Prevalence of sustainable and unsustainable use of wild species inferred from the IUCN Red List of Threatened Species

Unsustainable exploitation of wild species represents a serious threat to biodiversity and to the livelihoods of local communities and Indigenous peoples. However, managed, sustainable use has the potential to forestall extinctions, aid recovery, and meet human needs. We analyzed species-level data for 30,923 species from 13 taxonomic groups on the International Union for Conservation of Nature Red List of Threatened Species to investigate patterns of intentional biological resource use. Forty percent of species (10,098 of 25,009 species from 10 data-sufficient taxonomic groups) were used. The main purposes of use were pets, display animals, horticulture, and human consumption. Intentional use is currently contributing to elevated extinction risk for 28–29% of threatened or near threatened (NT) species (2752–2848 of 9753 species). Intentional use also affected 16% of all species used (1597–1631 of 10,098). However, 72% of used species (7291 of 10,098) were least concern, of which nearly half (3469) also had stable or improving population trends. The remainder were not documented as threatened by biological resource use, including at least 172 threatened or NT species with stable or improving populations. About one-third of species that had use documented as a threat had no targeted species management actions to directly address this threat. To improve use-related red-list data, we suggest small amendments to the relevant classification schemes and required supporting documentation. Our findings on the prevalence of sustainable and unsustainable use, and variation across taxa, can inform international policy making, including the Intergovernmental Science-Policy Platform on Biodiversity and Ecosystem Services, the Convention on Biological Diversity, and the Convention on International Trade in Endangered Species.     

秦皇岛市城市污水资源化目标及对策研究

本文在分析和评估秦皇岛市污水资源现状和潜力的基础上,提出了未来10年秦皇岛市污水资源化的意义、对策和方案。其结论对解决未来秦皇岛市可能发生的水危机以及秦皇岛市生态城市建设具有重要的参考价值。     

沈抚新城不同土地利用类型多环芳烃含量、来源及人体健康风险评价

研究了处于城镇化进程中沈抚新城表层土壤多环芳烃的污染水平.从沈抚新城采集了54个土壤表层样品,包括4种不同土地利用类型(城镇用地、农村用地、林地、耕地),分析了不同土地利用类型中多环芳烃的含量,利用特征比值法与主成分分析对其进行来源分析,利用Ba P毒性当量含量及终生癌症风险增量模型(ILCR)对不同土地利用类型表层土壤内PAHs进行风险评价.城镇用地、耕地、农村用地、林地这4种土地利用类型ΣPAHs的含量分别为184~18 276、230~14 102、151~3 205、303~2 980μg·kg-1.不同土地利用类型土壤中PAHs来源相似,主要以煤燃烧源与交通源为主;风险评价表明沈抚地区存在潜在的健康风险,尤其是城镇用地风险水平最高,且最易通过皮肤接触途径暴露于土壤PAHs中.     

Pollutant concentrations and pollution loads in stormwater runoff from different land uses in Chongqing

To investigate the distribution of pollutant concentrations and pollution loads in stormwater runoff in Chongqing,six typical land use types were selected and studied from August 2009 to September 2011.Statistical analysis on the distribution of pollutant concentrations in all water samples shows that pollutant concentrations fluctuate greatly in rainfall-runoff,and the concentrations of the same pollutant also vary greatly in different rainfall events.In addition,it indicates that the event mean concentrations (EMCs) of total suspended solids (TSS) and chemical oxygen demand (COD) from urban traffic roads (UTR) are significantly higher than those from residential roads (RR),commercial areas (CA),concrete roofs (CR),tile roofs (TRoof),and campus catchment areas (CCA);and the EMCs of total phosphorus (TP) and NH3-N from UTR and CA are 2.35-5 and 3 times of the class-III standard values specified in the Environmental Quality Standards for Surface Water (GB 3838-2002).The EMCs of Fe,Pb and Cd are also much higher than the class-III standard values.The analysis of pollution load producing coefficients (PLPC) reveals that the main pollution source of TSS,COD and TP is UTR.The analysis of correlations between rainfall factors and EMCs/PLPC indicates that rainfall duration is correlated with EMCs/PLPC of TSS for TRoof and TP for UTR,while rainfall intensity is correlated with EMCs/PLPC of TP for both CR and CCA.The results of this study provide a reference for better management of non-point source pollution in urban regions.     

