察,研究了不同污泥施用比对凤仙花(Impatiens balsamina)和万寿菊(Tagetes erecta L.)生长的影响。结果表明,污泥施用比不高于5%(质量分数)时对两种花卉植物发芽有促进作用。在前期,对照组凤仙花和万寿菊生长较好,其株高、叶绿素和可溶性糖含量高于污泥施用组,丙二醛(MDA)含量低于污泥施用组。而在后期,污泥的施用对两种花卉生长促进作用明显,污泥施用组的两种花卉植物株高和各项生理指标优于对照组,尤其是开花状况显著好于对照组。凤仙花和万寿菊较优的污泥施用比分别为3%~5%和1%~5%。