广州轨道交通三号线高速行驶条件下对安全限界的影响研究

给出了轨道交通车辆横向偏移量的计算方法 ,并应用列车 -线路动力耦合模型 ,分析了广州地铁三号线的安全限界变化问题。确定了当前按 80km/h行车速度设计的建筑限界能满足 13 0km/h行车速度的要求 ,限界尺寸不需改动可保证列车运行安全平稳     

上海市机动车排污状况与污染控制战略

通过对上海市中心城区机动车行驶工史现状的主要特点及发展趋势的分析，计算出中心城区１９９５年机动车尾气排放的ＣＯ、ＮＭＨＣ和ＮＯｘ负荷，分别占区域内机动车和固定源产排放总量的７６％、９３％和４４％，据预测，到２０１０年，中心城区内机动车排出的ＣＯ、ＮＭＨＣ和ＮＯｘ负荷，将分别占区域中机动车和固定源排放总量的９４％、９８％和７５％，因此，针对机动车排污所面临的严峻挑战，需要采取加强机动车检查与维修（Ｉ     

机动车排出物对人体健康危害的研究

运用基因、ＤＮＡ、染色体，细胞和整个动物为终点的远期危害测试系统，对各类机动车排出尾气的有机提取物的致突变性及潜在致癌性进行了评估，同时运用流行病学方法对接触人群进行调查，结果表明：（１）柴油车，助动车的颗粒有机提取物包含１００多种化学物，（２）Ａｍｅｓ、ＵＤＳ微核及ＳＨＥ细胞恶性转化试验为阳性结果，具有突变性及致癌性。（３）它们能使人胚细胞形成转化灶并发现其中的ｃ－ｍｙｃ，ｐ２１及ｂｃｌ－２表达     

含铅,无铅汽油车尾气排出物遗传毒性比较

利用台架试验模拟汽车行驶工况，收集了发动机使用无铅汽油，含铅汽油燃烧后的尾气颗粒物，对其中吸附的有机物进行了提取，并以Ａｍｅｓ试验，中国仓鼠肺细胞体外微核实验等方法，从基因，染色体水平检测了两种颗粒提取的遗传毒性。     

上海市大气中非甲烷烃与机动车尾气排放研究

采用特征性化合物法和统计法相结合的方法,对上海市大气中非甲烷烃(NMHC)与作为机动车尾气特征性化合物的CO与Pb进行了相关性分析。结果发现,NMHC与Pb在显著性水平0.01下显著性相关,相关系数达到0.593(n=18);NMHC与CO小时均值相关系数达到0.495(n=2329),日均值相关系数达到0.581(n=114)。从而判断机动车尾气排放已经逐渐成为上海市大气中NMHC的主要贡献者。     

The potential of vehicle and road infrastructure interventions in fatal bicyclist accidents on Swedish roads—What can in-depth studies tell us?

Abstract

Objective: The objective of this article is to describe the characteristics of fatal crashes with bicyclists on Swedish roads in rural and urban areas and to investigate the potential of bicycle helmets and different vehicle and road infrastructure interventions to prevent them. The study has a comprehensive approach to provide road authorities and vehicle manufacturers with recommendations for future priorities.

Methods: The Swedish Transport Administration’s (STA) in-depth database of fatal crashes was used for case-by-case analysis of fatal cycling accidents (2006–2016) on rural (n?=?82) and urban (n?=?102) roads. The database consists of information from the police, medical journals, autopsy reports, accident analyses performed by STA, and witness statements. The potential of helmet use and various vehicle and road infrastructure safety interventions was determined retrospectively for each case by analyzing the chain of events leading to the fatality. The potential of vehicle safety countermeasures was analyzed based on prognoses on their implementation rates in the Swedish vehicle fleet.

Results: The most common accident scenario on rural roads was that the bicyclist was struck while cycling along the side of the road. On urban roads, the majority of accidents occurred in intersections. Most accidents involved a passenger car, but heavy trucks were also common, especially in urban areas. Most accidents occurred in daylight conditions (73%). Almost half (46%) of nonhelmeted bicyclists would have survived with a helmet. It was assessed that nearly 60% of the fatal accidents could be addressed by advanced vehicle safety technologies, especially autonomous emergency braking with the ability to detect bicyclists. With regard to interventions in the road infrastructure, separated paths for bicyclists and bicycle crossings with speed calming measures were found to have the greatest safety potential. Results indicated that 91% of fatally injured bicyclists could potentially be saved with known techniques. However, it will take a long time for such technologies to be widespread.

