晋中城市群县域可达性及经济联系格局研究

以晋中城市群为研究对象,运用加权平均旅行时间和引力模型分析了2000—2018年晋中城市群县域单元可达性水平及经济联系的时空演变格局。结果表明:(1)晋中城市群县域单元的可达性水平显著提升但地域分布不均衡,受地形和距离因素的影响存在"断崖式"梯度变化和"中心高、边缘低"的圈层式空间分布特征。(2)晋中城市群县域单元的经济联系强度持续增强,其空间分布格局具有显著的廊道指向特征和行政区指向特征。(3)晋中城市群核心区域的辐射带动作用显著,不同县域单元对外经济联系能力差异较大,但城市群内部的发展差距在逐渐缩小。     

Thanks but no thanks: A new policy to reduce land conflict

Land conflicts in developing countries are costly both directly and through increased land degradation. An important policy goal is to create respect for borders. This often involves mandatory, expensive interventions. We propose a new policy design, which in theory promotes neighborly relations at low cost. A salient feature is the option to by-pass regulation through consensus. The key idea combines the insight that social preferences transform social dilemmas into coordination problems with the logic of forward induction. As a first, low-cost pass at empirical evaluation, we conduct an experiment among farmers in the Ethiopian highlands, a region exhibiting features typical of countries where borders are often disputed.     

The Belt and Road Initiative and the 2030 Agenda for Sustainable Development: seeking linkages for global environmental governance

ABSTRACT

Global environmental cooperation serves as an important part in the Chinese ideal of building a Community with a Shared Future for all Human Beings. The report of 19th CPC National Congress indicates that China is committed to proactive mitigation under the Paris Agreement and further participating in global environmental governance under the 2030 Agenda for Sustainable Development, and both of which are largely integrated to the Belt and Road Initiative (BRI). BRI are also closely linked with South–South environmental and climate cooperation proposed by China from previous UN summits. Based on shared ideas, intersected agendas, and compatible governance approaches, BRI and the 2030 Agenda for Sustainable Development grow increasingly relevant and they might form synergies based on increasingly interactive relations. In sum, seeking and intensifying the linkages between BRI and 2030 sustainable development goals (SDGs) could address global environmental governance deficits and enhance cooperation among nations.     

突发事件区域应急联动影响因素的实证研究

在界定突发事件区域应急联动内涵的基础上,采用Delphi法,识别出突发事件区域应急联动的9个主要影响因素,即应急联动组织机构、应急联动法律法规、应急物资协同调配、应急队伍协同调配、应急预案动态协同、应急信息实时沟通、区域地理位置、区域灾害特征和区域合作基础。同时,运用ISM技术,确定区域应急联动9个影响因素的关联性,计算和分解可达性矩阵,绘制4级递阶有向图,得出区域应急联动影响因素的内在层次性,即划分出"基础层"、"过渡层"和"直接层",为有效构建突发事件区域应急联动机制提供了理论支持与科学依据。     

基于红色旅游的国土空间规划层级传导与冲突协调研究

以跨行政区域线状分布且多与自然资源相伴而生的红色旅游资源为切入点,针对区域红色旅游与国土空间规划拟合错位、红色旅游与三条控制线相互交织等问题,围绕国土空间规划层级传导和冲突协调展开探讨：以纵横传导双向引擎的方式构建分层次有传导的红色旅游空间体系,从而打破红色旅游区域协调和用地管制的问题;科学合理地协调红色旅游与三条控制线的冲突,当红色旅游与生态保护红线和永久基本农田红线冲突时应强调在保护中发展,在城镇开发边界内的红色文化资源应强调在发展中保护。本文旨在为红色旅游在国土空间规划体系下探索一条高质量发展路径,同时提高国土空间规划编制和三条控制线划定的科学性和可操作性。     

Using a novel data linkage approach to investigate potential reductions in motor vehicle crash severity – An evaluation of strategic highway safety plan emphasis areas

Introduction: With the significant number of motor-vehicle fatalities occurring on the nation’s roadways in recent years, there exists a need to integrate a more complete range of data sources, available at a regional or statewide level, to effectively evaluate existing safety concerns and quantify their impacts. Crash data alone does not provide ample crash-associated citation, injury, and roadway characteristics; therefore, a more cohesive dataset is required to accurately and completely analyze the true impacts of motor-vehicle crashes. Previously developed strategies linked crash data with citation and roadway inventory data to enhance the identification and optimization of highway safety strategies. Method: The main objective of this research focused on developing a new deterministic linkage between crash and Emergency Medical Services (EMS) data, by utilizing the Massachusetts Crash Data System (CDS) and the Massachusetts Ambulance Trip Record Information System (MATRIS). Results: After several iterations of match criterion, the validated linkage successfully matched 58.3% of MATRIS records (containing an Injury Cause of Motor Vehicle Crash) to a CDS person record (55011 linked pairs, between 2014 and 2016). The data linkage provided significant insight into injury trends in several highway safety emphasis areas such as roadway departure, speeding-related, and distraction-affected crashes. The findings from this research are twofold: (1) an established process for linking previously separate data sets, and (2) a mechanism for analysis that provides decision-makers and safety professionals with a better measure of crash outcomes.     

