交通空气污染对大鼠子代发育及社交行为的影响

交通空气污染与儿童自闭症的关联时有报道,但其因果关系仍待进一步探索。为研究出生前后暴露于不同水平的交通空气污染环境对生长发育和自闭症相关社交行为的影响,将Wistar大鼠雌雄1∶1交配,受孕雌鼠根据子代接触交通污染的时间(出生后暴露或胚胎期暴露)及浓度(低、中和高3个水平)分为6组。在子代出生后21～27 d,测量子代的体重、身长及大脑脏器系数,并根据三箱实验评估社交行为,同时检测仔鼠脑组织组蛋白H3第4个赖氨酸(H3K4)的甲基化水平。结果显示,出生前后,尤其是胚胎发育阶段接触较高浓度的交通空气污染物可导致幼鼠体重及大脑湿重较低,身长较短、大脑脏器系数偏高等生长发育特征改变。同时,出生前后较高浓度的交通空气污染物暴露可导致幼鼠出现社交能力下降、社交记忆受损及社交新颖性减弱等典型自闭症样行为改变。虽然组蛋白H3K4甲基化水平与交通空气污染物浓度之间未见统计学关联,但出生后暴露组具有较高的H3K4甲基化水平,提示出生前后接触交通空气污染物可能与自闭症的发生发展有关,而不同暴露时期对脑组织H3K4甲基化水平的影响,为今后进一步探讨自闭症的表观遗传机制提供了线索。     

湖北省重点区域及周边表层土壤重金属污染现状及评价

对湖北省内9类不同重点区域及周边表层土壤环境质量进行检测,测定重金属镉、汞、砷、铅、铬、铜、镍、锌含量水平,采用内梅罗污染指数法和Hakanson潜在生态风险指数法对检测结果进行评价。结果表明:9类不同重点区域及周边土壤环境质量整体良好,未受重金属污染的土壤监测点位比例为68.2%~92.6%,轻度污染的点位比例为5.8%~20.4%,中度污染为0.0%~8.6%,重度污染为0.0%~9.1%;污染企业周边、油田采矿区周边、固废处置场地周边、工业遗留遗弃场地及周边4类重点区域受重金属污染相对较严重,影响其土壤环境质量的重金属主要是镉、砷、铜、铅;9类不同重点区域周边土壤环境质量的潜在生态风险等级以轻微、中度为主,对应的监测点位比例分别为36.4%~80.5%、18.1%~47.7%,潜在生态风险等级为强度、很强、极强的监测点位比例总和为1.4%~15.9%,主要分布在受重金属污染严重的监测区域。     

地铁站异质人群疏散折返行为模拟分析

为了解折返行为对异质人群的疏散影响,应用Pathfinder软件对地铁站异质人群突发状况下疏散折返行为进行研究。对人员面对不同情景时的折返意向进行调研,分析了疏散楼梯宽度、折返人员比例、折返位置、列车到站数量、折返人员类型等对地铁站疏散速率以及疏散时间的影响。研究结果表明:折返比例、折返距离和难度与稳定疏散期疏散速率呈负相关,与疏散时间呈正相关,疏散楼梯宽度倍数则反之;地铁站停靠的列车数量与疏散时间呈正相关;肩越窄、运动速度越快,稳定疏散期的疏散速率越大、整体疏散时间短。     

小群体行为作用下的地铁站疏散模型研究

为研究小群体行为作用对地铁站突发事件人群疏散效率的影响,基于社会力模型理论和智能体技术,构建地铁站人群疏散模型。分析小群体趋向性、协调一致性等行为特征,运用社会力模型理论,计算小群体成员移动速度;量化小群体行为对群体内部成员作用大小,修正成员期望速度,确定人群疏散速度;以某地铁站火灾事故为例,分别模拟单人疏散场景和混合疏散场景。研究结果表明:混合疏散场景仿真时间比单人疏散场景仿真时间延长12.29%,平均绕行距离比单人疏散增加38.8%,小群体行为降低了地铁站突发事件人群疏散效率。     

Pedestrian crossing behavior,an observational study in the city of Ushuaia,Argentina

Objectives: Pedestrian crashes are a critical problem in Latin American countries. However, little research has been published about pedestrians and even less about their behaviors in a naturalistic context. The objective of the present research was to explore risky pedestrian crossing behaviors in traffic intersections in an argentine city (Ushuaia). It is focused in different stages of the crossing process, traffic code violations, and other potentially risky behaviors such as distractions. A high frequency of risky behaviors among pedestrians was expected. Moreover, according to previous findings, it was hypothesized that men and younger pedestrians would show riskier behaviors.

