Using medico-legal data to investigate fatal older road user crash circumstances and risk factors

Objective: This study used medico-legal data to investigate fatal older road user (ORU, aged 65 years and older) crash circumstances and risk factors relating to 4 key components of the Safe System approach (e.g., roads and roadsides, vehicles, road users, and speeds) to identify areas of priority for targeted prevention activity.

Method: The Coroners' Court of Victoria's (CCOV) Surveillance Database was searched to identify and describe the frequency and rate per 100,000 population of fatal ORU crashes in the Australian state of Victoria for 2013–2014. Information relating to the deceased ORU, crash characteristics and circumstances, and risk factors was extracted and analyzed.

Results: One hundred and thirty-eight unintentional fatal ORU crashes were identified in the CCOV Surveillance Database. Of these fatal ORU crashes, most involved older drivers (44%), followed by older pedestrians (32%), older passengers (17%), older pedal cyclists (4%), older motorcyclists (1%), and older mobility scooter users (1%). The average annual rate of fatal ORU crashes per 100,000 population was 8.1 (95% confidence interval [CI], 6.0–10.2). In terms of the crash characteristics and circumstances, most fatal ORU crashes involved a counterpart (98%), of which the majority were passenger cars (50%) or fixed/stationary objects (25%), including trees (46%) or embankments (23%). In addition, most fatal ORU crashes occurred close to home (73%), on-road (87%), on roads that were paved (94%), on roads with light traffic volume (37%), and during low-risk conditions: between 12 p.m. and 6 p.m. (44%), on weekdays (80%), during daylight (75%), and under dry/clear conditions (81%). Road user (RU) error was identified by the police and/or the coroner for the majority of fatal crashes (55%), with a significant proportion of deceased ORUs deemed to have failed to yield (54%) or misjudged (41%).

Conclusions: RU error was the most significant factor identified in fatal ORU crashes, which suggests that there is a limited capacity of the road system to fully accommodate RU errors. Initiatives related to safer roads and roadsides, vehicles, speed zones, as well as behavioral approaches are key areas of priority for targeted activity to prevent fatal ORU crashes in the future.     

浅析低瓦斯煤矿瓦斯防治安全评价

笔者结合煤矿安全评价工作的经验,通过运用预先危险分析对低瓦斯煤矿瓦斯防治进行分析,得出瓦斯爆炸是最严重的瓦斯事故。进而通过对瓦斯爆炸的事故树分析,得出了导致瓦斯爆炸的27个基本事件。应用事故树分析中的最小割集、最小径集和结构重要度,对瓦斯爆炸进行了研究。结果表明,瓦斯爆炸不发生所必须的最低限度的基本事件集合即最小径集有6个,其中严格控制瓦斯浓度,杜绝一切火源,是预防煤矿瓦斯爆炸的最重要途径。从源头上防止瓦斯爆炸的发生,提高我国煤矿安全生产水平。     

An empirical study of estimating vehicle emissions under cordon and distance based road user charging in Leeds, UK

This paper presents the impact of road user charging (RUC) on vehicle emissions through application of traffic assignment and pollutant emission models. It presents results of an analysis of five RUC schemes on vehicle emissions in Leeds, UK for 2005. The schemes were: a ￡3 inner ring road cordoncharge; a double cordon with a ￡2 inner ring road and a ￡1 outer ring road charge; and distance charges of 2, 10 and 20 p/km levied for travel within the outer cordon. Schemes were compared to a no charge option and results presented here. Emissions are significantly reduced within the inner cordon, whilst beyond the cordon, localised increases and decreases occur. The double cordon exhibits a similar but less marked pattern. Distance charging reduces city-wide emissions by 10% under a 2 p/km charge, 42–49% under a 10 p/km charge and 52–59% under a 20 p/km charge. The higher distance charges reduce emissions within the charge zone, and are also associated with elevated emissions outside the zone, but to a lesser extent than that observed for cordon charging.     

