厦门市气候特征变化与酸雨形成研究

对地面风场的研究表明,厦门存在局地和海陆风环流,自1955年以来年平均风速、混合层厚度均呈现下降趋势,大气污染物的水平和垂直扩散能力也呈下降趋势。降水酸度随海拔高度的变化情况表明,海陆风环流有利于酸性污染物的积累,且锋面降水过程中的光化学污染加重了降水的酸化程度。     

扬州市土地利用与覆盖的遥感监测

应用遥感技术监测分析扬州市2009—2012年土地利用与覆盖状况。结果表明,扬州市土地利用及覆盖以耕地、城乡工矿居民用地及水域为主,主要生态红线区土地覆盖类型未发生人为改变,生态环境状况总体良好,呈略有改善的态势。提出,应坚持开展污染治理和生态建设,优化发展空间,统筹城乡建设用地管理。     

农药企业搬迁土地挥发性有机物风险评价

对常州某农药生产场地土壤中挥发性有机物(VOCs)污染状况以及健康风险和生态风险进行了调查评价。结果表明,该场地土壤中挥发性有机物污染以苯系物和卤代烃为主。苯系物质量浓度为0~56.6 mg/kg,卤代烃质量浓度为0~1.14 mg/kg。健康风险评价结果均在可接受范围内,而生态风险评价显示生产车间内的土壤VOCs生态风险较大,存在着对生物的危害。     

乌鲁木齐市土地利用景观格局变化研究

运用GIS、RS技术及景观生态学理论和方法,基于乌鲁木齐市2006年和2010年遥感影像解译数据,对乌鲁木齐市5年间土地利用景观格局变化特征进行分析,分别从斑块类型和景观水平2个方面对研究区土地利用景观类型进行动态分析。揭示其变化原因和内在规律,为研究区生态治理提供数据支撑,对景观的规划与管理、资源的有效利用和生物多样性保护具有重要意义。     

南京市农用地土壤中重金属形态特征分析

以南京市农用地土壤为研究对象,采用顺序提取的方法对Cu、Zn、Pb、Cd做化学形态分析,了解不同元素各形态下空间赋存的含量与占比。结果表明,在农用地土壤中,上述4种金属元素所赋存的化学形态活泼性顺序为CdPbCuZn,其中Cd主要为醋酸提取态,Pb主要为可还原态,各占总量的40%以上,具有较高的生物有效性和潜在危害性;Cu与Zn主要为残渣态,占总量的60%左右,生物可利用性较低。由因子分析法可知,土壤p H值越大,Zn与Cd就越趋于向稳定的化学形态转化,土壤有机质含量越高,对Cu与Pb的络合能力就越强,可以降低其环境危害性。     

基于熵权TOPSIS模型的土地利用多功能性诊断

从经济、社会和生态3个方面出发构建土地利用多功能性评价指标体系,应用熵权TOPSIS模型对江苏省近年来土地利用多功能性进行诊断分析可以优化区域土地的合理开发,提高土地利用效率,为促进区域的可持续发展提供有效依据。研究结果表明：2006~2016年江苏省土地利用综合功能经历了一般—良好的发展阶段,综合功能在不断优化;经济功能经历了较差—一般—良好—优秀—良好的发展阶段,虽然有所波动,但其依旧呈增长态势;社会功能经历了较差—一般—良好—优秀的发展阶段,呈现出持续稳步提高趋势;生态功能经历了一般—良好—一般的发展趋势,整体呈下降趋势。另外土地利用的经济功能和社会功能子目标的障碍度在逐年下降,对目前江苏省土地利用有效性起制约作用的主要是生态功能,应减少废水排放和工业固体废弃物等污染造成的生态破坏,加强水资源的保护,同时缩小城乡差距,推进城乡融合,促进土地利用过程中经济、社会和生态功能的协调发展。     

Prevalence of alcohol among nonfatally injured road accident casualties in two level III trauma centers in northern Ghana

Background: Alcohol use is pervasive among motorists on the road in Ghana; however, we do not know the extent to which this behavior is implicated in road accidents in this country.

Objectives: The main objective of this research was to establish the prevalence of alcohol in the blood of nonfatally injured casualties in the emergency departments (EDs) in northern Ghana.

Method: Participants were injured road traffic crash victims, namely, pedestrians, cyclists, motorcyclists, and drivers seeking treatment at an ED. The study sites were 2 level III trauma centers located in Wa and Bolgatanga. Participants were screened for alcohol followed by breath tests for positive participants using breathalyzers.

