废纸利用新途径

废纸再生利用不仅具有良好的经济效益,也具有良好的社会效益,它直接关系到环境治理与资源保护的国计民生的重大问题。目前,世界各国对废纸回收利用,不论在规模上,还是在生产技术方面都具有相当水平。然而,目前废纸的再生利用仍主要限于作为生产再生纸的纸浆原料。为了更有效地利用废纸,变废为宝,保护环境,各国同时又在探索研究废纸利用的新途径,并取得了很大的进展,下面就此加以概述。制造复合材料     

原纸完全利用初探

在简要介绍我国目前原纸利用的实际水平和标准水平的基础上,提出原纸完全利用”的命题,并给出具体的实现步骤和方法,最终初步建立起一种原纸完全利用模型。”     

废塑料加工利用新规出台

据报道,《废塑料加工利用污染防治管理规定》日前发布。规定指出,禁止在居民区加工利用废塑料,禁止利用废塑料生产食品用塑料袋,废塑料加工利用必须符合国家相关产业政策规定及《废塑料回收与再生利用污染控制技术规范》,防止二次污染。     

利用虚实

摄影者在摄影创作的时候可以利用的手段和技艺有不少,但是关于虚虚实实的控制称得上是本身所固有的特征之一,在画面中通过合适的虚实变化,能够使得原来比较一般的场景出现相当的趣味性。 虚实变化的一般要求 控制面画中的虚实变化的基本方法是利用镜头的焦距、光圈,和拍摄时的摄距,还有一个方法就是利用背景和主体的距离感。 有人说“摄影是减法”,此说不无道理,因为虚化的作用就是要净化背景以达到突出主体的目的。但是在实际的拍摄当中也要注意区别对待,因为从艺术的角度来说,有时候未必非得将背景完全虚化得使人无法理解。有时…     

延长石油油田伴生气利用探讨

文章阐述油气区油田的合理利用,进一步说明合理的利用方案,及合理利用对环境、可持续发展的作用。     

粉煤灰资源的利用

本文详细论述了几种粉煤灰的利用技术,以及在利用中需要重点开发研究的课题。     

城乡结合部土地利用探讨

城乡结合部是土地利用最活跃、最复杂的区域,其合理利用对于社会、经济和生态环境的可持续发展具有举足轻重的意义。本文从分析城乡结合部土地利用的独特性和利用现状入手,提出了解决城乡结合部土地利用存在问题的基本对策。     

计量与绿色能源利用

减少能源利用过程中的环境污染,发展绿色能源,是解决我国能源环境问题刻不容缓的出路;而健全绿色能源消费过程中的计量和检测器具、法规、标准等,是促进绿色能源快速有效推广和利用的基础。因此,本文从我国绿色能源的利用现状,计量在绿色能源利用中的重要性,以及绿色能源的计量与检测等三个方面来论述计量与绿色能源利用的关系。     

高校档案利用工作研究

档案利用是档案工作的根本目的,也是将档案的潜在价值转变为现实价值的过程,高校档案利用工作在高校的发展建设等方面发挥着重要的作用,本文从高校档案利用工作的现状和特点出发,对改进和创新高校档案利用工作进行了有侧重的探讨。     

天然气输送能量的利用

阐述利用天然气输送能量的必要性和效益,详细介绍气态天然气和液化天然气输送能量利用的方法和流程,最后提出跨行业利用天然气输送能量的设想。     

Pedestrian self-reports of factors influencing the use of pedestrian bridges

The study was designed to find out factors that influence use/non-use of pedestrian bridges. The use rate of five pedestrian bridges was observed in the central business district (CBD) of Ankara. After the observations, a survey was conducted among pedestrians using those bridges and crossing contrary to safe practice under them at street level (n=408). In the present data, the use rate of pedestrian bridges varied from 6 to 63%. The frequent use of the bridge when crossing the road concerned, and seeing bridge use as time saving and safe in general were positively related to respondents' bridge use. Frequent visits to CBD decreased the likelihood of using the bridge. Other factors accounted only for a small proportion of variance in bridge use. The study suggests that bridge use or non-use is a habit and not coincidental behaviour. For increasing the pedestrians' bridge use, escalators seem to be a good solution, but traffic signals under a bridge may deteriorate the use rate. In addition, increasing the number of legs leading to the bridge may not increase the use rate. The use rate is likely to improve, if the safety benefits and convenience of using the bridge without considerable time loss are clearly visible to pedestrians.     

