Research on the prediction of dangerous goods accidents during highway transportation based on the ARMA model

The COVID-19 epidemic has caused a lack of data on highway transportation accidents involving dangerous goods in China in the first quarter of 2020, and this lack of data has seriously affected research on highway transportation accidents involving dangerous goods. This study strives to compensate for this lack to a certain extent and reduce the impact of missing data on research of dangerous goods transportation accidents. Data pertaining to 2340 dangerous goods accidents in the process of highway transportation in China from 2013 to 2019 are obtained with webpage crawling software. In this paper, the number of monthly highway transportation accidents involving dangerous goods from 2013 to 2019 is determined, and the time series of transportation accidents and an autoregressive moving average (ARMA) prediction model are established. The prediction accuracy of the model is evaluated based on the actual number of dangerous goods highway transportation accidents in China from 2017 to 2019. The results indicate that the mean absolute percentage error (MAPE) between the actual and predicted values of dangerous goods highway transportation accidents from 2017 to 2019 is 0.147, 0.315 and 0.29. Therefore, the model meets the prediction accuracy requirements. Then, the prediction model is applied to predict the number of dangerous goods transportation accidents in the first quarter of 2020 in China. Twenty-two accidents are predicted in January, 23 accidents in February and 27 accidents in March. The results provide a reference for the study of dangerous goods transportation accidents and the formulation of accident prevention and emergency measures.     

Predictors of urinary bisphenol A and phthalate metabolite concentrations in Mexican children

Exposure to endocrine disrupting chemicals such as bisphenol A (BPA) and phthalates is prevalent among children and adolescents, but little is known regarding important sources of exposure at these sensitive life stages. In this study, we measured urinary concentrations of BPA and nine phthalate metabolites in 108 Mexican children aged 8–13 years. Associations of age, time of day, and questionnaire items on external environment, water use, and food container use with specific gravity-corrected urinary concentrations were assessed, as were questionnaire items concerning the use of 17 personal care products in the past 48-h. As a secondary aim, third trimester urinary concentrations were measured in 99 mothers of these children, and the relationship between specific gravity-corrected urinary concentrations at these two time points was explored. After adjusting for potential confounding by other personal care product use in the past 48-h, there were statistically significant (p < 0.05) positive associations in boys for cologne/perfume use and monoethyl phthalate (MEP), mono(3-carboxypropyl) phthalate (MCPP), mono(2-ethyl-5-hydroxyhexyl) phthalate (MEHHP), and mono(2-ethyl-5-oxohexyl) phthalate (MEOHP), and in girls for colored cosmetics use and mono-n-butyl phthalate (MBP), mono(2-ethylhexyl) phthalate (MEHP), MEHHP, MEOHP, and mono(2-ethyl-5-carboxypentyl) phthalate (MECPP), conditioner use and MEP, deodorant use and MEP, and other hair products use and MBP. There was a statistically significant positive trend for the number of personal care products used in the past 48-h and log-MEP in girls. However, there were no statistically significant associations between the analytes and the other questionnaire items and there were no strong correlations between the analytes measured during the third trimester and at 8–13 years of age. We demonstrated that personal care product use is associated with exposure to multiple phthalates in children. Due to rapid development, children may be susceptible to impacts from exposure to endocrine disrupting chemicals; thus, reduced or delayed use of certain personal care products among children may be warranted.     

Characteristics of the event mean concentration (EMC) from rainfall runoff on an urban highway

The purpose of this study was to investigate the characterization of the event mean concentration (EMC) of runoff during heavy precipitation events on highways. Highway runoff quality data were collected from the 7th highway, in South Korea during 2007-2009. The samples were analyzed for runoff quantity and quality parameters such as COD_cr, TSS, TPHs, TKN, NO₃, TP, PO₄ and six heavy metals, e.g., As, Cu, Cd, Ni, Pb and Zn. Analysis of resulting hydrographs and pollutant graphs indicates that the peak of the pollutant concentrations in runoff occurs 20 min after the first rainfall runoff occurrence. The first flush effect depends on the preceding dry period and the rainfall intensity. The results of this study can be used as a reference for water quality management of urban highways.     