Exploring relationships between observed activation rates and functional attributes of lane departure prevention

Objective: Drivers’ use of lane departure warning and prevention systems is lower than use of other crash avoidance technologies and varies significantly by manufacturer. One factor that may affect use is how well a system prevents unintended departures. The current study evaluated the performance of systems that assist in preventing departures by providing steering or braking input in a 2016 Chevrolet Malibu, 2016 Ford Fusion, 2016 Honda Accord, and 2018 Volvo S90. These vehicles were selected because a prior observational study found that the percentage of privately owned vehicles that had lane departure prevention systems turned on varied among these 4 automakers.

Method: In each vehicle, a test driver induced 40 lane drifts on left and right curves by steering the vehicle straight into the curve so that vehicles departed in the opposite direction and 40 lane drifts on straightaways by slight steering input to direct the vehicle to left and right lane markers.

Results: Vehicles from automakers with higher observed lane departure prevention use rates (Volvo, Chevrolet) featured systems that provided steering input earlier and more often avoided crossing lane markers by more than 35?cm compared to vehicles from automakers with lower observed use rates (Ford, Honda).

Conclusion: The study identified functional characteristics (i.e., timing of steering input, prevention of departures more than 35?cm) of lane departure prevention systems that were strongly associated with observed activation of these systems in privately owned vehicles. Although this relationship does not imply causation, the findings support the hypothesis that functional characteristics of lane departure prevention systems affect their use. Designers may be able to use these results to maximize driver acceptance of future implementations of lane departure prevention.     

Prevalence of driver physical factors leading to unintentional lane departure crashes

Objective: Some lane-keeping assist systems in development and production provide autonomous braking and steering to correct unintentional lane drift but otherwise require drivers to fully control their vehicles. The goal of this study was to quantify the proportion of drivers involved in unintentional lane drift crashes who would be unable to regain control of their vehicles to inform the design of such systems.

Methods: The NHTSA's National Motor Vehicle Crash Causation Survey collected in-depth, on-scene data for a nationally representative sample of 5,470 U.S. police-reported passenger vehicle crashes during 2005–2007 that occurred between 6 a.m. and midnight and for which emergency medical services were dispatched. The physical states of drivers involved in the 631 lane drift crashes in the sample, which represented 259,034 crashes nationally, were characterized.

Results: Thirty-four percent of drivers who crashed because they drifted from their lanes were sleeping or otherwise incapacitated. These drivers would be unlikely to regain full control of their vehicles if an active safety system prevented their initial drift. An additional 13% of these drivers had a nonincapacitating medical issue, blood alcohol concentration (BAC) ≥ 0.08%, or other physical factor that may not allow them to regain full vehicle control. When crashes involved serious or fatal injuries, 42% of drivers who drifted were sleeping or otherwise incapacitated, and an additional 14% were impacted by a nonincapacitating medical issue, BAC ≥ 0.08%, or other physical factor.

Conclusions: Designers of active safety systems that provide autonomous lateral control should consider that a substantial proportion of drivers at risk of lane drift crashes are incapacitated. Systems that provide only transient corrective action may not ultimately prevent lane departure crashes for these drivers, and drivers who do avoid lane drift crashes because of these systems may be at high risk of other types of crashes when they attempt to regain control. Active lane-keeping assist systems may need to be combined with in-vehicle driver monitoring to identify incapacitated drivers and safely remove them from the roadway if the systems are to reach their maximum potential benefit.     