Conclusions: The majority of fatally injured bicyclists studied could potentially be saved with known techniques. A speedy implementation of important vehicle safety systems is recommended. A fast introduction of effective interventions in the road infrastructure is also necessary, preferably with a plan for prioritization.     

Suicide by crashing into a heavy vehicle: Focus on professional drivers using in-depth crash data

Objective: Road traffic suicides typically involve a passenger car driver crashing his or her vehicle into a heavy vehicle, because death is almost certain due to the large mass difference between these vehicles. For the same reason, heavy-vehicle drivers typically suffer minor injuries, if any, and have thus received little attention in the research literature. In this study, we focused on heavy-vehicle drivers who were involved as the second party in road suicides in Finland.

Methods: We analyzed 138 road suicides (2011–2016) involving a passenger car crashing into a heavy vehicle. We used in-depth road crash investigation data from the Finnish Crash Data Institute.

Results: The results showed that all but 2 crashes were head-on collisions. Almost 30% of truck drivers were injured, but only a few suffered serious injuries. More than a quarter reported sick leave following their crash. Injury insurance compensation to heavy-vehicle drivers was just above €9,000 on average. Material damage to heavy vehicles was significant, with average insurance compensation paid being €70,500. Three out of 4 truck drivers reported that drivers committing suicide acted abruptly and left them little opportunity for preventive action.

Conclusions: Suicides by crashing into heavy vehicles can have an impact on drivers’ well-being; however, it is difficult to see how heavy-vehicle drivers could avoid a suicide attempt involving their vehicle.     

Predicting vehicle fuel consumption patterns using floating vehicle data

The status of energy consumption and air pollution in China is serious. It is important to analyze and predict the different fuel consumption of various types of vehicles under different influence factors. In order to fully describe the relationship between fuel consumption and the impact factors, massive amounts of floating vehicle data were used. The fuel consumption pattern and congestion pattern based on large samples of historical floating vehicle data were explored, drivers'' information and vehicles'' parameters from different group classification were probed, and the average velocity and average fuel consumption in the temporal dimension and spatial dimension were analyzed respectively. The fuel consumption forecasting model was established by using a Back Propagation Neural Network. Part of the sample set was used to train the forecasting model and the remaining part of the sample set was used as input to the forecasting model.     

Choice of teenagers' vehicles and views on vehicle safety: survey of parents of novice teenage drivers

Objective

To examine parental decisions about vehicles driven by teenagers and parental knowledge of vehicle safety.

Methods

About 300 parents were interviewed during spring 2006 in Minnesota, North Carolina, and Rhode Island while teenagers took their first on-road driving tests.

Results

Fewer than half of parents surveyed said teenagers would be the primary drivers of the chosen vehicles. Parents most often cited safety, existing family vehicle, and reliability when explaining the choices for their teenagers’ vehicles. About half of the vehicles intended for teenagers were small/mini/sports cars, pickups, or SUVs — vehicles considered less safe for teenagers than midsize/large cars or minivans. A large majority of vehicles were 2001 models or earlier. Vehicles purchased in anticipation of adding a new driver to the family were more likely to be the sizes/types considered less safe than vehicles already owned. Few parents insisted on side airbags or electronic stability control, despite strong evidence of their safety benefits. Even when asked to identify ideal vehicles for their teenagers to drive, about half of parents identified less safe vehicle sizes/types. Most parents knew that midsize/large vehicles are safer than small vehicles, and at least half of parents said SUVs and pickups are not safe for teenage drivers, citing instability.

Conclusions

The majority of parents understood some of the important criteria for choosing safe vehicles for their teenagers. However, parents actually selected many vehicles for teenagers that provide inferior crash protection.

Impact on industry

Vehicle safety varies substantially by vehicle size, type, and safety features. Many teenagers are driving inferior vehicles in terms of crashworthiness and crash avoidance.