Undercounting of large trucks in federal and state crash databases: Extent of problem and how to improve accuracy of truck classifications

Objective: Prior research suggested that single-unit trucks are undercounted when using vehicle body codes in the Fatality Analysis Reporting System (FARS). This study explored the extent of the misclassification and undercounting problem for crashes in FARS and state crash databases.

Methods: Truck misclassifications for fatal crashes were explored by comparing the Trucks Involved in Fatal Accidents (TIFA) database with FARS. TIFA used vehicle identification numbers (VINs) and survey information to classify large trucks. This study used VINs to improve the accuracy of large truck classifications in state crash databases from 5 states (Delaware, Maryland, Minnesota, Nebraska, and Utah).

Results: The vehicle body type codes resulted in a 19% undercount of single-unit trucks in FARS and a 23% undercount of single-unit trucks in state databases. Tractor-trailers were misclassified less often. Misclassifications occurred most frequently among single-unit trucks in the weight classes of 10,001–14,000 pounds.

Conclusions: The amount of misclassification of large trucks is large enough to potentially affect federal and state decisions on traffic safety. Using information from VINs results in more complete and accurate counts of large trucks involved in crashes. The National Transportation Safety Board recommended actions to improve federal and state crash data.     

Forward collision warning system impact

Abstract

Objective: The objective of this research is to use historical crash data to evaluate the potential benefits of both high- and low-speed automatic emergency braking (AEB) with forward collision warning (FCW) systems.

Methods: Crash data from the NHTSA’s NASS–General Estimates System (GES) and Fatality Analysis Reporting System (FARS) databases were categorized to classify crashes by the speed environment, as well as to identify cases where FCW systems would be applicable.

Results: Though only about 19% of reported crashes occur in environments with speeds greater than 45?mph, approximately 32% of all serious or fatal crashes occur in environments with speeds greater than 45?mph. The percentage of crashes where FCW systems would be relevant has remained remarkably constant, varying between about 21 and 26% from 2002 to 2015. In 2-vehicle fatal crashes where one rear-ends the other, the fatality rates are actually higher in the struck vehicle (33%) than the striking vehicle (26%). The disparity is even greater when considering size–class differences, such as when a light truck rear-ends a passenger car (15 vs. 42% fatality rates, respectively).

Conclusions: NHTSA and the Insurance Institute for Highway Safety (IIHS) proposed the Automatic Emergency Braking Initiative in 2015, which is intended to make AEB (also called crash-imminent braking) with FCW systems standard on nearly all new cars by September 2022. Twenty automakers representing 99% of the U.S. auto market voluntarily committed to the initiative. Though the commitment to safety is laudable, the AEB component of the agreement only covers low-speed AEB systems, with the test requirements set to 24?mph or optionally as low as 12?mph. The test requirements for the FCW component of the agreement include 2 tests that begin at 45?mph. Only 21% of relevant serious injury or fatal accidents occur in environments at speeds under 24?mph, whereas about 22% of serious or fatal crashes occur in environments with speeds greater than 45?mph. This means that the AEB with FCW systems as agreed upon will cover only 21% of serious or fatal crashes and will not cover 22% of serious or fatal crashes. Because these systems are protective not only for the occupants of the vehicle where they are installed but also other vehicles on the roads, the data indicate that these systems should be a standard feature on all cars for high-speed as well as low-speed environments for the greatest social benefit.     

Sea salt bittern-driven forward osmosis for nutrient recovery from black water: A dual waste-to-resource innovation via the osmotic membrane process

• A dual “waste-to-resource” application of FO was proposed. • Performance of sea salt bittern as an economic FO draw solution was evaluated. • High quality struvite recovery from black water using FO was demonstrated. • Feed pH is a key factor to control the form of recovered phosphorous. A dual “waste-to-resource” innovation in nutrient enrichment and recovery from domestic black water using a sea salt bittern (SSB)-driven forward osmosis (FO) process is proposed and demonstrated. The performance of SSB as a “waste-to-resource” draw solution for FO was first evaluated. A synthetic SSB-driven FO provided a water flux of 25.67±3.36 L/m²⋅h, which was 1.5‒1.7 times compared with synthetic seawater, 1 M NaCl, and 1 M MgCl₂. Slightly compromised performance regarding reverse solute selectivity was observed. In compensation, the enhanced reverse diffusion of Mg²⁺ suggested superior potential in terms of recovering nutrients in the form of struvite precipitation. The nutrient enrichment was performed using both the pre-filtered influent and effluent of a domestic septic tank. Over 80% of phosphate-P recovery was achieved from both low- and high-strength black water at a feed volume reduction up to 80%‒90%. With an elevated feed pH (~9), approximately 60%‒85% enriched phosphate-P was able to be recovered in the form of precipitated stuvite. Whereas the enrichment performance of total Kjeldahl nitrogen (TKN) largely differed depending on the strength of black water. Improved concentration factor (i.e., 3-folds) and retention (>60%) of TKN was obtained in the high-nutrient-strength black water at a feed volume reduction of 80%, in comparison with a weak TKN enrichment observed in low-strength black water. The results suggested a good potential for nutrient recovery based on this dual “waste-to-resource” FO system with proper management of membrane cleaning.