Are there really shortcuts? estimating seat belt use with self-report measures

We examined the utility of estimating rates of automobile seat belt use with selfreport measures. Self-report measures overestimate belt use rates compared to observational surveys of the same population. Laws mandating seat belt use did not substantially affect the degree to which self-reports are upwardly biased. We found self-report measures overestimate observed belt use by 8.9 to 19.4 percentage points or by a factor of 1.2 to 2. Our best estimate is that self-reported seat belt use rates be discounted by 12 percentage points to estimate actual belt use rates.     

Predictors of safety belt use among crash-involved drivers and front seat passengers: adjusting for over-reporting

Police-reported crash data are rarely used to investigate safety belt use and its predictors, even though these data have a number of advantages over data collected in roadside surveys. It has been widely recognized that motorists tend to over-report their safety belt use to police when mandatory belt use becomes law. In this paper, we use a logistic regression model that allows for misclassification errors in outcome variable to examine predictors of safety belt use among crash-involved drivers and front seat passengers. Our analysis shows significant associations between occupant characteristics, driving circumstances, and safety belt use. Alcohol involvement has the strongest negative association with safety belt use, but this association would be considerably underestimated without adjusting for the over-reporting of safety belt use in police-reported crash data. The adjusted belt use rate among front seat occupants with at least nonincapacitating injuries is about 81%, compared to 90% in police-reported crash data.     

The use of feedback signs to increase observed daytime seat belt use in two cities in North Carolina

Well publicized enforcement programs in North Carolina have raised seat belt use to about 80%. In an effort to find techniques to raise belt use further, signs providing feedback to drivers on belt use rates were introduced in two communities, Asheboro (population 18,000) and Greensboro (population 183,000). Feedback signs remind motorists about belt use and imply a constant and vigorous enforcement presence. The signs were prominently posted by the roadside at high volume locations; belt use information was changed weekly based on observational surveys. Observed daytime driver belt use in Asheboro increased from an average of 75% before the signs to 89% after the signs were established. At urban sites in Greensboro, driver belt use increased from 80% to 86%. Right front passenger belt use increased significantly in Asheboro but not in Greensboro. There were no changes in belt use at two interstate exit sites in Greensboro. Reasons for the differential success rates may relate to differences in initial belt use rates, community size, amount of publicity, and numbers of encounters with the signs. It is clear, however, that feedback signs can be an important supplement to belt use enforcement programs.     

Restraint use patterns for older child passengers in Michigan

The purpose of the present study was to conduct the first statewide direct observation survey of restraint use designed specifically for older child passengers (4-15 years of age). We also sought to determine the factors that were related to belt use by older child passengers in Michigan so that effective programs could be developed to promote use of restraint devices in this age group. The study found that older child restraint use was about 58% statewide. Restraint use was highest in regions where overall belt use was higher, when the driver was using a safety belt, in sport utility vehicles and vans/minivans, and in the front-right seating position. No difference in restraint use was found for the day of week, the sex of the child, or the type of site where data was collected. The study provides the largest scale analysis to date on older child occupant restraint use patterns. The data provide some much needed empirical data on the restraint use patterns of older child passengers for development of theory to better understand and predict lack of restraint use in this age group.     