不确定背景环境下车道检测技术的研究

针对不确定背景的交通环境,提出一种新的车道检测算法。确定道路路面的色彩范围,提取车道标线的色彩信息,消除光照强度变化对车道标线信息提取过程的影响;通过对比车辆与车道标线在大小、形状和运动模式3方面的差异排除车道中车辆对车道线检测的干扰;单帧图像的车道检测结果存储于车道一致性确认模块中,运用车道标志线一致性确认提高车道检测结果的准确性。试验结果表明,该方法能够有效地检测各种天气条件下车道区域以及解决车道遮挡问题。     

Comparison of Expected Crash and Injury Reduction from Production Forward Collision and Lane Departure Warning Systems

Objectives: The U.S. New Car Assessment Program (NCAP) now tests for forward collision warning (FCW) and lane departure warning (LDW). The design of these warnings differs greatly between vehicles and can result in different real-world field performance in preventing or mitigating the effects of collisions. The objective of this study was to compare the expected number of crashes and injured drivers that could be prevented if all vehicles in the fleet were equipped with the FCW and LDW systems tested under the U.S. NCAP.

Methods: To predict the potential crashes and serious injury that could be prevented, our approach was to computationally model the U.S. crash population. The models simulated all rear-end and single-vehicle road departure collisions that occurred in a nationally representative crash database (NASS-CDS). A sample of 478 single-vehicle crashes from NASS-CDS 2012 was the basis for 24,822 simulations for LDW. A sample of 1,042 rear-end collisions from NASS-CDS years 1997–2013 was the basis for 7,616 simulations for FCW. For each crash, 2 simulations were performed: (1) without the system present and (2) with the system present. Models of each production safety system were based on 54 model year 2010–2014 vehicles that were evaluated under the NCAP confirmation procedure for LDW and/or FCW. NCAP performed 40 LDW and 45 FCW tests of these vehicles.

Results: The design of the FCW systems had a dramatic impact on their potential to prevent crashes and injuries. Between 0 and 67% of crashes and 2 and 69% of moderately to fatally injured drivers in rear-end impacts could have been prevented if all vehicles were equipped with the FCW systems. Earlier warning times resulted in increased benefits. The largest effect on benefits, however, was the lower operating speed threshold of the systems. Systems that only operated at speeds above 20 mph were less than half as effective as those that operated above 5 mph with similar warning times. The production LDW systems could have prevented between 11 and 23% of drift-out-of-lane crashes and 13 and 22% of seriously to fatally injured drivers. A majority of the tested LDW systems delivered warnings near the point when the vehicle first touched the lane line, leading to similar benefits. Minimum operating speed also greatly affected LDW effectiveness.

Conclusions: The results of this study show that the expected field performance of FCW and LDW systems are highly dependent on the design and system limitations. Systems that delivered warnings earlier and operated at lower speeds may prevent far more crashes and injuries than systems that warn late and operate only at high speeds. These results suggest that future FCW and LDW evaluation should prioritize early warnings and full-speed range operation. A limitation of this study is that additional crash avoidance features that may also mitigate collisions—for example, brake assist, automated braking, or lane-keeping assistance—were not evaluated during the NCAP tests or in our benefits models. The potential additional mitigating effects of these systems were not quantified in this study.     

Road Traffic Noise Prediction Model under Interrupted Traffic Flow Condition

The objective of this study is to develop an empirical traffic noise prediction model under interrupted traffic flow conditions using two analytical the approaches, the first being the acceleration lane approach and second being the deceleration approach. The urban road network of Bangalore city has been selected as the study area. Sixteen locations are chosen in major traffic junctions of the study area. The traffic noise data collected from the study locations were analyzed separately for both acceleration and deceleration lanes when vehicles leave an intersection on a green traffic light and come to a stop on red traffic light. Based on the study, a regression noise prediction model has been developed for both acceleration and deceleration lanes.     

基于双层规划的危险品运输专用车道优化设计

为更有效地设置危险品运输专用车道,在降低运输风险的同时减少专用道对路权的占用,从路网整体出发,以总体出行成本最小、路网运输风险最小和专用道利用率最大为目标,构建双层规划模型;使用NSGA-2算法求解双层规划模型,结合算例网络进行分析,验证模型和算法的有效性.结果表明:模型可综合考虑路网风险和总体出行成本,得到有效的专用...