基于轮廓测量的集料表面粗糙度表征方法试验研究

为定量描述路用集料表面的粗糙程度,以粗糙度系数为评价指标,构建集料表面二维剖面起伏轮廓线粗糙度的测量与表征方法体系,建立粗集料破裂面表面的三维形貌数字高程模型,提取粗集料破裂面表面粗糙度的各向异性特征,提出集料三维表面粗糙度的评价方法,最终进行集料磨光试验,分析了三维粗糙度系数指标的实用性。研究结果表明:使用迹线长度表征法可以定量描述集料表面的二维轮廓线起伏幅度,具有良好的评价效率及精度;集料表面粗糙度具有明显的各向异性特征,三维平均粗糙度系数可较为全面地评价集料表面细观形貌特征变化。     

Driver Celeration Behavior and the Prediction of Traffic Accidents

A study was undertaken to investigate whether driver celeration (overall mean speed change) behavior can predict traffic accident involvement. Also, to test whether acceleration, deceleration or the combined celeration measure was the better predictor. Bus driver celeration behavior was measured repeatedly in real traffic, driving en route, and correlated with accidents for which the drivers were deemed at least partly responsible. Correlations around .20 were found in several samples between celeration behavior and culpable accidents for a 2-year period. The results show that although celeration behavior is only semi-stable over time, it predicts with some accuracy individual accident involvement over 2 years. The predictive power of acceleration and deceleration was slightly lower than the combined measure, in accordance with theory. The correlations found were strong enough to warrant the use of celeration behavior as a predictive variable for transportation companies in their safety work.     

Working and Health Conditions of Italian Air Traffic Controllers

The paper summarises some studies carried out in recent years on Italian air traffic controllers. Work stress appeared related mainly to mental charge, aggravated by time pressure and high responsibility. Shiftwork was not considered highly stressful, thanks to the good shift schedules adopted. The disorders most frequently complained of had a prevalent psychosomatic component, concerning the digestive, neuropsychic, and cardiovascular systems. However, their prevalence was lower than, or similar to, that recorded in general population. The controllers engaged in regional centres showed slightly worse health conditions than those engaged in airport towers; the same was found in the radar controllers compared to those working in non-radar positions.     

视觉分心程度对跟车运动状态的影响

为明确驾驶人在不同复杂度的交通环境下视觉分心程度对跟车运动状态的影响,在驾驶模拟器上搭建城市、乡村和高速道路3种交通环境,利用视线遮挡方法,设置O、1和2s等3种固定时长,量化被试视觉分心程度;对26位被试进行模拟器驾驶试验,采集车辆速度、纵向加速度和车辆位置等参数;采用重复测量一般线性模型,分析视觉分心程度对上述参数...     

事故车辆影响下的城市道路交通仿真研究

为研究事故车辆影响下城市道路交通的特征，构建考虑车辆抢道行为的元胞自动机交通流模型，研究给定冲突区域长度下不同进车率和不同事故持续时间对城市道路交通流的影响。研究结果表明:事故车辆会诱发交通瓶颈，对城市交通产生显著干扰并形成拥堵带，且拥堵带向事故车辆上游传递。不同事故持续时间下交通流演化存在差异，道路平均车流量、车流平均密度随着事故持续时间的增加而增加，车辆平均速度随之减小。当道路中车辆较少（pin=0.3）且事故持续时间达到15 min时，交通处于严重拥堵状态；当道路中车辆较多（pin=0.5）、事故持续时间达到5 min时，交通即处于严重拥堵状态。研究结果可为优化城市交通事故处理机制提供依据。     

An analysis of cyclists’ speed at combined pedestrian and cycle paths

Abstract

Objective: In Sweden, cyclists, pedestrians, and moped riders share the space on combined pedestrian and cycle paths, and their speeds may differ greatly. Both actual speed and speed differences can potentially influence the number of accidents on the shared paths. As a starting point, this article studies the speed component and how cyclists’ speed varies at pedestrian and cycle paths depending on the day, week, and year; road user composition; and road design.

Methods: Three data sources were used: Existing measurements of cycle speed and flow in 3 different Swedish municipalities, Eskilstuna (1 site, January–December 2015), Linköping (6 sites, 4?weeks in September–October 2015), and Stockholm (10 sites, 1–5?days in August–September 2015); complementary measurements of cycle speed and flow in Linköping (4 sites, 1–10?days in August–September 2016) and Stockholm (1 site, only part of 2?days in August 2016) were also conducted within the project, in addition to roadside observations of bicycle types at the 5 new sites.

Results: The average speed of cyclists on the paths varied between 12.5 and 26.5?km/h. As expected, the lower average speeds were found in uphill directions, near intersections, and on paths with high pedestrian flows. The higher speeds were found in downhill directions and on commuter routes. In all, 70%–95% of road users observed on pedestrian and cycle paths were cyclists, and 5%–30% were pedestrians. The most common type of bicycle was a comfort bike, followed by a trekking bike. Electric-assisted bicycles and racer bikes occurred at all sites, with proportions of 1%–10% and 1%–15%, respectively. The 2 sites with the highest proportion of electric-assisted bicycles and racer bicycles also had the highest average speeds. The differences in average speed throughout the day, week, and year could only be assessed at one of the sites. Only small differences were found, with the most noticeable being that the average speed was lower in January and February (13.8?km/h) compared to the rest of the year (15.3–16.1?km/h). The average speed was also lower during daytime (14.7?km/h) than during other parts of the day (15.4–15.8?km/h).