Drivers’ phone use at red traffic lights: A roadside observation study comparing calls and visual–manual interactions

Phone use while driving has become one of the priority issues in road safety, given that it may lead to decreased situation awareness and deteriorated driving performance. It has been suggested that drivers can regulate their exposure to secondary tasks and seek for compatibility of phone use and driving. Phone use strategies include the choice of driving situations with low demands and interruptions of the interaction when the context changes. Traffic light situations at urban intersections imply both a temptation to use the phone while waiting at the red traffic light and a potential threat due to the incompatibility of phone use and driving when the traffic light turns green. These two situations were targeted in a roadside observation study, with the aim to investigate the existence of a phone use strategy at the red traffic light and to test its effectiveness. N = 124 phone users and a corresponding control group of non-users were observed. Strategic phone use behaviour was detected for visual–manual interactions, which are more likely to be initiated at the red traffic light and tend to be stopped before the vehicle moves off, while calls are less likely to be limited to the red traffic light situation. As an indicator of impaired situation awareness, delayed start was associated to phone use and in particular to visual–manual interactions, whether phone use was interrupted before moving off or not. Traffic light situations do not seem to allow effective application of phone use strategies, although drivers attempt to do so for the most demanding phone use mode. The underlying factors of phone use need to be studied so as to reduce the temptation of phone use and facilitate exposure regulation strategies.     

Attitudes and behavior of Chinese drivers regarding seatbelt use

In the current study, research was conducted in five cities in China to examine seatbelt use and to explore Chinese drivers’ attitudes toward using seatbelts. Multiple data collection methods consisted of 35 initial semi-structured interviews to create questions for an in-person survey and 500 driver observations that included administering the in-person survey. Questions explored were why Chinese drivers use or do not use seatbelts and what they think would be the best interventions to increase the rate of seatbelt use in Chinese drivers. The relationships between various personal characteristics and seatbelt use rates were investigated. Also examined were the relationships between seatbelt use (both objective observation and subjective self-reported use) and self-reported car crashes and traffic violations. This study provides insight into the attitudes of Chinese drivers on seatbelt use and potential interventions.     

Trends in driver and front-right passenger safety belt use in Michigan: 1984-1998

As part of Michigan’s effort to track trends in safety belt use within the state over time, the University of Michigan Transportation Research Institute conducted 20 statewide surveys of safety belt use between 1984 and 1998. Results indicate that Michigan safety belt use trends for drivers and front-right passengers are similar to other statewide and national trends. Belt use in Michigan increased dramatically immediately after the state implemented its mandatory belt use law (secondary enforcement) followed by a smaller decline that leveled off at a rate more than 20 percentage points higher than before the law. Belt use was consistently higher among drivers than front-right passengers, older than younger front-outboard occupants, females than males, and front-outboard occupants exiting freeways than those stopped at local intersections. Examination of belt use trends in Michigan provides useful information for continued efforts to increase belt use in our state and for all states interested in meeting national goals for safety belt use for the year 2000 and beyond.     

Driver hand-held mobile phone use and safety belt use

The purposes of the study were to identify hand-held mobile phone use trends for Michigan and to compare safety belt use between users and nonusers. Mobile phone and safety belt use was investigated by a direct observation survey of drivers at intersections in Michigan. Data were weighted to calculate mobile phone use and safety belt use rates statewide. The study showed 2.7% of Michigan drivers were using a mobile phone at any given daylight time. Safety belt use of current mobile phone users was significantly lower than those not using mobile phones.     

汽车零部件用瓦楞纸箱循环使用可行性研究

分析了瓦楞纸箱循环使用的效用和存在的问题,并以汽车零部件为例,分析了其物流运输过程,确立了汽车零部件用瓦楞纸箱回收再利用的可行性,建立了循环使用瓦楞纸箱和新瓦楞纸箱成本比较公式,给出了通过成本核算确定循环使用的可行性和可循环次数的方法,为汽车零部件行业降低运输包装成本提供了参考。