组织因素对民航维修人员安全行为的影响

为了减少民航维修人员不安全行为,探讨组织因素对民航维修人员安全行为的影响机理。基于组织行为学理论并结合民航维修人员的访谈分析,确定了影响民航维修人员安全行为的4个组织因素——安全氛围、工作压力、风险感知和安全管理,在此基础上,构建了组织因素与民航维修人员安全行为关系的假设模型。选取国内航空公司维修基地的一线机务维修人员进行问卷调查,采用结构方程模型对假设模型进行验证。结果表明,安全氛围、工作压力、风险感知和安全管理4个维度与安全参与行为、安全服从行为显著相关,其中,安全氛围对安全参与行为的影响最大。风险感知对安全服从行为的影响最小。     

Difficulties in emotion regulation and risky driving among Lithuanian drivers

Background: Risky driving is a common cause of traffic accidents and injuries. However, there is no clear evidence of how difficulties in emotion regulation contribute to risky driving behavior, particularly in small post-Soviet countries. The present study aimed to investigate the relationship between difficulties in emotion regulation and self-reported risky driving behavior in a sample of Lithuanian drivers.

Methods: A total of 246 nonprofessional Lithuanian drivers participated in a cross-sectional survey. Difficulties in emotion regulation were assessed using the Difficulties in Emotion Regulation Scale (DERS; Gratz and Roemer 2004), and risky driving behavior was assessed using the Manchester Driver Behaviour Questionnaire (DBQ; Lajunen et al. 2004).

Results: Males scored higher than females in aggressive violations and ordinary violations. Females scored higher for the nonacceptance of emotional responses, whereas males had more difficulties with emotional awareness than females. More difficulties in emotion regulation were positively correlated with driving errors, lapses, aggressive violations, and ordinary violations for both males and females. Structural equation modeling showed that difficulties in emotion regulation explained aggressive and ordinary violations more clearly than lapses and errors. When controlling for interactions among the distinct regulation difficulties, difficulties with impulse control and difficulties engaging in goal-directed behavior predicted risky driving. Furthermore, nonacceptance of emotional responses and limited access to emotion regulation strategies were related to less violations and more driving errors.

Conclusion: Emotion regulation difficulties were associated with the self-reported risky driving behaviors of Lithuanian drivers. This provides useful hints for improving driver training programs in order to prevent traffic injuries.     

Motorists' knowledge,attitudes and practices toward alcohol-impaired driving/riding in Ghana

Objectives: The main objective of this study was to establish the knowledge, attitudes, and practices toward drink driving/riding as a risk factor for road traffic crashes in 3 regional capitals in Ghana.

Methods: The study used a face-to-face approach to randomly sample motorists who were accessing various services at fuel/gas stations, garages, and lorry terminals in 3 cities in Ghana.

Results: Over the previous 12 months, 24% of all motorists and 55% of motorists who were current alcohol users reported driving or riding a vehicle within an hour of alcohol intake. On average, motorists/riders who were current alcohol users consumed 4 standard drinks per drinking occasion. Generally, 83% of motorists who currently use alcohol walked, rode, or drove home after consuming alcohol away from their homes. Motorists/riders who reported drink driving were 4 times more likely to have had previous traffic violation arrests compared to those who reported no drink driving/riding (P =.001). Respondents were of the opinion that speeding was the major cause of traffic crashes, followed by driver carelessness, poor road conditions, inexperienced driving, and drink driving, in that order. Thirty-six percent of motorists who use alcohol had the perception that consuming between 6 and 15 standard drinks was the volume of alcohol that will take them to the legal blood alcohol concentration (BAC) limit of 0.08%. Compared to females, male motorists/riders were more likely to report drink driving (adjusted odds ratio [AOR] = 5.15; 95% confidence interval [CI], 2.31 to 11.47). Private motorists also reported a higher likelihood of drink driving compared to commercial drivers (AOR = 3.36; 95% CI, 1.88 to 6.02). Only 4% of motorists knew the legal BAC limit of Ghana and only 2% had ever been tested for drink driving/riding.

Conclusion: The volumes of alcohol that motorists typically consume per drinking occasion were very high and their estimates of the number of drinks required to reach the legal BAC limit was also very high. Provision of authoritative information advising motorists about safe, responsible, or low-risk levels of alcohol consumption is imperative. Many traffic violations including drink driving were reported, thus suggesting a need for enhanced policing and enforcement. However, given the low level of knowledge of the legal BAC limit, educating motorists about how many drinks will approximate the legal BAC should be intensified prior to an increase in enforcement; otherwise, the desired outcome of enforcement may not be achieved.     