Results: Two hundred and sixty-two accident victims visited EDs, 58% of whom were in Wa. Among the victims, 41% were hospitalized and 57% experienced slight injuries. The vast majority (76%) of the casualties were motorcyclists, 13% were pedestrians, 8% were cyclists, and 2% were drivers. Casualties who had detectable alcohol in their blood were predominantly vulnerable road users. In all, 34% of participants had detectable blood alcohol concentrations (BACs) and the mean BAC for all casualties who tested positive and could give definitive BACs was 0.2265 (226 mg/dl). The prevalence of alcohol use was 53% among cyclists, 34% among motorcyclists, 21% among pedestrians, and 17% among drivers. Male casualties were more likely to test positive for alcohol than females. In addition, the prevalence of alcohol was significantly higher among injured casualties in Bolgatanga compared to Wa.

Conclusion: There was a high prevalence of alcohol use among nonfatally injured casualties in northern Ghana and injury severity increased with BAC. AUDIT screening in the hospital, alcohol consumption guideline, road safety education with an emphasis on minimizing or eliminating alcohol consumption, and enhanced enforcement of the BAC limit among motorists are recommended.     

Safe speed limits for a safe system: The relationship between speed limit and fatal crash rate for different crash types

Objective: The objective of this article is to provide empirical evidence for safe speed limits that will meet the objectives of the Safe System by examining the relationship between speed limit and injury severity for different crash types, using police-reported crash data.

Method: Police-reported crashes from 2 Australian jurisdictions were used to calculate a fatal crash rate by speed limit and crash type. Example safe speed limits were defined using threshold risk levels.

Results: A positive exponential relationship between speed limit and fatality rate was found. For an example fatality rate threshold of 1 in 100 crashes it was found that safe speed limits are 40 km/h for pedestrian crashes; 50 km/h for head-on crashes; 60 km/h for hit fixed object crashes; 80 km/h for right angle, right turn, and left road/rollover crashes; and 110 km/h or more for rear-end crashes.

Conclusions: The positive exponential relationship between speed limit and fatal crash rate is consistent with prior research into speed and crash risk. The results indicate that speed zones of 100 km/h or more only meet the objectives of the Safe System, with regard to fatal crashes, where all crash types except rear-end crashes are exceedingly rare, such as on a high standard restricted access highway with a safe roadside design.     

Motorcycle crashes potentially preventable by three crash avoidance technologies on passenger vehicles

Objective: The objective of this study was to identify and quantify the motorcycle crash population that would be potential beneficiaries of 3 crash avoidance technologies recently available on passenger vehicles.

Methods: Two-vehicle crashes between a motorcycle and a passenger vehicle that occurred in the United States during 2011–2015 were classified by type, with consideration of the functionality of 3 classes of passenger vehicle crash avoidance technologies: frontal crash prevention, lane maintenance, and blind spot detection. Results were expressed as the percentage of crashes potentially preventable by each type of technology, based on all known types of 2-vehicle crashes and based on all crashes involving motorcycles.

Results: Frontal crash prevention had the largest potential to prevent 2-vehicle motorcycle crashes with passenger vehicles. The 3 technologies in sum had the potential to prevent 10% of fatal 2-vehicle crashes and 23% of police-reported crashes. However, because 2-vehicle crashes with a passenger vehicle represent fewer than half of all motorcycle crashes, these technologies represent a potential to avoid 4% of all fatal motorcycle crashes and 10% of all police-reported motorcycle crashes.

Discussion: Refining the ability of passenger vehicle crash avoidance systems to detect motorcycles represents an opportunity to improve motorcycle safety. Expanding the capabilities of these technologies represents an even greater opportunity. However, even fully realizing these opportunities can affect only a minority of motorcycle crashes and does not change the need for other motorcycle safety countermeasures such as helmets, universal helmet laws, and antilock braking systems.     

Between Active Seekers and Non-Users: Segments of Science-related Media Usage in Switzerland and Germany

ABSTRACT

Citizens’ attitudes toward science are related to their use of science-related information from various sources. Evidence is scarce regarding citizens’ individual media repertoires for staying informed about science as segmentation studies so far have primarily focused on scientific attitudes. In this paper, we explore audience segments regarding their science-related information behavior and whether such segments are comparable or vary between two countries with similar information environments. Based on two surveys in Switzerland and Germany, we identify national audience segments that differ in their science-related information repertoires, and analyze their sociodemographic characteristics and science-related attitudes. In both countries, we find very comparable information user segments ranging from those who inform themselves frequently about science (“Active Seekers”/“Science Consumers”) to those who hardly get in contact with any information about science and research (“Non-Users”). Those segments which get in contact with information about science frequently show generally more positive attitudes.