Awareness,riding behaviors,and legislative attitudes toward electric bikes among two types of road users: An investigation in Tianjin,a municipality in China

Objective: This study aimed to understand the awareness, riding behaviors, and legislative attitudes of electric bike (e-bike) users and non-e-bike road users toward e-bikes in Tianjin, a municipality in China.

Methods: This cross-sectional investigation included 2 components. The field survey was conducted in 9 districts (4 urban and 5 rural) from 2015 to 2017. Adult participants were interviewed using a street intercept method. The online survey was conducted using the WeChat social platform. A series of questions related to awareness and practice of e-bike safety-related issues was asked.

Results: A total of 16,859 interviews were completed, including 1,653 (794 e-bike users and 859 other road users) in-person interviews by field survey and 15,206 (4,426 e-bike users and 10,780 other road users) by online survey. Except for ignoring a red light when making a left turn (P?=?.000) and waiting across the white line at a red light (P?=?.000), which e-bike users were lower than other road users, there were no significant differences between e-bike users and other road users in regards to the correct awareness rate of riding in the opposite direction, riding in a motor vehicle lane, running red lights, jaywalking, speeding, carrying adult passengers, and riding on the expressway (P?>?.05). In addition, 74.2% of e-bike users considered helmet use necessary (P?=?.000) and 54.7% thought that installing a windshield is wrong (P?=?.000), which was higher than other road users (49.1 and 48.4%, respectively). Other road users had greater awareness than e-bike users regarding whether turning left at a red light is wrong (91.7 vs. 85.1%), waiting across the white line when the light is red is wrong (86.6 vs. 75.9%), lighs should be turned on at night (94.8 vs. 90.3%). Correct practices were far behind awareness in all kinds of violation behaviors (P?=?.000) among e-bike users in the field survey. The rate of public support for legislation including those who very much support and support legislation was 93.34% in the field survey and 87.68% in the online survey.

Conclusions: E-bike users had lower correct awareness rate than other road users regarding e-bike violation behaviors but were more concerned about safety protection than other road users. E-bike users’ correct practices were far behind their awareness for all kinds of violation behaviors. Public education on the traffic law needs to be strengthened among e-bike users. The public strongly supported special regulations for e-bike use, such as helmet use.     

城市用地扩张、规模经济与经济增长质量

城市用地扩张不仅影响经济增长数量,还通过产业结构升级、城市化、生态环境变化和规模经济等路径影响区域经济增长质量。城市用地扩张,促进市场范围扩大,有利于区域内与区域间开展分工合作,提升城市的集聚经济效益与规模经济水平;但若城市用地扩张使区域突破最优规模经济状态后,因管理与服务成本、交通成本和环境成本等快速增加,城市规模效率会下降,对经济增长质量产生负影响。实证研究结果表明:在全国、中部和西部地区3个空间维度,城市用地扩张与规模效率间存在倒U型关系,而在东部地区此关系并不成立;在4个空间维度,城市用地扩张通过规模经济路径对全要素生产率的影响都为负,表明城市用地扩张已使各区域突破最优规模经济状态,土地要素投入存在冗余现象,与资本、劳动等要素配置比例非最优。研究结果还表明,人力资本、城市化、产业结构升级、基础设施等变量对经济增长质量有正影响。     

Noise system在道路工程声环境影响预测中的应用研究

采用Noise system模型软件预测城市道路工程对周围敏感目标的影响.通过预测,拟建道路沿线路中心线两侧200 m范围内随距离增大受交通噪声影响呈明显衰减趋势.从路段达标距离分析,相对于昼间噪声达标距离,夜间噪声达标距离均大于昼间的达标距离,说明拟建道路夜间交通噪声影响大于昼间;沿线敏感点近期、中期、远期昼间、夜间噪声预测值均能满足《声环境质量标准》(GB 3096-2008)中2类、4a类标准;通过对首排在建小区均为3层以上建筑物不同垂直高度的影响进行预测,对居民区不会造成影响.     

徐州市不同功能区重金属污染与健康风险评价

为了解徐州市不同功能区表层土壤重金属的污染特征和健康风险,采集了65种城市表层土壤样品,分析Cr、Ni、Cu、Zn、Cd、Pb等6种重金属的元素含量与富集特征。结果发现除绿地区Cr以外,3个区域的6种重金属元素均出现了不同程度的富集。采用《污染场地风险评估技术导则》推荐的健康风险模型对3个功能区进行健康风险评价,结果表明:Cr、Ni、Cu、Zn、Cd等5种重金属的非致癌风险呈现居民区>交通区>绿地区的趋势;经口摄入和呼吸吸入的健康风险大于皮肤接触;居民区Cr的健康风险为2.21,需要进行土壤治理;当空气铅含量为0.38μg/m3时,3个区域0~7岁儿童血铅浓度在10.0~17.0μg/L。     