Rail height effects on safety performance of Midwest Guardrail System

Objective: Guardrail heights play a crucial role in the way that errant vehicles interact with roadside barriers. Low rail heights increase the propensity of vehicle rollover and override, whereas excessively tall rails promote underride. Further, rail mounting heights and post embedment depths may be altered by variations in roadside terrain. An increased guardrail height may be desirable to accommodate construction tolerances, soil erosion, frost heave, and future roadway overlays. This study aimed to investigate and identify a maximum safe installation height for the Midwest Guardrail System that would be robust and remain crashworthy before and after pavement overlays.

Methods: A research investigation was performed to evaluate the safety performance of increased mounting heights for the standard 787-mm (31-in.)-tall Midwest Guardrail System (MGS) through crash testing and computer simulation. Two full-scale crash tests with small passenger cars were performed on the MGS with top-rail mounting heights of 864 and 914 mm (34 and 36 in.). Test results were then used to calibrate computer simulation models.

Results: In the first test, a small car impacted the MGS with 864-mm (34-in.) rail height at 102 km/h (63.6 mph) and 25.0° and was successfully redirected. In the second test, another small car impacted the MGS with a 914-mm (36-in.) rail height at 103 km/h (64.1 mph) and 25.6° and was successful. Both system heights satisfied the Manual for Assessing Safety Hardware (MASH) Test Level 3 (TL-3) evaluation criteria. Test results were then used to calibrate computer simulation models. A mounting height of 36 in. was determined to be the maximum guardrail height that would safely contain and redirect small car vehicles. Simulations confirmed that taller guardrail heights (i.e., 37 in.) would likely result in small car underride. In addition, simulation results indicated that passenger vehicle models were successfully contained by the 34- and 36-in.-tall MGS installed on approach slopes as steep as 6:1.

Conclusions: A mounting height of 914 mm (36 in.) was determined to be the maximum guardrail height that would safely contain and redirect 1100C vehicles and not allow underride or excessive vehicle snag on support posts. Recommendations were also provided regarding the safety performance of the MGS with increased height.     

Prioritizing highway safety improvement projects: A multi-criteria model and case study with SafetyAnalyst

This paper presents a multi-criteria model for prioritizing highway safety improvement projects, in which a set of criteria related to the project’s technical, economic, and social impacts are properly weighted in consideration. The proposed model features an Analytical Hierarchy Process (AHP) framework to tackle the multi-criteria decision making problem. Different from the conventional AHP, this paper adds a fuzzy scale level between the criteria level and the alternative level, which offers the advantage of preventing the vagueness and uncertainty on judgments of the decision-maker(s). Such a unique modeling feature is further embedded with a non-linear optimization formulation to maximize the consistency in pair-wise comparison and weight estimation for each criterion. Case study results reveal that the proposed model is efficient not only for selecting the most suitable project for a specific site, but also for determining the priorities for implementing those suitable projects among multiple sites given the budget constraint. Comparative study between the proposed model and the existing ranking methods has also indicated its capability to capture the comprehensive impacts of all contributory factors which have been neglected by most existing single multi-criteria approaches during the safety project selection process. The clarity of model inputs, ease of synthesizing the final score of each candidate project, and the interpretation of results with respect to different selection criteria offer its best potential to be used as an effective tool for highway safety managers to assess and refine the safety improvement investments.     