Conclusions: The relationship between bicycle type and measured speed was not entirely clear, but the results suggest that paths with higher proportions of electric and racer bicycles have higher average speeds. There also appears to be a connection between average speed and the width of the distribution; that is, the higher the average speed, the wider the speed distribution. More research is needed on how speed levels and speed variance affect accident risk.     

Effects of logging on roadless space in intact forest landscapes of the Congo Basin

Forest degradation in the tropics is often associated with roads built for selective logging. The protection of intact forest landscapes (IFL) that are not accessible by roads is high on the biodiversity conservation agenda and a challenge for logging concessions certified by the Forest Stewardship Council (FSC). A frequently advocated conservation objective is to maximize the retention of roadless space, a concept that is based on distance to the nearest road from any point. We developed a novel use of the empty‐space function – a general statistical tool based on stochastic geometry and random sets theory – to calculate roadless space in a part of the Congo Basin where road networks have been expanding rapidly. We compared the temporal development of roadless space in certified and uncertified logging concessions inside and outside areas declared IFL in 2000. Inside IFLs, road‐network expansion led to a decrease in roadless space by more than half from 1999 to 2007. After 2007, loss leveled out in most areas to close to 0 due to an equilibrium between newly built roads and abandoned roads that became revegetated. However, concessions in IFL certified by FSC since around 2007 continuously lost roadless space and reached a level comparable to all other concessions. Only national parks remained mostly roadless. We recommend that forest‐management policies make the preservation of large connected forest areas a top priority by effectively monitoring – and limiting – the occupation of space by roads that are permanently accessible.     

Measurement of Particulate Bound Mercury,Gaseous Elemental Mercury,and Reactive Gaseous Mercury Concentrations by Using an Ambient Air Mercury Collection System

In this investigation, the concentrations of gaseous elemental mercury (GEM), reactive gaseous mercury (RGM) and particulate bound mercury (PBM) in ambient air were measured at the Hung Kuang (traffic) sampling site during September 27 to October 6, 2014. An ambient air mercury collection system (AAMCS) was utilized to measure simultaneously PBM, GEM, and RGM concentrations in ambient air. The results thus obtained demonstrate that the mean concentrations of PBM, GEM, and RGM were 38.57 ± 11.4 (pg/m³), 17.67 ± 5.56 (ng/m³) and 10.78 ± 2.8 (pg/m³), respectively, at this traffic-sampling site. The mean GEM/PBM and GEM/RGM concentration ratios were 458 and 1639, respectively. The results obtained herein demonstrate that AAMCS can be utilized to collect three phases of mercury simultaneously. The mean PBM, GEM, and RGM concentrations herein were compared with others found in Asia, America, Europe and Antarctica. The mean PBM, GEM, and RGM concentrations were found to be lowest in Asia and Antarctica. The mean PBM concentration in Europe was approximately eight times that in this investigation. The mean GEM and RGM concentrations in this study were 1.21 and 170 times those found in the United States.     

天津市春季道路降尘PM2.5和PM10中的元素特征

为探究天津市春季道路降尘中元素污染特征及来源,于2015年春季采集了天津市道路降尘样品,通过再悬浮得到PM_(2.5)和PM_(10)滤膜样品,继而测定了滤膜样品中16种元素的含量,通过非参数检验、分歧系数法、富集因子法等研究了道路降尘中元素的污染特征、来源和成分谱的相似性.结果表明,天津市春季道路降尘PM_(2.5)和PM_(10)质量分数平均值在1%~20%之间的元素从大到小依次为:SiAlCaFeMgKNa;PM_(10)和PM_(2.5)中元素成分谱分歧系数为0.06,表明两者元素成分谱很相似;PM_(10)和PM_(2.5)中,元素Cd和Cr强烈富集,Zn、Cu、Pb和As显著富集;道路降尘PM_(2.5)和PM_(10)中元素主要来源于土壤风沙尘、建筑尘、交通尘(汽车尾气的排放、轮胎磨损和刹车片磨损)和煤烟尘.     

合流制面源污染传输过程与污染源解析

科学认识和全面理解合流制面源污染发生路径和污染贡献源对于治理和改善城市水环境至关重要.本研究以珠海市典型老城区的合流制小排水区为例,分析了污染物在地表与管道中的累积-冲刷过程,并运用质量守恒法解析了污染物的贡献源.结果表明,地表街尘累积量为(28. 81±10. 69) g·m~(-2),多场降雨事件中地表街尘冲刷量为(19. 27±10. 90) g·m~(-2),冲刷率为(52. 69±13. 3)%,其冲刷形成的地表径流中SS场降雨浓度为52～109 mg·L~(-1),管道径流中SS的浓度为68～158mg·L~(-1);地表径流对SS的贡献率为39%～72%,旱流污水对SS的贡献率20%,管道沉积物再悬浮对SS的贡献率为13%～56%;管道沉积物的厚度在小雨和中雨时增加1～14 cm,大雨和暴雨时,减少7～17 cm;降雨特征影响了污染源贡献比率,其中地表径流对各污染物的贡献范围为2%～52%,旱流污水对各污染物的贡献率范围为9%～65%,管道沉积物对各污染物的贡献范围为8%～81%.基于上述研究结果,为合流制面源污染提出控制措施,以期为我国城市受纳水体污染的解决提供参考.