Methods: Participants were 802 pedestrians (53.9% females) observed at several intersections (with and without traffic lights) in the city of Ushuaia. Behaviors were codified following a standardized observation protocol. Observers documented information on behavior previous to, during, and after crossing. Gender and age were also registered. Data were gathered through video recording. Frequency analyses of observed behaviors were conducted for the total sample, as well as by gender and by age group. A general crossing risk index was calculated to facilitate comparisons between the genders and age groups. We conducted an analysis of variance to evaluate gender and age differences for this index.

Results: A high proportion of risky behaviors were observed among pedestrians. The majority of pedestrian waited in the street (as opposed to on the sidewalk) before crossing, did not comply with traffic lights, or crossed outside the crosswalk. A large number of pedestrians were distracted while crossing. Men presented higher scores on risky behaviors than women. No differences were observed by age group.

Conclusions: The high level of risk behaviors during the different stages of street crossing is worrisome and reinforces the idea that pedestrians are responsible for many of the conflicts with motorists. Many of the risky behaviors seem to be associated with gender, which is in line with the previous literature showing more risk behaviors among men than among women. No differences were found for age group. Findings are interpreted considering some features of the Argentine road culture.     

Knowledge,attitudes, and behaviors related to child safety restraint in citizens of Shenzhen Municipality,China, and the associations between these factors

Objective: A child safety restraint (CSR) is an effective measure to reduce the risk of child injury from traffic collisions. This study aims to explore knowledge, attitudes, and behaviors regarding CSRs in a Chinese population.

Methods: A cross-sectional survey regarding CSR use was conducted from April to May 2014 in Shenzhen municipality. Respondents were parents who had at least one child 0 to 6 years of age and owned a car. These parents provided a self-report of demographic characteristics as well as information about their knowledge, attitudes, and behaviors toward CSR use.

Results: Most respondents had a fair level of knowledge about CSRs, with higher mean knowledge scores demonstrated among the respondents who were male, had an advanced degree, had a higher income, owned an expensive car, had an older child, drove frequently with children, and routinely drove greater distances with children. In addition, most respondents had a more positive attitude toward CSR use, with a higher mean attitude score among those who had an advanced degree, owned an expensive car, drove frequently with children, and routinely drove greater distances with children. However, some myths regarding CSR use also existed (e.g., parents can effectively protect their children in a car collision by holding them, they are not required to purchase the CSR for child safety if there is no mandatory provision by law, among others). Among 3,768 respondents who had at least one child and a car, 27.8% (1,047) had a CSR and 22.9% (864) used the CSR. A logistic regression model showed the likelihood of CSR ownership to be higher if respondents drove frequently or greater distances and was dependent on both the education level of the respondents and the age of the children. The frequency of CSR use increased as the age of children decreased (P = .0274). Respondents who owned a CSR and those who frequently used CSRs had higher mean knowledge and mean attitude scores.

Conclusions: This observational study found that although the majority of respondents had fair levels of knowledge and positive attitudes, they had lower rates of CSR ownership and use. Therefore, efforts at developing opportunities to expand public awareness of CSR use should be made to improve child passenger safety practices and eliminate child injury caused by traffic collisions.     

Investigating factors influencing drivers' speed selection behavior under reduced visibility conditions

Objective: Driving speed is a major concern for driving safety under reduced visibility conditions. Many factors affect speed selection in low visibility, but few studies have been conducted examining drivers' characteristics, particularly in China. The present study aimed to investigate the correlation between drivers' demographic information, driving ability, and speed choice in low-visibility conditions using a sample of Chinese drivers.

Methods: A self-designed driving ability scale was used to assess driving ability in reduced visibility conditions. The reliability and validity of 306 gathered questionnaires were examined in this article, and a structural equation model (SEM) was built to explore the predictors of drivers' speed selection behavior under reduced visibility conditions and to measure the relationships between various factors.