网络通信中的基本安全技术

介绍了网络安全的基本内容 ,简述了加密技术、身份认证技术、防火墙技术等基本的信息安全技术     

Accounting for enforcement costs in the spatial allocation of marine zones

Marine fish stocks are in many cases extracted above sustainable levels, but they may be protected through restricted‐use zoning systems. The effectiveness of these systems typically depends on support from coastal fishing communities. High management costs including those of enforcement may, however, deter fishers from supporting marine management. We incorporated enforcement costs into a spatial optimization model that identified how conservation targets can be met while maximizing fishers’ revenue. Our model identified the optimal allocation of the study area among different zones: no‐take, territorial user rights for fisheries (TURFs), or open access. The analysis demonstrated that enforcing no‐take and TURF zones incurs a cost, but results in higher species abundance by preventing poaching and overfishing. We analyzed how different enforcement scenarios affected fishers’ revenue. Fisher revenue was approximately 50% higher when territorial user rights were enforced than when they were not. The model preferentially allocated area to the enforced‐TURF zone over other zones, demonstrating that the financial benefits of enforcement (derived from higher species abundance) exceeded the costs. These findings were robust to increases in enforcement costs but sensitive to changes in species’ market price. We also found that revenue under the existing zoning regime in the study area was 13–30% lower than under an optimal solution. Our results highlight the importance of accounting for both the benefits and costs of enforcement in marine conservation, particularly when incurred by fishers. Justificación de los Costos de Aplicación en la Asignación Espacial de Zonas Marinas     

Designing individualisation of eco information: a conceptual framework and design toolkit

Eco-labelling is the practice of eco information provision that most directly addresses consumer behaviour. Nowadays, consumers are facing difficulties in perceiving and understanding existing eco labels. In previous work, we proposed the conceptual framework of eco information individualisation which tailors eco labels according to the specific needs of individual users using contextual technologies. This paper extends the conceptual framework by introducing a more structured way of considering the personal data and product data requirements, and reports the development of a design toolkit that aims to support designers in the designing of individualised eco information. A design workshop was carried out to introduce the concept to designers, and evaluate the usability and usefulness of the toolkit. Positive responses were received. The design outputs generated from the workshop were considered largely feasible and have the potential to be developed into digital prototypes. These indicate that it is possible for designers to learn to design eco information individualisation in a short time. This paper is a step towards a greater understanding of designing individualised eco information.     

数据资源规划在宏观环境督察业务领域应用研究

信息流的畅通和数据资源的有效利用是信息化可持续发展的基础。本文介绍了基于顶层设计的数据资源规划方法,提出数据资源规划的工作步骤。结合宏观环境督察业务现状和业务发展需要,归纳、分析、聚类、抽象出宏观环境督察业务职能域和全域数据元素集,形成了宏观环境督察数据资源的整体规划,为建立宏观督察业务的业务模型和数据模型提供了基础。     

安全生产是企业领导者的首要工作

本文结合鞍钢多年安全生产工作实践,从企业领导者的角度,阐述了安全生产在企业中的地位、作用及重要性,提出了一把手安全生产负责制的对策及实施方法,这对于提高企业领导者的安全素质,搞好企业的安全生产工作具有重要的指导作用。     

黑龙江省重点企业清洁生产审核的探讨

自清洁生产在中国推行以来,中国的清洁生产工作取得了很大的成效,中国被国际上公认为清洁生产搞得最好的发展中国家。近几年,随着重点企业清洁生产审核的实施,中国有越来越多的重点企业实施了重点企业清洁生产审核。黑龙江省的清洁生产工作已开展十多年,随着黑龙江省环保厅2006年和2007年重点企业名单的公布,黑龙江省有涉及十多个行业的上百家企业开展了重点企业的清洁生产审核工作。在此,通过对重点企业审核工作的探索和实践,阐述黑龙江省进行重点企业清洁生产审核遇到的问题,企业自愿清洁生产与重点企业清洁生产的相同点和不同点,以及重点企业清洁生产时审核重点的确定,清洁生产目标的设置,数据的收集和实施方案的产生、筛选等方面应注意的问题。     

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.