北京市城市河流中精神活性物质的污染水平及环境风险

为评价北京市城市河流地表水体中5种精神活性物质〔METH(甲基苯丙胺)、AMP(苯丙胺)、KET(氯胺酮)、EPH(麻黄碱)和HA(羟亚胺)〕的环境风险,通过对固相萃取柱(Oasis HLB、Oasis MCX、Oasis WAX和Oasis PRiME HLB)类型、水样酸化、洗脱剂类型及体积等条件的确定,建立了同时测定水环境中精神活性物质的固相萃取-液相色谱-质谱(SPE-LC-MS/MS)联用方法,并对北京市城市河流地表水体中5种精神活性物质的质量浓度水平进行了调查,采用RQ(风险熵)法进行了风险评价. 结果表明,在水样未酸化条件下,Oasis MCX柱对精神活性物质的回收率最高,使用含5%(V/V)氨水的甲醇作为洗脱液,5种精神活性物质的回收率可以达到81.8%~91.1%. 地表水水体基质加标结果表明,5种精神活性物质的加标回收率均大于75.5%,相对标准偏差均小于10.0%. 方法检出限为0.30~0.80 ng/L,定量限为1.00~2.68 ng/L. 北京市7条城市河流中5种精神活性物质的质量浓度在1.00~99.51 ng/L之间. EPH在所有采样点均被检出且质量浓度较高,ρ(EPH)平均值为22.79 ng/L;ρ(AMP)相对较低,在1.54~11.23 ng/L之间,但AMP检出率为97.06%;ρ(METH)较高,平均值为14.63 ng/L,最高值(99.51 ng/L)出现在坝河. 研究显示,北京市地表水中5种精神活性物质的RQ均小于0.1,表明其可能的环境风险较低,但由于精神活性物质本身具有生物活性,它们对城市河流水生生态系统产生的潜在危害不容忽视.      

Road traffic mortality in the Slovak Republic in 1996–2014

Objective: Road traffic mortality takes an enormous toll in every society. Transport safety interventions play a crucial role in improving the situation. In the period 1996–2014 several road safety measures, including a complex new road traffic law in 2009, were implemented in the Slovak Republic, introducing stricter conditions for road users.

The aim of this study is to describe and analyze the trends in road user mortality in the Slovak Republic in individual age groups by sex during the study period 1996–2014.

Methods: Data on overall mortality in the Slovak Republic for the period 1996–2014 were obtained from the Statistical Office of the Slovak Republic. Mortality rates were age-adjusted to the European standard population. Joinpoint regression was used to assess the statistical significance of change in time trends of calculated standardized mortality rates.

Results: Mortality rates of all types of road users as well as all age groups and both sexes in the Slovak Republic in the period 1996–2014 are decreasing. The male : female ratio decreased from 4:1 in 1996 to 2:1 in 2014. Motor vehicle users (other than motorcyclists) and pedestrians have the highest mortality rates among road user groups. Both of these groups show a significant decline in mortality rates over the study period. Within the age groups, people age 65 years and over have the highest mortality rates, followed by the age groups 25–64 and 15–24 years old.

Joinpoint regression confirmed a steady, significant decline in all mortality rates over the study period. A statistically significant decrease in mortality rates in the last years of the study period was observed in the age group 25–64 and in male motorcycle users.

Assessing the impact of the 2009 road traffic law, a drop was observed in the average standardized mortality rate of all road traffic users from 14.56 per 100,000 person years in the period 1996–2008 to 7.69 per 100,000 person years in the period 2009–2014. A similar drop in the average standardized mortality rate was observed in all individual road user groups.

Conclusions: The implementation of the new traffic regulations may have contributed significantly to the observed decrease in mortality rates of road users in the Slovak Republic. A significant decrease in mortality was observed in all population groups and in all groups of road users. The introduction of a new comprehensive road traffic law may have expedited the decrease of road fatalities, especially in the age group 25–64 years old. This type of evidence-based epidemiology data can be used for improved targeting of future public health measures for road traffic injury prevention.     

The analysis of influence of individual and environmental factors on 2-wheeled users’ injuries

Objective: Powered 2-wheeled motor vehicles (PTWs) are one of the most vulnerable categories of road users. Bearing that fact in mind, we have researched the effects of individual and environmental factors on the severity and type of injuries of PTW users. The aim was to recognize the circumstances that cause these accidents and take some preventive actions that would improve the level of road safety for PTWs.

Methods: In the period from 2001 to 2010, an analysis of 139 road accidents involving PTWs was made by the Faculty of Transport and Traffic Engineering in Belgrade. The effects of both individual (age, gender, etc.) and environmental factors (place of an accident, time of day, etc.) on the cause of accidents and severity and type of injuries of PTWs are reported in this article. Analyses of these effects were conducted using logistic regression, chi-square tests, and Pearson's correlation.

Results: Factors such as categories of road users, pavement conditions, place of accident, age, and time of day have a statistically significant effect on PTW injuries, whereas other factors (gender, road type; that is, straight or curvy) do not. The article also defines the interdependence of the occurrence of particular injuries at certain speeds. The results show that if PTW users died of a head injury, these were usually concurrent with chest injuries, injuries to internal organs, and limb injuries.

Conclusions: It has been shown that there is a high degree of influence of individual factors on the occurrence of accidents involving 2-wheelers (PTWs/bicycles) but with no statistically significant relation. Establishing the existence of such conditionalities enables identifying and defining factors that have an impact on the occurrence of traffic accidents involving bicyclists or PTWs. Such a link between individual factors and the occurrence of accidents makes it possible for system managers to take appropriate actions aimed at certain categories of 2-wheelers in order to reduce casualties in a particular area. The analysis showed that most of the road factors do not have a statistically significant effect on either category of 2-wheeler. Namely, the logistic regression analysis showed that there is a statistically significant effect of the place of accident on the occurrence of accidents involving bicyclists.     

温岭市高架道路交通噪声空间分布规律与防治对策研究

为评价温岭市东环高架道路交通噪声的环境影响,采用实测法对东环高架附近代表性点位及不同时间段进行噪声监测,记录等效连续A声级(Leq),以及同步监测车流量、车型等相关数据.根据《声环境质量标准》(GB 3096-2008),由所得监测数据,推测其交通噪声空间分布规律.结果表明,噪声最大值发生于上下班高峰期,交通噪声则随距离的增加而衰减,而道路两侧高层建筑交通噪声随着高度的增加先由小变大后变小.此外,还为该高架道路交通噪声的防治提供一定的参考依据.