Trends of hazardous material accidents (HMAs) during highway transportation from 2013 to 2018 in China

Statistical analysis of hazardous material accidents (HMAs) in China from 20013 to 2018 related to characteristics and consequences is discussed in this study, revealing different time volatility, spatial distribution and accident consequence features. Yearly, monthly, weekly and hourly levels of HMAs are analysed, and the corresponding factors are discussed. The trends of HMAs are affected by different factors, such as efforts toward safety-specific rectification by the government, holidays, five-day workweek systems and daily traffic peaks. The spatial distribution trends indicate that highway transportation of hazardous materials is mostly short-distance transport. The accidents that occurred on normal road sections account for 82.76% of the total HMAs during transportation. Leaking accidents caused by HMAs account for 79.35% of the total accidents. Countermeasures focusing on improving highway transportation safety for hazardous materials are recommended.     

改进群组AHP-FCE法对路域的生态环境影响评价研究--以河南省栾川至卢氏高速公路为例

为了全面准确的评价公路建设对生态环境的影响程度,基于高速公路建设特点,从社会环境、生态环境、声环境、地表水环境、隧道对地下水环境影响及环境空气六方面构建评价指标体系,结合改进的群组AHP法,构建了改进的群组AHP-FCE相结合的评价模型,对河南省栾川至卢氏高速公路进行生态影响评价。结果表明,指标权重的比例分配更为合理客观,凸显了社会环境因素在评价中的作用,改进模型的评价结果更符合生态环境实际情况相符,表明该方法应用于生态环境评价方面具有较好的适用性和推广价值。     

常用几种公路交通噪声预测模式准确性分析

本文根据成温邛高速公路和成绵高速公路的交通量、车型及车速等监测数据,应用美国联邦公路管理局（FH-WA）噪声预测模式、JTGB03-2006推荐噪声预测模式和HJ2.4-2009推荐噪声预测模式,分别对两条高速公路进行噪声预测,将噪声预测值与实测值进行对比,分析在相同车流量、车型及车速等条件下各预测模式预测值与实测值的差值大小,并分析其原因,得出在高速公路交通噪声预测的准确性上HJ2.4-2009预测模式优于FHWA预测模式和JT-GB03-2006预测模式。     

论我国《海域使用管理法》的修订

《海域使用管理法》对中国海洋法制建设具有重要意义。该法施行以来,我国海域使用管理配套法规体系日趋完善,海洋功能区划、海域有偿使用等制度日臻成熟。《海域使用管理法》实施已逾15年,我国经济社会生活发生了巨大变化,中国特色社会主义法律体系不断完善,该法暴露出来的问题日益增多,亟待修订:首先,立法理念应由"重发展,轻保护"向"海域资源和海洋环境保护优先"变革。其次,应完善海域使用权制度,突出海域使用权的物权性,强化该法的私权色彩,将海域使用权的成立时间修改为"完成登记之日"。在围填海管理方面,应理顺围填海建设项目的审批程序,提高行政效率;建立填海造地指标管理制度。最后,在法律责任方面,应明确"恢复原状"的适用条件;修改罚款的计算方法,对于具有持续性的严重海域违法行为可以引入"按日处罚"制度;增加刑事责任条款;赋予海洋行政执法机构必要的行政强制手段。     

FEDERAL SUBSIDY OF IRRIGATION DEVELOPMENT1

ABSTRACT: The Congress of the United States has been concerned about public lands from the earliest days of this republic. The importance of irrigation on these public lands was explicitly noted with enactment of the Carey Act of 1884. This was reinforced with the passage in 1902 of “An Act appropriating the receipts from the sale and disposal of public lands in certain states and territories to the construction of irrigation works for the reclamation of arid lands.” This Act further specified that land so irrigated would be entered under the provisions of the Homestead Laws and developed in units of not less than 40 nor more than 160 acres. The enforcement of the 160 acre limitation has been reinforced by several recent lawsuits. These have reaffirmed the provisions of the Reclamation Law requiring owners receiving water from Federal projects to sell land in excess of 160 acres. While there have been Federal subsidies involved in the development of irrigation in the western states, the total amount of the subsidies are insignificant compared to the total Federal budget and the size of subsidies under other Federal programs. Thus, the real question in enforcing the 160 acre limitation may well be one of land reform rather than the distribution of Federal subsidies.