Results: Age and driving experience have no direct relationship to speed selection behavior in reduced visibility, but the frequency of using expressways and annual mileage are significantly related to the speed on roads that have a speed restriction of 80 or 120 km/h. Under reduced visibility conditions, driving ability has a significant effect on speed selection behavior, and driving skill (DS) is the most influential on speed selection behavior on roads with a speed limit of 120 km/h; otherwise, the effect of risk perception (RP) does not differ by speed choice on 3 roads with different speed limits. Driving speed in good weather also has a positive influence on speed selection behavior in low visibility.

Conclusion: Driving ability is directly associated with speed selection in reduced visibility conditions, and some demographic data indirectly influence speed selection. This study provides useful recommendations for drivers' training programs to reduce casualties from accidents in low-visibility conditions.     

行为安全管理元模型研究

为明晰行为安全管理研究与实践的基本框架,从而为行为安全管理提供新的思路、依据和方法,针对已有行为安全模型存在的缺陷,对行为安全管理元模型开展构造与演绎研究。首先,直接从安全行为本体出发,结合心理学与行为科学相关知识,构造行为安全管理元模型;其次,详细剖析行为安全管理元模型的基本内涵,并扼要概述行为安全管理元模型的应用价值。研究结果表明:行为安全管理元模型的主体部分,是组织系统之中安全行为主体相关安全行为的产生及作用过程,可阐明行为安全管理研究实践的基本程式与框架,促进行为安全管理研究与实践。     

对修改《大气污染防治法》着力点的思考

从2013年到2016年我国大气污染防治所取得的巨大成就不能用来说明2015年修订通过的《大气污染防治法》为防治大气污染发挥了巨大的作用。那些成就主要是由以《重点区域大气污染防治"十二五"规划》《大气污染防治行动计划》为标志的政府防治大气污染的行动取得的。《大气污染防治法》(2015)的加"严"修订主要表现在:罚则条款数量增加;违法行为种类增加;责任类型增多;多处设定"惩罚束";设定阶梯式处罚;创设身份罚新形式,多处设定机能罚等方面。那些加"严"修订都服务于实现"行为人不违反"这个规制目标。以往的研究成果表明,使"行为人不违反"的法律不能保证使环境达到一定的质量目标。近年我国政府环境保护举措取得成功的秘诀主要有三点,即:(1)减少绝对排放量;(2)政府负责,而不是行政相对人负责;(3)用权力推行,而不是用设惩罚"威胁"行政相使之守法的方式寻求大气污染防治目标的实现。要让大气污染防治法成为我国防治大气污染的基本依据和有效防治大气污染的保障,必须对新修订的《大气污染防治法》再行修订。新的修订应当以政府的大气污染防治行为为着力点。这样的修订主要应当考虑:建立大气质量目标制度;健全总行为控制制度;按照大气污染防治的需要明确对各级政府、地方权力机关的授权;规定政府或其职能部门的职责和相关行政权运行的约束程序。在对《大气污染防治法》实施了以"政府的大气污染防治行为"为着重点的修改之后,国家将取得法治国家建设和大气污染防治法制建设的双重收获。     

On the Role of Spatial,Temporal, and Climatic Forces on Stream Sediment Loading from Rural and Urban Ecosystems

In this study, we characterize the greatest sediment loading events by their sediment delivery behavior; dominant climate, watershed, and antecedent conditions; and their seasonal distribution for rural and urban land uses. The study area is Paradise Creek Watershed, a mixed land use watershed in northern Idaho dominated by saturation excess processes in the upstream rural area and infiltration excess in the downstream urban area. We analyzed 12 years of continuous streamflow, precipitation, and watershed data at two monitoring stations. We identified 137 sediment loading events in the upstream rural section of the watershed and 191 events in the downstream urban section. During the majority of these events conditions were transport limited and the sediment flush occurred early in the event, generally in the first 20% of elapsed event time. Statistical analysis including two dozen explanatory variables showed peak discharge, event duration, and antecedent baseflow explained most of the variation in event sediment load at both stations and for the watershed as a whole (R² = 0.73‐0.78). In the rural area, saturated soils combined with spring snowmelt in March led to the greatest loading events. The urban area load contribution peaked in January, which could be a re‐suspension of streambed sediments from the previous water year. Throughout the study period, one event contributed, on average, 33% of the annual sediment load but only accounted for 2% of the time in a year.