Can variations in visual behavior measures be good predictors of driver sleepiness? A real driving test study

Objective: The primary purpose of this study was to examine the association between variations in visual behavior measures and subjective sleepiness levels across age groups over time to determine a quantitative method of measuring drivers' sleepiness levels.

Method: A total of 128 volunteer drivers in 4 age groups were asked to finish 2-, 3-, and 4-h continuous driving tasks on expressways, during which the driver's fixation, saccade, and blink measures were recorded by an eye-tracking system and the subjective sleepiness level was measured through the Stanford Sleepiness Scale. Two-way repeated measures analysis of variance was then used to examine the change in visual behavior measures across age groups over time and compare the interactive effects of these 2 factors on the dependent visual measures.

Results: Drivers' visual behavior measures and subjective sleepiness levels vary significantly over time but not across age groups. A statistically significant interaction between age group and driving duration was found in drivers' pupil diameter, deviation of search angle, saccade amplitude, blink frequency, blink duration, and closure duration. Additionally, change in a driver's subjective sleepiness level is positively or negatively associated with variation in visual behavior measures, and such relationships can be expressed in regression models for different period of driving duration.

Conclusions: Driving duration affects drivers' sleepiness significantly, so the amount of continuous driving time should be strictly controlled. Moreover, driving sleepiness can be quantified through the change rate of drivers' visual behavior measures to alert drivers of sleepiness risk and to encourage rest periods. These results provide insight into potential strategies for reducing and preventing traffic accidents and injuries.     

A new approach to managing work-related road traffic injury: The development of a health investment framework

Objective: Statistics indicate that employees commuting or traveling as part of their work are overrepresented in workplace injury and death. Despite this, many organizations are unaware of the factors within their organizations that are likely to influence potential reductions in work-related road traffic injury.

Methods: This article presents a multilevel conceptual framework that identifies health investment as the central feature in reducing work-related road traffic injury. Within this framework, we explore factors operating at the individual driver, workgroup supervisor, and organizational senior management levels that create a mutually reinforcing system of safety.

Results: The health investment framework identifies key factors at the senior manager, supervisor, and driver levels to cultivating a safe working environment. These factors are high-performance workplace systems, leader–member exchange and autonomy, trust and empowerment, respectively. The framework demonstrates the important interactions between these factors and how they create a self-sustaining organizational safety system.

Conclusions: The framework aims to provide insight into the future development of interventions that are strategically aligned with the organization and target elements that facilitate and enhance driver safety and ultimately reduce work-related road traffic injury and death.     

复合垂直流人工湿地对有机磷阻燃剂的净化

为探索有效处理有机磷阻燃剂（OPFRs）废水的方法,本文构建了复合垂直流人工湿地（IVCWs）,探究不同进水C/N比与是否曝气等运行工况下系统对磷酸三（1-氯-2-丙基）酯（TCPP）的去除效率影响,并观察目标物在湿地系统各介质中的迁移行为及相关机理.结果表明,不同工况下IVCWs对TCPP去除效果存在显著差异.与进水C/N=3时系统对TCPP去除率（52.28%±11.64%）相比,增加进水C/N、曝气和两者联用可使去除率分别提高至（68.77%±2.49%）,（57.21%±1.76%）和（89.64%±1.94%）.通过分析系统中各相累积量发现,植物（0.09%）和基质（3.30%）中TCPP的累积有限.火山岩（162.39~435.01ng/g dw）和沸石（131.67~407.74ng/g dw）中TCPP含量显著高于土壤（32.63~149.94ng/g dw）.植物体内,与菖蒲（432.95ng/g dw）、香蒲（665.21ng/g dw）相比,风车草（1288.82ng/g dw）更易TCPP累积.不同植物中TCPP主要富集在根部,有向叶片转移的趋势.探究IVCWs对TCPP的去除潜能及迁移行为,对系统缓解OPFRs污染具有积极意义.     

模拟日光照射下土霉素的复合光化学转化动力学及环境归趋

环境水体中存在众多可解离的有机污染物,而不同的解离形态表现出相异的环境行为,如光化学反应活性和归趋.本文以土霉素(OTC)为例,研究了水中可解离化合物的表观光降解、光氧化等复合光化学转化动力学,并揭示了其相应的环境光化学归趋和贡献.模拟日光(λ290nm)照射下,OTC的光降解遵循准一级反应动力学,光解速率常数(k)对pH表现出明显的依赖性.这是由于随pH值升高,解离形态(i)从OTCH_2~0、OTCH~-到OTC~(2-)渐变,相应的k_i和量子产率(Φ_i)显著增大.竞争动力学实验进一步表明,·OH和~1O_2均可以氧化降解OTC,且降解速率随着pH的增大而加快.这与3种解离形态不同的去质子化程度和氧化反应活性有关.去质子化增加化合物的电子密度,利于活性氧物种的亲电攻击,从而促进光氧化反应.基于以上OTC解离形态的不同光化学转化活性,评估了环境表层水体(pH=6~9)中的复合光化学转化半减期(t_(1/2,E)).t_(1/2,E)值依赖于基质pH和季节,北纬45°晴天正午,t_(1/2,E)在0.131 h(仲夏,pH=9)到3.63 h(仲冬,pH=6)之间.多数情况下,OTC的表观光解是其最主要的光化学转化途径,~1O_2氧化次之,而·OH氧化的贡献非常小.以上结果证明了OTC不同解离形态具有不同的光化学转化动力学.因此,为了准确评价水环境中抗生素等可解离有机污染物的光化学归趋和风险,有必要综合考虑所有解离形态的复合光化学行为.     

森林大火中飞火行为的研究

从理论上分析了飞火的形成过程,建立了飞火形成及传播过程的理论模型,探讨了各种因素对飞火过程的影响,给出了用诺谟图估算飞火距离的方法。这些工作对森林火灾中飞火距离的估算具有重要的理论意义和实际意义。由于飞火形成过程的复杂性,以及模型建立过程中所进行的假定等因素,本文所提出的飞火估算模型仍有待于大量的林火实践进行修正。     

Yolk testosterone organizes behavior and male plumage coloration in house sparrows (<Emphasis Type="Italic">Passer domesticus</Emphasis>)

Vertebrate eggs contain maternal steroid hormones in their yolks; and in avian species the concentration of these steroids vary within and among clutches. The organizational actions of these variable doses of maternal steroids in the avian egg, analogous to those regulating the development of sexually dimorphic traits, are little explored. In this study, we examined the organizational effects of yolk testosterone in the house sparrow, Passer domesticus, a sexually dichromatic passerine bird in which males are characterized by the presence of a throat patch or badge of black feathers that varies in size among males. We injected a physiological dose of testosterone or vehicle into eggs in the field, removed nestlings, and hand-raised them in the laboratory. At 5 months of age, we investigated treatment effects on plumage and behavior. Males that hatched from testosterone-injected eggs developed a larger badge than males that hatched from vehicle-injected (control) eggs. However, testosterone did not induce the expression of a badge in females. In staged dyadic encounters, both males and females hatched from testosterone-injected eggs were more successful at obtaining and defending a food source than individuals of the same sex hatched from control eggs. The results suggest that variable concentrations of maternal testosterone in the eggs of the house sparrow organize the expression of a plumage trait in males and behavior in both sexes.Communicated by J. Graves     

Sex ratios,mating behavior and sexual size dimorphism of the northern water snake,Nerodia sipedon

Competition among males to mate is generally associated with male-biased size dimorphism. In this study we examine mating behavior in the northern water snake (Nerodia sipedon), a species in which males are much smaller than females despite substantial competition among males to mate. Competition among males was a consequence of a male-biased operational sex ratio due to slightly higher female mortality from a birth sex ratio of 1 : 1, and, in 1 year, more synchronous and longer mating activity by males. Approximately one-third of both males and females appeared not to mate in a given year. Larger males were generally more likely to attempt mating, but size did not explain the variance in the number of aggregations in which individual males participated. Within aggregations, males that were successful at achieving intromission were larger than unsuccessful males in 1 of 2 years. Variation in condition (mass relative to length) and relative tail length were not generally useful predictors of either mating effort or success in males. Because large size was often advantageous to males, sexual size dimorphism appeared not to be a consequence of sexual selection favoring smaller males. Because sexual dimorphism was evident at birth, and both males and females matured sexually at about 4 years, sexual dimorphism was not simply a consequence of one sex growing at the maximum rate for longer. Female fecundity increased with size, and sex differences in size-fecundity relations may underly the pattern of sexual size dimorphism. However, because multiple mating by females is common, sperm competition is likely to be important in determining male reproductive success. Therefore, allocation of energy to sperm rather than growth may also prove to be an important influence on male growth rates and sexual size dimorphism.